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OFFICIAL  ORGAN  OF  THE  NATIONAL  ASSOCIATION  OF  CYCLE  DEALEBS 

The  OfCLE  Age 

And  trade  review 


VoL  XXII-No.  t 


CHICAGO,  NOV.  3,  J898 


New  Series  No.  50 


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the  eye  atta  tbe  under- 
standing i$  easily  sold." 


A  GUARANTEE  OF  EXCELLENCE 


Tver  Johnson  Cycles 


please  the  eye  because  they  are  handsome  in 
design  and  finish  and  they  satisfy  the  under- 
standing because  of  the  long  experience  of  the 
makers  and  magnificent  quality  of  the  material 
used  in  their  construction.  It  is  also  easy  to 
understand  ihat  with  =^ 


Jill  Connectioits  made 
from  Drop  Yorfliitfls... 


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There  is  no  stronger  form  of    construction. 
Ours  will  be  the  PROPER  LINE  FOR  1899. 


RANCHES.^  j» 


IVER  JOHNSON'S  ARMS  AND 


M. 


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The  Cycle  Age  and  Trade  Review 


New  Rear  Fork  Ends 


No.  1080 


D  Thimble 

Mx20  Gauge. 


No.  108  i 


r 


No.  t080  has  aogle  of  70  degrees  and  is  made  of  one  piece  of  Sheet 
Metal;  is  made  in  D  shape  only  tor  3-4x20  gauge  tube. 


No.  tost  is  furnished  with  either  round  or  O  thimbles  as  per  illus- 
trations; thimbles  being  separate  pieces. 


Both  these  Rear  Fork  Ends  are  of  entirely  new  design,  No.  1080  being  calculated  especially  for 

30-in,  wheels.    See  our  catalog  No.  3  for  illustrations.     Will  send  samples 

of  eitner  of  these  upon  application. 

The  H.  A.  Matthews  flfg.  Co. 


MacDONALD,  JONES  &  CO., 
51  Broad  St.,  New  York,  Export  Sellinir  Agents. 


SEYMOUR,  CONN. 


I  Star  and  Bridgeport 


Pedals 


•FOR. 


1899 


^ 


BRIDGEPORT  No.  2. 


STAR  No.  2. 
>|V    Inside  bearings  nearer  the  nut  than  in  the  Bridgeport. 

a^  Barrets  turned  from  bar  steel  assuring  pet^ect  aligtimetit  and  uniform  wear  on  the  bearings.    Finish  uncqualed. 
/fe  Over  one  hundred  of  the  leading  manufacturers  and  jobbers  of  the  country  used  Star  and  Bridgeport  Pedals  in  t898. 

^!v  SE»rD    FOK   QUOTATIONS. 

I       The  Bridgeport  Gun  Implement  Co., 


I 

ivy      Mention  The  Cycle  Age 


BRIDGEPORT,  CONN. 


The  OrcLE  Age 

And  Trade  review 


Vol.  XXII— No.  1. 


CHICAGO.  NOV.  3,  1898. 


New  Series  No.  50 


LOOSE   CREDIT    OPENS    SHOPS 


FROM  BICYCLES  TO   GROCERIES 


Frequent  Breakages  Prove  Ineffectual  to 

Stop  Amateur  Assembling  By 

lacomp<;t<.nt  Builders. 


Buffalo,  Oct.  31. — To  such  concerns  as 
the  alley  cycle  company  and  the  universal 
tinker  repair  shop  is  traced  much,  if  not 
all,  of  the  trouble  experienced  the  early 
part  of  the  season  by  reason  of  broken 
forks,  which  for  a  time  played  havoc  with 
the  trade.  These  accidents,  as  will  be  re- 
membered, became  of  so  frectuent  occur- 
rence, and  the  nature  of  the  injuries  so 
serious,  as  to  arouse  public  feeling  to  the 
extent  that  legislation  was  demanded  by 
the  press,  both  editorially  and  by  letters 
to  the  editor,  for  some  measure  that 
would  protect  users  of  bicycles  from  the 
skull  and  bone  cracking  that  was  preva- 
lent at  that  time. 

Sold  on  Long  Time  Payments. 

In  the  '97  season  these  concerns  made  a 
few  bicycles  and  became  so  flushed  with 
their  success  that  the  conclusion  was 
jumped  at  that  they  were  destined  to  be- 
come large  makers,  and  forthwith  set 
about  enlarging  their  shops  and  adding 
new  (V)  machinery.  The  result  was  that 
the  fore  part  of  the  season  found  many 
bicycles  of  this  class  in  use,  principally 
by  the  younger  class  of  riders.  The  ma- 
chines were  sold  cheaply  and  on  long 
time  payments.  They  were  badly  con- 
structed, and  it  was  not  surprising  to 
those  with  a  knowledge  of  bicycle  con- 
struction that  fork  fractures  became  epi- 
demic immediately  upon  the  introduction 
of  the  machines.  The  general  public  had 
nO  means  of  knowing  what  makes  were 
responsible  for  the  accidents,  so  the  press 
was  called  on  to  publish  the  names  of 
such  bicycles,  that  the  public  could  avoid 
that  particular  make.  This,  of  course, 
would  not  do,  for,  as  one  editor  said,  in- 
justice would  be  done  some  maker  who, 
through  no  great  fault  of  his,  might  have 
one  of  his  bicycles  break,  which  might  be 
the  only  one  in  thousands. 

Shops  Now  in  Pull  Blast. 

The  end  as  far  as  these  establishments 
were  concerned  was  thought  to  be  in 
sight  when,  from  time  to  time,  as  the  sea- 
son advanced,  almost  daily  announcement 
was  made  of  the  closing  up  of  one  or 
more  of  these  shops.  The  failures  were 
due  primarily  to  the  refusal  of  tire  and 
parts  makers  to  supply  them  on  anything 
but  a  cash  basis,  but  it  is  with  the  bicycle 
as  with  other  business,  that  someone  can 
always  be  found  ready  and  willing  to  sell 
regardless  of  the  standing  of  the  party  or 
the  injury  liable  to  be  worked  to  legiti- 
mate business;  so  it  is  but  natural  that 
after  a  time  these  shops  are  found  in  full 
blast,    turning    out     a     product    that    is 


destined   to   cause    a    repetition   of   the 
trouble  another  year. 

The  change  from  the  bicycle  to  the  gro- 
cery business  is  one  of  the  remarkable 
happenings  of  the  week.  Finn  &  Sulli- 
van, who  were  the  local  agents  for  Orient 
cycles  last  summer  and  who  recently  were 
forced  to  give  a  chattel  mortgage  on  their 
stock  and  fixtures  to  Waltham  Mfg.  Co., 
have  opened  a  grocery  store  in  their  old 
quarters. 


EFFECT  OF  CANADIAN  TARIFF 


URGE  SUPREVIE  COURT  ACTION 


Interested  Persons  Demand  That  Legal  Forms  for 
Bankruptcy  Law  be  Provided  Quickly. 


Washington,  D.  C,  Nov.  2. — A  clamor- 
ous crowd  of  lawyers  and  representatives 
of  firms  interested  in  the  new  bankruptcy 
law  are  in  Washington  to  urge  the  su- 
preme court  to  prepare  the  blanks  and 
forms  to  make  the  law  operative.  The 
new  federal  law  on  the  subject  has  re- 
pealed every  state  insolvency  law,  and 
therefore  there  is  no  legal  provision  for 
bankruptcy  at  this  time. 

The  supreme  court  members  claim  to 
have  been  too  much  occupied  with  other 
business  to  prepare  the  forms.  It  is  al- 
ready plain,  say  the  attorneys,  that  if 
the  delay  continues  for  a  month,  as  now 
seems  probable,  it  will  embarrass  many 
millions  of  property  interest  and  may 
cause  much  litigation. 


AHERICAN  HUMBER  CO.  TO  QUIT 

New   York   Department   Store   Managers  Say  No 
More  American  Numbers. Will  be  Made. 


Adams  &  Co.,  the  New  York  department 
store  managers,  intimate  in  their  adver- 
tisement in  New  York  papers  last  Sunday 
that  the  American  Humber  company  has 
stated  to  them  that  prevailing  conditions 
in  the  cycle  trade  would  be  likely  to  com- 
pel them  to  close  their  factory  for  1899, 
except  for  the  purpose  of  replacing  defec- 
tive or  broken  parts. 

The  only  rational  explanation  of  the 
course  taken  by  the  American  Humber 
Company  in  permitting  department  stores 
to  make  a  plaything  of  its  prices  is  thus 
furnished,  and  the  anticipations  of  the 
manufacturing  trade  in  general  concern- 
ing the  motives  of  the  company's  policy 
are  justified. 


CONTENTS. 


Patents  and  Trademark  Law 
Trade  Customs  of  Chinese 
Want  Stouter  Dress  Guards 

Editorial 

Elastic  Power  In  Factories 
Recent  Patents  •        .        . 

The  Whiiney  5team  W'agon 
Carriage  i  r  Cycle  Design 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

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3 
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24 


INCREASE  OF  EXPORTS  CHECKED 


Though  Paying  Higher  Duty  on  United 
States  Qoods  Canadians  Con- 
tinue to  Buy  Them. 


The  first  month  of  the  new  Canadian 
tariff  does  not  appear  to  have  had  the 
depressing  effect  upon  exports  from  the 
United  States  into  Canada  that  was  an- 
ticipated. The  report  of  the  Department 
of  Trade  and  Commerce  in  Canada,  cov- 
ering the  month  of  August,  1898,  and 
comparing  with  the  corresponding 
months  of  1897  and  1896  has  just  reached 
the  Treasury  Bureau  of  Statistics.  The 
figures  which  it  presents  are  especially 
interesting  since  they  cover  the  first 
month  of  the  operations  of  the  new  tariff 
which  gives  the  goods  comingintoCanala 
from  Great  Britain  and  certain  British 
colonies  25  percent  advantage  in  tariff 
rates  over  those  coming  from  the  United 
States. 

Reciprocity  in  New  Form. 

The  new  Canadian  tariff  law,  enacted 
in  1897,  provided  that  when  the  customs 
tariff  of  any  other  country  is  made  as 
favorable  to  Canada  as  her  own  tariff 
rates,  the  duties  upon  the  products  of 
that  country  should  at  once  be  lowered 
one-eighth,  an^^  aiter  the  expiration  of 
one  year,  should  be  reduced  another  one- 
eighixi.  The  12^^  percent  reduction  went 
into  operation  August  1,  1897,  and  was 
held  to  affect  goods  coming  into  Canada 
from  (jrreat  Britain,  Germany,  Belgium, 
and  several  other  countries,  thus  giving 
to  most  of  the  imports  coming  into  Can- 
ada an  advantage  of  12%  percent  in  rates 
of  duty  as  against  those  from  the  United 
States,  which  were  required  to  pay  the 
full  rates  named  in  the  new  law.  Addi- 
tional legislation  in  1893  so  modified  the 
act  that  the  reduction  of  25  percent, 
which  was  to  take  effect  on  August  1, 
1898,  is  held  to  relate  only  to  goods  com- 
ing into  Canada  from  the  United  King- 
dom, Bermuda,  British  West  In-!ies,  Brit- 
ish Guiana,  or  "any  other  British  colony 
or  possession,  the  customs  tariff  of  which 
is  on  the  whole  as  favorable  to  Canada  as 
the  British  preferential  tariff  is  to  such 
colony  or  possession." 

This  modification  of  the  tariff  act  of 
1897  thus  gives  to  goods  from  Great  Brit- 
ain and  most  of  her  colonies  an  advan- 
tage, on  and  after  August  1,  1898,  of  25 
percent  in  rates  of  duty  over  those  from 
the  United  States,  or  in  other  words,  re- 
quires goods  from  the  United  States  to 
pay  1-3  higher  tariff  rates  than  those 
from  the  countries  in  question.  The  fig- 
ures showing  the  imports  Into  Canada 
during  August,  the  first  month  under  the 
new  arrangement,  are  therefore  especial- 
ly interesting. 

It  was  expected  that  the  imports  from 


73414 


The  Cycle  Age  and  Trade  Review 


Great  Britain  and  her  colonies  in  August, 
1898,  would  be  abnormally  large  because 
of  the  fact  that  importers,  knowing  that 
they  would  obtain  better  tariff  rates  in 
August  than  in  June  or  July,  would 
wherever  practicable  hold  back  their  im- 
ports until  the  new  rates  should  go  into 
effec-  August  1,  while  no  such  condition 
would  apply  to  goods  from  the  United 
States.  It  was  presumed,  therefore,  that 
whatever  might  be  the  final  effect  upon 
the  relative  growth  of  British  or  Amer- 
ican imports  into  Canada,  those  of  the 
month  of  August  would  show  much  great- 
er gains  for  Great  Britain  than  for  the 
United  States. 

Figures  (f  Princ'pal  Imports. 

The  figures  presented  in  the  report  in 
question,  however,  do  not  justify  this  ex- 
pectation. While  the  report  does  not 
state  the  total  amount  of  goods  from 
Great  Britain  imported  into  Canada  dur- 
ing August,  it  does  give  a  table  contain- 
ing qualities  and  values  of  "principal 
articles  of  merchandise  exported  from 
Great  Britain  to  British  North  America 
during  the  month  of  August,  1898,  com- 
pared with  August,  1897  and  1896."  The 
total  value  of  these  "principal  articles" 
exported  from  Great  Britain  to  Canada 
in  August,  1898,  was  11.4  percent  in  ex- 
cess of  the  same  class  of  articles  export- 
ed to  Canada  in  August,  1897,  when  the 
tariff  advantage  was  but  12 V^  percent,  and 
is  actually  less  than  in  August,  1896, 
when  the  tariff  gave  no  advantage  to  ar- 
ticles from  Great  Britain.  On  the  other 
hand,  the  reports  of  the  Bureau  of  Sta- 
tistics of  our  own  government  show  that 
the  exports  from  the  United  States  into 
Canada  in  August,  1898,  were  12%  percent 
greater  than  in  August,  1897,  and  more 
than  25  percent  in  excess  of  those  of 
August,  1896. 

Explanation  of  the  Records. 

It  is  not  to  be  inferred  from  these  fig- 
ures that  the  Canadian  tariff  legislation 
has  had  no  depressing  effect  on  our  ex- 
ports, but  that  the  causes  tending  to  in- 
crease our  exports  in  certain  lines  were 
strong  enough  to  overcome  the  adverse 
legislation  in  a  measure,  and  that  they 
would  have  been  still  larger  if  the  dis- 
^criminating  tariff  law  had  not  been  in 
force.  That  this  is  the  proper  explana- 
tion of  the  increase  for  August,  1898,  is 
especially  clear  when  this  increase  is 
compared  with  the  much  greater  increase 
of  our  exports  to  European  countries 
which  has  lately  been  recorded  and  when 
it  is  noted  that  the  high  total  figure  of 
exports  to  Canaaa  is  chiefly  due  to  one 
line  of  goods,  agricultural  implements,  of 
which  there  was  sold  in  August  this  year 
$223,818  worth,  as  against  $61,075  in  1896 
and  $71,519  in  1897.  This  difference  of 
about  $160,000  constitutes  alone 
more  than  the  increase  of  12%  per- 
cent in  the  total  over  1897  and  nearly 
two-thirds  of  the  increase  over  the  total 
for  1896.  It  is  therefore  apparent  that  it 
would  be  rash  to  put  a  low  estimate  on 
the  effects  of  the  discriminating  legisla- 
tion per  se.  As  against  the  wave  of 
liberality  in  purchases  of  American  goods 
which  has  swept  over  the  entire  civilized 
world,  it  has  been  sufficient  to  so  stem  the 
tide  as  to  almost  neutralize  the  effects  of 
this  favorable  change  of  sentiment  in 
Canada,  although  this  neighboring  ter- 
ritory is  one  of  those  where  the  effects 
should  have  been  felt  most  strongly. 


PATENTS  AND  TRADEMARK  LAW 


EQUAL  RIGHTS  FOR  ALL  NATIONS 


Monarch  Company  Gets  Damages. 

In  a  breach  of  contract  suit  brought  by 
the  Monarch  Cycle  Manufacturing  com- 
pany against  the  Roger  Wheel  Company, 
of  Cincinnati,  the  jury  in  the  district 
court  gave  the  plaintiff  a  verdict  for  $3,- 
580  damages  on  October  28.  On  the  cross 
petition  of  the  Roger  company  the  jury 
gave  a  verdict  of  $1,808  damages. 


Protection  of  American  Rights  Abroad 

Depends  Upon  Changes  in  Federal 

Laws  at  Home. 


The  convention  for  the  Protection  of 
Industrial  Property  of  1883  marked  the 
beginiing  of  international  protection  for 
property  rights  embodied  in  construction 
or  design  of  merchandise.  Tho  na'-ion3 
which  were  members  of  the  Union  at  the 
time,  and  those  which  after'^aids  joined 
it  made  attempts  to  conform  to  it  in  sub- 
sequent legislation. 

The  provision  of  the  conventio.i  th&t 
c'tizens  of  each  of  the  con:ffictiiig  stales 
s^jRll  enjoy  in  all  the  other  states  of  the 
Union,  so  far  as  concerns  trade  or  com- 
mercial marks  and  commercial  names,  ihe 
advantages  that  the  respective  laws 
thereof  at  present  accord  to  citizens, 
seems  to  require  in  this  country  the  en- 
actment of  a  Feaeral  law  on  the  subject 
of  trade  marks,  which  shall  definitely  de- 
fine and  regulate  them. 

The  convention  provides  that  every 
trade  or  commercial  mark  regularl.7  de- 
posited in  the  country  of  origia  shall  be 
admitted  to  deposit  and  so  protected  in 
all  the  countries  of  the  Union;  whether 
the  convention  be  carried  into  effect  in 
favor  of  United  States,  so  long  as  there  is 
no  constitutional  provision  for  a  Federal 
trade  mark  law,  is  the  principal  question 
of  importance  for  our  citizens. 

Trademarks  Varlou.<-ly  Defined. 

Under  the  laws  of  all  the  other  states 
of  the  Union  for  the  Protection  of  In- 
dustrial Property  a  mark  is  only  valid 
as  a  trade  mark  in  case  it  has  been  regis- 
tered, or,  in  other  words,  it  is  not  a 
trade  mark,  although  capable  of  being  a 
mark,  until  registered. 

The  convention  is  not  being  carried  out, 
so  far  as  relates  to  trade  marks,  either  in 
this  country  or  in  Great  Britain.  The  lat- 
ter country  recognizes  such  marks  only 
as  conform  to  the  definition  of  its  stat- 
utes. We,  as  a  nation,  relegate  the  mat- 
ter to  the  states  and  the  common  law. 
The  advantages  of  a  Federal  law  are  ap- 
parent, e.  g.,  greater  uniformity,  greater 
certainty  in  adopting  new  marks,  greater 
certainty  of  exclusive  use.  The  subject 
may  seem,  when  first  presented,  unim- 
portant to  us,  still  the  nations  of  Europe 
consider  it  of  such  importance  that  a 
great  part  of  the  recent  conference  at 
Brussels  was  devoted  to  it. 

Quality  Not  Maintained. 

By  article  2  of  the  convention  "Sub- 
jects or  citizens  of  each  of  the  contracting 
states  shall  enjoy  in  all  the  other  states  of 
the  Union,  so  far  as  concerns  patents  to 
inventions,  *  *  *  the  advantages  that 
the  respective  laws  therof  at  present  ac- 
cord or  shall  afterwards  accord  to  sub- 
jects or  citizens.  In  consequence,  they 
shall  have  the  same  protection  as  these 
latter,  and  the  same  legal  recourse 
against  all  infringement  of  their  rights." 
*  *  *  But  section  4902  of  the  Revised 
Statutes  of  the  United  States  provides 
that  only  citizens  of  the  United  States 
who  make  new  inventions  or  discoveries 
and  desire  further  time  to  mature  the 
same  may,  upon  payment  of  the  fees  re- 
quired by  law,  file  in  the  Patent  Office  a 
caveat.  Is  this  a  divergence  from  the 
treaty?  The  filing  of  a  caveat  does  not 
grant  any  right  to  the  exclusion  of  others 
from  the  use  of  an  invention.  It  is  at 
most  a  proceeding  in  the  Patent  Office, 
entitling  the  caveator  to  notice.  Can  it  be 
said  that  the  treaty  goes  so  far  as  to  re- 
quire that  all  modes  of  procedure  in  the 
Patent  Office  open  to  ciuizens,  shall  De 
open  to  citizens  of  other  states  of  the 
Union?  Another  and  a  better  view  seems 
to  be  that  the  spirit  of  the  convention  re- 


quires that  all  means  for  the  protection 
of  the  inventor  against  the  loss  of  his  in- 
vention should  be  open  to  every  citizen  of 
any  state  of  the  Union.  The  convention 
to  be  of  service  to  our  citizens  must  re- 
ceive the  broadest  construction  possible. 
Under  the  ruling  of  the  Patent  Office 
the  citizen  of  another  state  of  the  Union 
is  not  allowed  to  carry  back  the  date  of 
his  invention  to  the  date  of  his  applica- 
tion in  his  own  country.  This  is  clear- 
ly against  the  spirit  of  the  convention, 
since  under  its  article  4  the  period  of 
priority  is  granted  from  the  date  of  the 
first  application.  The  first  applicant, 
therefore,  has  the  right  under  the  conven- 
tion to  a  patent,  unless  some  one  in  this 
country  is  proved  to  be  an  inventor,  prior 
to  that  application. 

The  Question  of  Priority. 

It  is  clear  that  our  citizens  cannot  se- 
cure protection  in  foreign  countries  un- 
less our  laws  are  so  changed  as  to  carry 
back  the  date  of  an  applicant  from  one  of 
the  other  states  of  the  Union  to  the  date 
of  his  first  application  in  his  own  coun- 
try. 

At  the  meeting  of  the  patent  and  trade- 
mark commission,  which  is  being  held  in 
Chicago,  New  York  and  Washington,  the 
questions  outlined  above  will  be  con- 
sidered, and  the  commission  is  very  de- 
sirous that  inventors  and  manufacturers 
in  general,  and  bicycle  manufacturers  in 
particular,  should  give  expression  to  their 
opinions  on  these  subjects. 


PAN-AHERICAN  SHIPPING  CO. 


New  American  Ocean  Express  Established  to  Pacill- 
tate  Trade  With  Spanish  America. 


A  regular  express  service  between  New 
York  and  Cuba,  Porto  Rico,  Central  and 
South  America  is  now  being  operated  by 
the  Cuban  and  Pan-American  Express 
company,  52  Broadway,  New  York,  which 
has  steamship  and  railroad  connections 
to  seaport  and  interior  cities. 

The  excessive  rates  heretofore  charged 
for  "foreign  express"  service  have  been 
superseded  by  an  equitable  tariff  suited 
to  the  requirements  of  importers  and  ex- 
porters of  all  commodities.  Shipments 
may  be  consigned  to  care  of  the  company 
for  final  despatch  to  the  above  countries. 
Invoice  or  memorandum  of  contents, 
valuation  and  gross  weight  of  each  pack- 
age, is  required  for  customs  and  consular 
regulations.  The  company  is  prepared  to 
execute  orders,  negotiate  credits,  drafts 
and  exchange,  and  make  collections  on 
commission.  Catalogues  and  price  lists 
of  manufactures,  etc.,  and  all  further  in- 
formation required  will  be  promptly  furn- 
ished upon  application. 


Rudge-Whitworih  Balance  Large. 

The  fourth  annual  report  of  the  Rudge- 
Whitworth  company,  limited,  of  London, 
whicn  was  the  first  of  the  .English  bi- 
cycle manufacturing  concerns  to  adopt 
the  net  price  list,  was  issued  a  fortnight 
ago  and  shows  a  net  profit  for  the  year 
ending  August  31,  of  more  than  $100,000, 
constituting  a  10  percent  dividend  on  the 
shares.  This  is  after  deductions  have 
been  made  to  provide  for  debenture  in- 
terest, directors'  fees,  depreciation,  and 
ample  reserves  for  bad  and  doubtful 
debts.  In  the  balance  sheets  the  stocks 
in  the  depots  and  works  and  the  additions 
to  plant  and  tools  have  all  been  valued  at 
or  below  cost.  The  showing  made  by  this 
concern  is  a  bright  ray  in  contrast  to  the 
reported  gloom  in  Coventry  and  indicates 
that  the  foreign  trade  conditions  are  not 
so  bad  as  they  have  been  reported  by  the 
daily  press. 

Offices  of  Cycle  CherVing  T^ock  Co..  at  7 
Warren  street,  New  York  City,  have  been 
seized  by  the  sheriff  on  three  executions 
lor  $923.  The  company  was  Incorporated  in 
September.  1R97,  with  authorized  capital 
stock  of  $250,000. 


The  Cycle  Age  and  Trade  Review 


TRADE   CUSTOVIS   OF   CHINESE 


CONTRACTS  ARE  ONLY  VERBAL 


Agreements  Are  Scrupulously  Fulfilled, 

However— Foreigners  Buycotted 

for    Non-observance. 


The  Chinese  merchant  is,  with  very 
few  exceptions,  scrupulously  honest.  He 
trades  simply  upon  his  word,  and  the 
word  of  another,  and  when  once  a  busi- 
ness transaction  has  been  agreed  and  en- 
tered into,  it  will  be  executed  and  ful- 
filled, so  far  as  he  is  concerned,  with  the 
strictest  regard  to  all  the  stipulated  con- 
ditions. It  is,  indeed,  seldom  that  a  Chi- 
nese trader  exacts  a  signature  from  an- 
other, or  gives  his  own,  to  a  bargain  or 
contract.  In  the  case  of  the  largest  or- 
ders, he  usually  contents  himself  with 
simply  making  an  entry  upon  a  memor- 
andum sheet.  Should  a  foreigner,  how- 
ever, fail  to  carry  out  a  bargain  he  has 
entered  into,  he  is  immediately  put  into 
"quarantine"  by  the  Chinese  tradesmen, 
which  suspension  from  commercial  privi- 
leges may  last  an  indefinite  time.  The 
offending  merchant  in  this  plight  would 
find  tnat  he  would  not  be  able  to  buy  a 
roll  of  silk  or  sell  a  piece  of  cotton.  It 
has  been  found  impossible  for  foreign 
tradesmen  to  retaliate  in  the  same  man- 
ner in  the  case  of  defaulting  Chinamen; 
but  there  is  really  no  widespread  occa- 
sion for  it,  as  such  instances  are  few  and 
far  between.  At  the  time  fixed  for  the 
delivery  of  goods  to  the  Mongolian 
trader,  the  merchandise  is  carefully  ex- 
amined and  definitely  accepted,  if  it  is  in 
strict  accordance  with  the  terms  agreed 
upon,  or  rejected  if  the  contrary  is  the 
case. 

Important  Role  of  Inppectors. 

The  larger  European  houses  exporting 
from  China  usually  have  especially  quali- 
fied inspectors  to  look  after  their  inter- 
ests, who,  before  shipment,  rigorously 
examine  articles  of  such  importance  as 
tea  and  silk;  these  ofiicers  being  invari- 
ably men  of  great  experience  and  perfect 
reliability.  In  other  .cases,  the  advice 
and  assistance  of  a  "comprador"  is 
sought.  This  intern.ediary  always  speaks 
English  understandingly,  and,  before  the 
establishment  of  European  banks  at  sev- 
eral important  commercial  centers 
throughout  the  empire,  he  was  a  person 
of  considerable  influence  and  importance. 
Nearly  every  large  business  house  still 
retains  the  services  of  a  comprador,  who 
is  really  a  make-shift  banker,  receiving 
and  paying  out  money  for  those  who  em- 
ploy him.  For  the  important  duties  that 
he  is  called  upon  to  perform  he  often 
receives  a  compensation  as  high  as  4,000 
taels  annually.  He  deposits  as  security 
to  his  clients  a  large  sum  of  money  in 
one  of  the  banks,  and  as  an  additional 
safeguard,  a  friend  or  relative  of  means 
usually  acts  as  personal  security  for  him 
in  event  of  default.  But  owing  to  the 
establishment  of  the  European  banks, 
the  commercial  importance  of  the  com- 
prador has  greatly  diminished  in  late 
years,  and  it  is  only  the  comprador  of  a 
bank  who  retains  his  ancient  powers  to 
the  full.  "In  that  capacity,  he  has  the 
management  of  everything  relative  to 
foreign  business,  and  often  he  alone  can 
secure  native  customers  for  his  employ- 
ers. In  a  word,  a  good  comprador  is  still 
almost  indispensable  to  every  foreign 
house  wishing  to  trade  with  the  Chi- 
nese. 

Fatuity  of  Transat'tlons  by  Letter. 

In  China,  as  in  other  foreign  fields 
where  national  trade  peculiarities  exist, 
the  merchant  from  Europe  or  America 
who  proposes  to  establish  a  profitable 
business  must  go  there  himself  and  make 
himself  personally  acquainted  with  the 
local  conditions,  to  meet  which  is  essen- 
tlon   to    success.      Usually,    however,    he 


does  not  do  this,  but  sends  an  agent  with 
meager  qualifications  and  limited  powers 
to  represent  him,  and  when  this  is  the 
case,  satisfactory  results  are  rarely,  if 
ever,  oo.ained.  The  foreign  enterprises 
in  China  which  have  been  the  most  suc- 
cessful have  been  founded  there  by  the 
merchants  themselves,  who  have  careful- 
ly studied  on  the  spot  the  special  re- 
quirements of  the  markets  they  have  de- 
sired to  supply.  To  attempt  to  establish 
a  profitable  business  anywhere  in  Asia 
by  correspondence  is  futile.  The  hesita- 
tion, lack  of  confidence,  and  delay  which 
necessarily  accompany  such  correspon- 
dence affecting  important  transactions, 
result  in  a  serious  loss  in  time  and 
money,  and  are  fatal  to  the  building  up 
of  a  satisfactory  trade. 


WANT  STOUTER  DRESS  GUARDS 


AUSTRALIAN    IDEAS    CHANGING 


TOUCH  POPULAR  FIGURE 


Announcement  of  Monarch  Prices  Confirms  Antici- 
pations of  '99  List  of  Standard  Bicycles. 


Prices  for  the  Monarch  line  of  bicycles 
for  the  season  of  1899  have  just  been  an- 
nounced. As  one  of  the  leading  firms  in 
the  trade,  the  early  action  of  the  Monarch 
Cycle  Mfg.  Co.  may  be  expected  to  have 
an  effect  in  determining  the  policy  of  the 
smaller  makers.  It  has  been  generally 
anticipated  for  some  time  that  the  popu- 
lar standard  price  for  first  class  machines 
would  settle  on  the  half  hundred  mark, 
and  this  has  been  in  a  measure  realized 
by  the  listing  of  the  Monarch  roadsters 
at  $50.  The  Cooper  Special  racing  ma- 
chine is  quoted  at  $60,  while  Defiance 
roaasters  will  be  retailed  for  $35.  The 
regular  equipment  of  the  whole  line  will 
include  Dunlop  detachable  tires,  with  op- 
tion of  Goodrich  single-tube  pneumatics. 

It  is  intimated  that  the  company  has 
other  interesting  information  to  impart 
relative  to  its  policy  for  the  coming  year, 
and  this  may  be  expected  to  be  divulged 
in  a  week  or  two. 


Tire  Plant  Sold  and  Reopened. 

Springfield,  Mass.,  Oct.  31.  The  tire  fac- 
tory of  the  Spaulding  &  Pepper  Company, 
of  Chicopee  Falls,  was  sold  at  auction 
Wednesday  to  Reimers  &  Myer,  of  New 
York,  for  $17,000.  On  Thursday  the  plant 
was  transferred  by  the  purchasers  to 
Noyes  W.  Fisk,  of  Springfield,  the  next 
highest  bidder  at  the  sale.  The  plant, 
which  has  been  closed  for  several  months, 
will  be  reopened  at  once  for  the  manu- 
facture of  bicycle  and  motor  carriage 
tires.  The  concern  will  be  incorporated 
and  operated  as  a  stock  company.  The 
output  at  first  will  be  small  and  only  high 
grade  tires  will  be  produced.  The  Spauld- 
ing &  Pepper  Company,  which  passes  out 
of  existence,  was  incorporated  in  1896 
with  a  capital  stock  of  $80,000.  Its  own- 
ers were  also  interested  in  the  Spanlding 
Machine  Screw  Company,  of  Buffalo, 
which  became  financially  involved  about 
the  time  the  Spaulding  &  Pepper  factory 
was  closed.  The  plant  is  said  to  repre- 
sent an  investment  of  $43,000.  It  was 
mortgaged  for  $20,000.  The  price  at  which 
it  was  bid  off  is  considerably  less  than 
the  amount  at  which  the  machinery  alone 
was  appraised. 

Rubber  Fight  in  Prospect. 

Hartford,  Conn.,  Oct.  29. — The  trade  has 
followed  with  interest  the  reports  of  the 
organization  of  a  company  to  fight  the 
big  rubber  syndicate.  The  resignation  of 
the  secretary  and  treasurer  of  the  Good- 
year plant  at  Naugatuck  has  been  accom- 
panied by  all  sorts  of  rumors.  A  battle 
between  the  rubber  trust  and  a  competi- 
tor might  affect  the  price  of  crude  rub- 
ber. 

W.  G.  Nott  Bicycle  Co.,  Ltd.,  of  Brantford, 
Can.,  has  been  incorporated  with  capital 
stock  of  $2n  (inn  to  manufacture  bicycles,  tri- 
cycles, electric  carriages,  and  children's 
steel  wheeled  vehicles. 


American  Wood  Rims  Are  Now  Accepted 

But  Fdult  Is  Found  With  Drop 

Frame  Equipment. 


In  his  annual  report  on  the  trade  and 
commerce  of  New  South  Wales,  Austra- 
lia, soon  to  be  presented  to  Congress,  our 
consul  at  Newcastle  says  the  only  arti- 
cle of  American  manufacture  in  the  im- 
portation and  sale  of  which  sulflcient 
change  has  taken  place  to  merit  special 
mention  is  the  bicycle.  A  year  ago,  very 
few  American  machines  were  sold  in  his 
consular  district.  There  was  then  a 
strong  prejudice  against  them,  caused 
principally  by  the  introduction  by  cer- 
tain unscrupulous  dealers  of  a  consign- 
ment of  low-grade  Canadian  wheels, 
which  were  sold  at  high-grade  prices. 
These  machines  soon  went  to  pieces  and 
caused  a  reaction  in  favor  of  the  heavier 
English  makes,  the  belief  being  that  the 
American  machines  were  too  light  for  the 
rough,  heavy  roads  abounding  in  New 
South  Wales.  It  was  also  thought  that 
the  wood  rim,  almost  universally  used  on 
American  wheels,  would  not  stand  the 
hot,  dry  summer.  It  is  interesting  to 
record  that  this  prejudice  is  gradually 
being  overcome,  and  several  Newcastle 
dealers  are  now  importing  high-grade 
American  machines  quite  extensively,  and 
speak  favorably  of  the  willingness  on  the 
part  of  American  manufacturers  to  make 
any  alterations  suggested  in  the  struct- 
ure or  finish  of  their  machines,  in  order 
to  meet  the  requirements  of  the  local 
market. 

Women  Still  Pfefer  English  Machines. 

Lady  riders  in  Newcastle  seem  still  to 
prefer  the  heavy,  unattractive  English 
makes  to  the  lighter  and  more  graceful 
American  models,  but  a  change  in  this 
branch  of  the  trade  is  looked  for  shortly. 
The  consul  adds  in  conclusion  that  manu- 
facturers would  do  well  to  try  to  de- 
vise more  effective  and  durable  dress  and 
chain  guards  than  such  as  are  now  em- 
ployed on  American  drop  frame  machines, 
that  being  one  of  the  chief  objections  to 
them  in  New  South  Wales. 


American  Hachines  Gain  Supremacy. 

Cycling  has  become  popular  in  anr! 
around  Smyrna,  in  Asia  Minor,  in  the 
last  few  years.  Most  of  the  machines 
sold  and  used  there  five  or  six  years  ago 
were  of  English  make,  but  the  Austrian 
consul  there  reports  that  American  ma- 
chines have  been  recently  introduced  on 
a  large  scale.  He  estimates  that  fully  50 
percent  of  the  machines  now  imported 
are  American,  and  less  than  25  percent 
English,  while  the  balance  are  supplied 
by  German  and  Belgian  cycle  manufac- 
turers. 

Eastern  Tricycle  Factory  Burned. 

The  factory  of  the  New  England  Tri- 
cycle Co.,  at  Taylor,  Conn.,  was  entirely 
destroyed  by  fire  October  28.  The  build- 
ing, which  was  owned  by  J.  Willis 
Downs,  president  of  the  company,  was 
damaged  to  the  extent  of  about  $5  000, 
and  the  stock  and  machinery  a  like 
amount.  The  loss  of  the  building  is  cov- 
ered by  insurance,  but  the  stock  was  only 
partly  insured. 

An  Austrian  firm  is  extensively  adver- 
tising chainless  bicycles  in  Belgium  for 
$90.  This  competition  forced  the  makers 
of  the  Acatene  machine — the  only  one 
which  seems  to  have  met  with  success  in 
Belgium — to  reduce  their  price  from  $130 
to  $95.  

Ruos  &  Ruos  have  begun  the  erection  of 
a  bicycle  factory  in  Doylestown,    Pa. 


The  Cycle  Age  and  Trade  Review 


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NEW  YORK  OFFICER  66^68  READE  SI 


The  Cycle  Age  and  Trade  Review 


TheOtcleAge 

AND  TRADE  REVIEW 

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When  our  export  trade  in  bicycles  began  to 
EXPORT  spread  slowly  in  the  fall  of  1895  and  reached 
TRADE  three  millions  of  dollars  in  value  in  1896  and 

CHANGING  seven  millions  in  1897,  the  sentiment  among 
our  manufacturers  was  at  first  one  of  doubt 
and  frivolity.  It  was  considered  a  good  joke  by  the  majoritj' 
of  them,  and  too  good  to  last.  But  they  were  as  a  rule  willing 
enough  to  skim  the  cream  of  this  trade  so  long  as  it  should  hold 
out.  Subsequently  it  became  of  course  apparent  that  there 
were  good  mechanical  and  economical  reasons  for  the  favoritism 
shown  for  American  bicycles  by  the  European  public.  They 
were  lighter  than  any  built  in  England,  France  or  Germany, 
better  at  the  same  price  and  cheaper  at  the  same  quality.  Still 
it  was  generally  supposed  that  English  manufacturers  would 
quickly  rally  from  their  stupor  and  would  fight  our  invaders 
with  their  own  weapons.  For  a  number  of  reasons,  which  prob- 
ably have  their  deepest  foundation  in  our  public  schools,  absence 
of  social  class  lines  and  weakness  of  our  labor  unions,  this  did 
not  occur.  Our  exports  continued  to  grow  in  volume  and  spread 
in  geographical  extent. 

Our  worst  competitors  have  come  from  our  own  ranks. 
The  cash  sales  acted  as  a  wonderful  inducement  for  reducing 
prices  and  soon  many  manufacturers  who  would  not  at  home 
be  identified  with  any  but  high-priced  forms  of  manufacture  sold 
quantities  of  bicycles  in  Europe  at  prices  to  compete  with  any- 
body. Many  of  these  bicycles  were  a  great  deal  better  than  they 
should  have  been,  comparing  favorably  with  bicycles  sold  for 
more  money  by  the  same  makers  in  the  home  market.  The  cash 
made  the  difference,  and  the  doubt  which  still  existed  in  re- 
gard to  the  continuance  of  the  trade.  Naturally  methods  were 
loosened  considerably  in  transactions  which  were  looked  upon 
•  as  cleaning-out  sales.  During  this  period  the  European  pur- 
chapers  had  not  yet  learned  to  understand  the  situation.  The 
prices  were  for  them  a  revelation,  explained  only  on  the  sup- 
position that  the  industry  must  be  overproducing  violently  at 
home  and  was  in  sore  straits  for  cash.  They  bought  anything 
and  everything  on  this  supposition  without  much  examination 
into  quality,  and  the  opportunity  thus  afforded  to  American 
makers  of  inferior  machines  was  embraced  with  much  ardor. 
Enormous  quantities  of  cheap  and  shoddy  machines  were 
shipped  to  European  ports  on  consignment  and  disposed  of,  and 
this  has  been  continued  up  to  date,  although  under  increasing 
difficulties. 

A  dozen  American  makers  have  meanwhile  established  a 
reputation  for  their  product  in  transatlantic  trade  on  its  merits. 
They  have  cut  loose  from  the  export  jobbers  and  are  entering 
into  direct  relations  with  retail  dealers.  Their  European  trade 
is  probably  as  well  secured  as  their  home  trade  and  their  busi- 
ness relations  with  Africa,  India  and  South  America  are  being 
built  up  on  similar  lines.  As  time  passes  and  foreign  buyers 
learn  to  discriminate,  their  positions  in  the  world  markets  grow 
more  and  more  independent  of  the  favor  or  disfavor  incurred  by 
other  American  exporters.  The  rapidly  increasing  trade  in  fit- 
tings and  sundries  constitutes  another  branch  of  export  which 
does  not  seem  to  be  seriously  threatened  as  yet.  It  may  be  sur- 
mised that  the  reaction  against  American  bicycles  generally 
which  is  at  present  diminishing  sales  by  these  two  classes  of 
manufacturers  somewhat,  will  soon  settle  down  to  a  rational  and 
careful   distinction  between  good   and  bad,   from  which  these 


makers  will  emerge  with  colors  brightened  and  ability  for  trans- 
acting  European  business  enhanced. 

Quite  otherwise  for  the  manufacturers  of  bicycles  who  have 
sontributed  to  the  flood  of  inferior  products  of  which  complaint 
is  now  so  generally  being  made;  these  and  all  other  manufactu- 
rers who,  while  not  guilty  of  especially  inferior  work  have  been 
late  in  making  their  wares  known,  are  falling  under  the  ban  of 
all  expert  jobbers  as  included  in  the  general  condemnation 
pronounced  against  unknown  American  bicycles.  The  reckless 
methods  followed  under  the  misapprehension  that  the  export 
trade  could  not  last  have  brought  about  the  result  which  was 
feared  and  have  divided  all  American  exporters  into  two  classes: 
well-known  and  not-well-known.  The  stigma  already  resting 
upon  the  latter  class  may  probably  be  removed  by  intelligent 
missionary  work  so  far  as  those  makers  are  concerned  who  are 
qualified  for  competing  for  export  trade  but  it  would  be  idle  to 
expect  that  the  export  jobbers  who  have  heretofore  been  ready 
to  pay  against  sight  draft  before  shipping  documents  were  re- 
ceived by  them  will  be  willing  to  shoulder  the  increased  burden 
of  antagonizing  the  well-founded  aversion  to  unidentified  Ameri- 
can machines  which  has  lately  been  gaining  ground  in  Germany 
and  elsewhere.  This  convenient  form  of  trade  is  apparently 
booked  for  a  material  decrease  but  the  result  may  after  all  be 
beneficial  if  it  should  induce  a  larger  number  of  our  manufactu- 
rers to  do  their  export  business  through  hired  representatives 
and  retail  agencies  in  the  same  manner  as  in  the  home  market. 
Suitable  representatives  would  perhaps  not  always  be  easily 
found  in  the  American  trade  as  at  present  constituted  but  may 
be  drawn  from  the  ranks  of  foreign  commerce  and  industry 
where  men  with  the  necessary  linguistic  proficiency  are  by  no 
means  rare. 


Great    and   telling    originality    in     business 
ORTQTNAL        methods  can  hardly  be  expected  from  more 
CATALOGUES     than  a  small  minority  in  any  line  of  trade, 
FOR    1899-       ^"*  '^  perhaps  not  even  desirable  in  all  cases. 
The  masses  look  upon  originality  with  sus- 
picion.   It  must  be  administered  to  them  with  suavity  and  cau- 
tion and  in  homeopathic  doses  so  as  not  to  produce  too  violent 
thirking.     Probably  there   is    nothing    which    goes    so    much 
against  the  natural  inclinations  of  the  masses  as  to  be  forced 
to  consider  anything  from  an  entirely  new  standpoint;  and  yet 
they  appreciate  innovation  to  a  certain  extent — as  a  condiment, 
but  not  as  a  medicine.     To  draw  the  line  where  originality  be- 
g^ins  to  nauseate  and  ceases  to  stimulate  has  always  been  the 
Alpha  and  the  Omega  of  the  art  practiced  by  commercial  peo- 
ple, and  this  art  has  to-day  more  to  do  with  changes  in  bicycle 
construction  than  has  any  deep  consideration  of  relative  me- 
chanical merits. 

If  there  is  any  field,  however,  in  which  original  methods 
have  been  supnosed  to  be  not  onlv  permissible  but  indispensable, 
it  is  that  of  advertising.  Probably  the  supnosltion  is  not  quite 
correct.  An  overdose  of  originality  in  advertising  matter  re- 
pels the  possible  purchaser  as  much  as  radiVal  innovation  in 
design  of  merchandise,  if  certain  successful  advertisers  may  be 
believed.  They  obtain  their  best  results  bv  neat  juegling  with 
ideas  which  were  previously  familiar  to  their  public,  and  by 
massing  effects  in  words  and  pictures  which  have  before  made 
an  impression  in  some  other  way  or  on  a  smaller  scale.  Under 
all  circumstances  thev  do  not  exact  much  npw  +^""king,  what- 
ever they  do  in  the  way  of  spectacular  effect  or  appeals  to  the 
senses.  If  they  have  anything  to  say  which  absolutely  requires 
something  more  than  a  combining  of  accustomed  phrases,  they 
are  reduced  to  the  necessity  of  repeating  their  efforts  over  and 
over  again,  each  time  adding  a  little  more  of  the  obieetioTiabie, 
thought-stirring  message  which  it  is  the  ultimate  object  to  make 
the  public  appreciate  in  its  entirety.  From  this  necessitv  there 
is  apparently  no  escape  unless  some  article  is  offered  which  re- 
ally meets  a  true  "long  felt  want."  In  that  casn'the  want  has 
already  produced  the  necessary  thinking  and  absolved  the  adver- 
tiser from  producing  it.  More  often,  however,  the  seller  of  a 
new  article  or  of  an  improvement  of  an  old  article  must  create 
a  demand  by  his  own  efforts  before  he  can  make  sales  and  it 
has  been  a  matter  for  astonishment  in  the  cycle  trade  how  many 
things  of  merit  have  fallen  flat  on  the  market  simply  because 
the  makers  attempted  to  force  them  down  the  throat  of  the 


6 


The  Cycle  Age  and  Trade  Review 


intelligent   public    instead   of   taking   time   to   introduce   them 
properly. 

With  these  and  many  other  considerations  in  mind,  per- 
taining to  the  extremely  difficult  subject  of  economical  and 
effective  advertising,  it  can  hardly  be  considered  amazing  that 
bicycle  manufacturers  in  their  preparations  for  1899  trade  seem 
to  be  content  with  the  usual  style  of  bicycle  catalogues.  But 
when  many  of  them  not  only  preserve  the  hackneyed  features  of 
the  bicycle  literature  of  the  past  but  also  cheapen  it  to  a  degree 
wliich  will  be  quickly  noticed  by  the  general  public,  the  whole 
matter  grows  at  once  into  a  question  of  trade  importance,  to 
which  must  be  devoted  some  thought.  If  the  majority  of  man- 
ufacturers should  follow  the  same  policy  the  public  would  be 
almost  certain  to  accept  that  version,  according  to  which  the 
cycle  Industry  is  represented  as  entering  upon  a  period  of 
decadence;  but  if  the  policy  be  limited  to  a  few,  those  who 
adopt  a  line  of  action  which  shows  more  life  and  elasticity  of 
resources  will  undoubtedly  carry  the  public  with  them  and  will 
get  more  than  their  share  of  an  undiminished  total  volume  of 
business.  Whether  economy  should  be  the  watchword  in  adver- 
tising matter  or  not,  signs  of  decay  should  at  all  events  be 
avoided.  If  gorgeous,  illuminated  pamphlets  be  no  longer 
desirable,  something  which  denotes  change  but  not  retrogression 
should  be  substituted.  Those  who  must  reduce  their  appropria- 
tion for  advertising  matter  must,  in  order  to  avoid  odious  com- 
parison with  others  and  with  previous  efforts,  change  the  style 
of  their  printed  matter  entirely. 

This  calls  for  a  certain  amount  of  originality,  and,  as  above 
referred  to,  originality  is  not  only  rare,  but  also  dangerous  if 
it  taxes  the  ability  of  either  producer  or  reader  beyond  that 
point  where  mental  strain  commences.  The  conditions  are, 
hov.'ever,  fortunate  for  the  cycle  trade  in  this  respect.  Nearly 
every  subject  on  that  side  of  cycling  in  which  the  public  is  inter- 
ested, has  been  threshed  out.  Even  the  chainless  bicycle  is  a 
familiar  topic.  Sensational  innovations  and  improvements  are 
so  styled  by  courtesy  rather  than  by  judgment.  The  cycle 
phraseology  sounds  like  an  old  story  though  few  connect  definite 
ideas  with  the  current  words.  From  all  these  well-worn  ingredi- 
ents to  concoct  a  palatable  dish  for  the  public  would  seem  im 
po.^sible  unless  at  least  some  change  is  made  in  the  trimmings, 
the  style  of  serving. 

The  "primer"  style  of  booklet  has  already  made  many  con- 
verts, but  it  is  chiefly  an  auxiliary  to  other  advertising  matter. 
It  requires  an  unusually  deft  pen  combined  with  the  deepest 
insight  in  the  subject  handled  and  the  condition  of  trade:  quali- 
ties seldom  united  in  one  person.  It  is  better  adapted  for  the 
sundries  and  accessories  manufacturer  than  for  the  bicycle 
maker.  The  manner  of  presenting  an  argum.ent  which  is  used 
in  business  "primers"  may,  however,  be  employed  in  bicycle  cat- 
alogues with  good  effect.  Special  points  in  construction  may 
be  handled  in  a  separate  chapter  in  this  style  with  illustrations 
to  correspond,  but  the  richest  mines  from  which  inspiration 
may  be  drawn  for  new  departures  in  catalogue  making  are  prob- 
ably to  be  found  in  the  minds  of  the  persons  who  superintend 
the  buying  of  material  and  accessories,  and  choose  design  and 
woi'k-methods.  A  heavy  draft  on  sincerity  in  accounting  for  the 
reasons  why  certain  materials  have  been  used,  certain  accesso- 
ries selected  and  certain  designs  preferred,  would  make  interest- 
ing reading  for  dealers  as  well  as  for  the  public.  It  would 
practically  lay  bare  how  deeply  the  manufacturer  understands 
his  own  business  and  how  willing  he  is  to  have  the  extent  of 
his  knowledge  known,  but  this  is  precisely  the  reason  why  such 
style  of  treatment  may  be  used  only  by  those  who  are  leaders. 
Mere  imitators  who  might  attempt  to  adopt  the  same  method 
would  find  themselves  debarred  by  their  own  ignorance  from 
producing  a  presentable  pamphlet  by  it.  They  would  be  com- 
pelled to  fall  back  upon  trite  "specifications"  and  engravings  of 
mechanical  details  in  which  the  new  crop  of  purchasers  whom 
each  new  year  brings  forth  are  not  interested,  and  which  older 
riders  are  tired  of  discussing  unless  there  is  every  evidence  of 
sincerity  in  the  argument. 

A  catalogue  for  agents  which  shall  serve  no  other  purpose 
than  that  of  furnishing  certain  important  data  of  construction, 
and  design  by  which  the  manufacturer  is  bound,  supplemented 
by  an  illustrated  pamphlet  for  agents  and  the  public  intended 
to  explain  all  those  points  which  the  manufacturer  considers 
essential  to  make  his  position  as  a  bidder  for  trade  understood — 
means  a  form  of  advertising  matter  which  cannot  be  used  by 


everybody  and  which  for  some  time  would  be  in  no  danger 
of  succumbing  to  the  spell  of  sameness  which  has  made  bicycle 
caialogues  useless  as  trade  bringers  for  the  past  two  years. 

While  the  bicycle  dealers  who  do  a  legitimate  and  conserva- 
tive business  with  responsible  manufacturers  have  reported  an 
unusually  satisfactory  business  for  the  past  season,  there  have 
yet  been  heard  a  number  of  pessimistic  voices  inquiring  in  a 
doleful  strain  when  and  how  the  extinction  of  the  bicycle  dealer 
may  be  expected.  It  is  the  same  school  of  prophets  that  point 
to  motocycles  as  a  means  of  "salvation"  for  the  bicycle  trade 
and  advocate  cycle  shows  as  necessary  for  reviving  the  "waning 
public  interest"  which  has  had  the  remarkable  result  of  placing 
the  industry  and  the  trade  in  a  better  financial  position,  gener- 
ally, than  it  has  occupied  for  years.  It  may  be  divined  that  all 
these  birds  of  evil  omen  subscribe  to  that  branch  of  social 
economy  which  declares  that  waste  makes  wealth  and  have 
been  drawing  income  in  the  past  from  the  wastefulness  of  the 
bicycle  trade.  This  source  of  income  having  been  drained  they 
forthwith  contend  that  the  trade  is  in  agony.  Without  entering 
at  all  into  the  merits  and  demerits  of  the  plaint,  which  the 
trade  can  probably  afford  to  ignore,  it  seems  as  if  it  might  do 
some  good  to  draw  attention  to  at  least  one  branch  of  bicycle 
work  which  is  indisputably  flourishing  and  bids  fair  to  fiourish 
for  many  years.  This  branch  is  represented  by  the  repairman. 
Every  year  sees  an  increased  number  of  bicycles  in  use;  from 
500,000  to  700,000  are  added  annually  to  those  already  in  the 
hands  of  the  public;  they  all  require  repairing  after  the  first 
year  of  service  and  many  of  them  much  earlier.  Thus  even  the 
meanest  condition  of  the  trade  at  large  produces  an  ever-increas- 
ing field  for  the  repairman  offering  him  the  while  the  most  ex- 
cellent chance  for  becoming  thoroughly  familiar  with  all  lines 
of  cycle  manufacture.  Even  now  many  repairmen  combine 
witii  their  repair  business  a  successful  cycle  retail  store  and 
nearly  all  of  their  number  who  are  endowed  with  any  talent  for 
business  at  all,  will  find  it  easy  enough  to  obtain  an  agency  for 
a  good  model  and  make  greater  profit  by  so  doing  than  by  un- 
dertaking manufacturing  on  a  small  scale.  There  seems  to  be 
probabilities  in  this  development  which  many  exclusive  cycle 
dealers  have  alreadp  perceived.  Instead  of  meekly  submitting 
to  the  extinction  with  which  he  is  said  to  be  threatened,  he 
arranges  a  suitable  partnership  with  a  repairman  and  makes 
provisions  for  sidelines.  By  slow  degrees  a  larger  conception 
of  cycle  retail  trade  than  the  one  which  has  been  prevailing 
may  be  expected  to  spread  among  the  trade  at  large  from  ob- 
servations of  ventures  that  prove  successful,  and  then  a  new 
crop  of  cycle  dealers  will  naturally  grow  out  of  the  altered  con- 
ditions. With  a  class  of  men  as  well  qualified  to  perpetuate 
the  retail  cycle  trade  as  will  be  the  repairman  who  goes  into 
the  business  when  young,  it  is  hardly  probable  that  either  de- 
partment stores  or  other  mixed  stores  will  long  be  able  to 
attract  customers  for  bicycles  when  the  new  class  of  cycle  deal- 
ers shall  have  reached  maturity. 

****** 

When  show  promoters  maintain  that  there  is  a  necessity 
for  cycle  shows  because  the  public  must  have  a  new  opportunity 
to  compare  good  with  bad  construction  and  find  out  that  the 
cycle  business  is  not  dead,  it  seems  odd  that  the  same  promotors 
consider  it  expedient  to  divert  the  public's  attention  from  the 
cycles  by  means  of  motor  carriages,  which,  by  the  way,  they 
will  find  it  difficult  to  get  together.  In  regard  to  construction 
and  finish  the  question  also  naturally  arises  whether  the  public 
are  better  at  discerning  or  the  manufacturers  at  concealing 
possible  shortcomings.  If  the  public  can  see  more  deeply  into 
construction  than  the  manufacturer  wants  them  to  see,  then 
the  public  does  not  seem  in  much  need  of  a  show.  And  if  the 
contrary  is  true — that  the  manufacturer  is  best  at  his  own 
game— then  all  manufacturers  and  dealers  whose  wares  are 
really  good  would  be  losers  by  a  show. 


The  Cycle  Age  and  Trade  Review 


1 


I 


^ 
1 


i 


1 


i 


1 
i 


We  are  Prepared 

to  talk  '99  business 
with   a  few    large 


jobbers 


m 


m 


m 


m 


m 


i 


m 


MARCH-DAVIS  CYCLE  MFG.  CO. 


I 


47  WARREN  ST.,  NEW  YORK. 


Mention  The  Cycle  Age 


44TH  AND  NORTH  AVES.,  CHICAGO,  ILL. 


m 


^^^^^^^^m^^^m^^^^^^^^^^^^^^^^^^^^^^^^^^^m^^^^^^^^^^^^^^^^^^ 


There  a.rc  manv  p<;da!s,  but  is  there  any 
pedal  in  it  with  the 


Record? 


Hundreds  of  thousands  of  riders  testify 
most  emphatically .5^0*  J* 


NO! 


The  first  cost  is  higher— when  satis- 
factory results  are  assured  it  gener- 
ally is.J*J**5*.3*«3*«5' 


Record  Pedal  flfg.  Co. 

221  Columbus  Avenue, 

BOSTON,  MASS. 

Mention  The  Cycle  Aee 


8 


The  Cycle  Age  and  Trade  Review 


ELASTIC  POWER  IN  FACTORIES 


The  Storage  Battery  Promises  a  Saving  Where  the  Power 
Requirement  Varies  Greatly 


luere  is  at  the  present  time  a  tendency 
among  factory  owners  to  adopt  some  form 
of  electric  power  for  tlie  operating  of 
tlieir  machinery.  The  late  advances  that 
have  been  ma.e  in  electric  generation 
and  in  the  means  for  utilizing  electric 
power  have  begun  to  impress  the  public 
with  the  desirability  of  that  form  of 
power.  There  are  now  many  power  plants 
of  all  kinds  which  are  operated  from  elec- 
tric currents  applied  in  different  ways, 
but  the  most  interesting  use  of  electric 
power  in  factories  and  the  one  which 
most  directly  affects  bicycle  factories  is 
the  independent  system  of  running  en- 
gines and  dynamos  and  generating  elec- 
tric currents  which  drive  motors  in  the 
shops.  Such  a  system  seems  at  first  to  be 
a  roundabout  way  of  furnishing  power  in 
that  mechanical  energy  is  first  produced 
through  steam,  then  converted  into  elec- 
tric energy,  and  afterward  reconverted 
into  mechanical  energy  to  drive  the  mill- 
ing machines,  lathes  and  presses.  It  is 
seemingly  a  waste  to  change  a  form  of 
power  into  some  other  form  and  then 
convert  it  back  again  into  the  original 
form.  However,  as  it  is  economy  that 
has  prompted  such  a  system  of  conver- 
sion, and  as  it  is  economy  which  is  the 
most  important  item  in  a  power  plant,  the 
system  is  more  meritorious  than  it  seems 
to  the  man  who  gives  the  subject  but  a 
passing  thought. 

An  equalizer  of  Energy. 

It  is  a  well  known  fact  that  in  all  fac- 
tories, whether  they  be  bicycle  shops  or 
not,  there  is  a  wide  variance  in  the 
amount  of  power  used  and  necessary  at 
different  times.  All  of  the  machines  in 
the  shop  may  be  running  at  one  time  and 
may  be  running  at  the  full  extent  of  their 
capacity,  or  only  a  few  machines  may  be 
running,  and  those  running  only  on  light 
loads.  The  power  required  thus  varies 
as  the  work  varies,  but  the  power  supply 
must  at  all  times  be  able  to  furnish  the 
amount  of  energy  required  when  all  of 
the  machines  are  running  heavily.  Sup- 
posing that  a  certain  factory  has  such 
machines  that  when  all  are  being  oper- 
oted,  four  hundred  horse-power  is  need- 
ed, and  that  for  half  of  the  time  on  an 
average  only  about  two  hundred  horse- 
power is  needed.  Then  about  two  hun- 
dred horse-power  is  wasted  fifty  per  cent 
of  the  time,  for  the  engine  must  be  a 
four  hundred  horse-power  engine  and  run 
at  a  waste  half  of  the  time.  This  condi- 
tion is  what  has  made  an  opening  for 
electric  power  in  factories. 

The  latest  electrical  development,  with 
view  to  furnishing  power  economically,  is 
the  storage  battery,  and  there  is  no  rea- 
son why  its  advantages  may  not  be  en- 
joyed in  bicycle  factories  as  well  as  in 
other  power  plants.  It  can  be  used  in 
connection  with  plants  driven  from  a  pur- 
chased current  or  with  those  in  which  the 
current  is  home  generated.  In  the  first 
mentioned  system  the  current  would 
come  from  some  electric  supply  station 
and  would  drive  electric  motors  placed  in 
the  different  rooms  of  the  factory,  there 
being  in  some  instances  individual  mo- 
tors for  certain  machines  and  sometimes 
motors  driving  the  line  shafts  of  rooms. 
The  current,  instead  of  driving  the  mo- 
tors direct,  passes  through  a  storage  bat- 
tery. This  battery  is  large  or  small,  in 
accordance  with  the  extent  of  the  plant. 
Suppose,  for  sake  of  illustration,  that  the 
average  load  on  the  power  is  two  hun- 
dred horse-power,  and  that  it  occasionally 


runs  up  to  four  hundred,  and  sometimes 
drops  to  almost  nothing.  At  all  events, 
the  power  is  used  only  during  the  work- 
ing hours,  say  ten,  there  being  no  load  on 
the  power  for  the  remaining  fourteen 
hours  of  the  day.  Were  the  current  used 
direct,  it  would  have  to  be  sufficient  to 
furnish  four  hundred  horse-power  at  all 
times,  and  as  electric  current  is  bought 
by  the  year,  would  be  wasted  for  more 
than  half  of  the  time.  By  using  the 
storage  battery,  even  though  the  factory 
were  run  twenty-four  hours  daily,  the 
current  required  would  have  to  be  suffi- 
cient to  furnish  only  the  average  power 
of  two  hundred  horse-power.  When  the 
machines  were  running  lightly  and  only 
part  were  being  operated,  the  superfluous 
current  would  discharge  into  the  storage 
battery,  charging  it.  When  more  ma- 
chines were  put  into  operation  and  the 
power  required  run  up  beyond  the  aver- 
age of  two  hundred  horse  -  power,  the 
storage  battery  would  begin  to  discharge, 
thus  supplementing  the  current  and  al- 
lowing the  constant  two-hundred  horse- 
power supply  to  drive  during  certain  pe- 
riods machinery  requiring  four  hundred 
horse-power.  The  fact  of  the  machinery 
running  less  than  half  of  the  time  makes 
the  reduction  in  the  amount  of  original 
power  needed  still  le^^s.  During  the  night 
the  entire  current  will  discharge  into  the 
battery,  charging  the  latter  to  a  point 
which  will  allow  it  to  carry  almost  all 
of  the  entire  load  during  ihe  working 
hours.  The  current  needed  and  paid  for 
would  thus  be  several  times  less  than 
that  needed  to  run  the  motors  and  ma- 
chinery direct. 

Reduction  of  Steam  Power. 

In  a  power  system,  where  steam  is  em- 
ployed to  drive  an  electric  generating 
outfit,  the  storage  battery  is  useful  in  the 
same  manner.  Instead  of  driving  direct 
from  a  four  hundred  horse-power  steam 
engine,  a  certain  size  dynamo  is  operated 
Dy,  say.  a  two  hundred  horse-nower  en- 
gine, and  the  electric  current  thus  gener- 
ated used  to  drive  the  motors  in  the  shop 
through  the  medium  of  the  storage  bat- 
tery. The  original  power  unit  necessary 
is  made  much  less  than  with  the  direct 
system  and  the  load  on  the  current  kept 
mvoh  iTiore  constant. 

Whether  the  electric  current  be  gener- 
ated in  the  factory  or  be  purchased  from  a 
supply  station,  the  storage  battery  offers 
the  additional  advantage  of  being  not 
only  a  money  savine  auxiliary,  but  of  be- 
ing able  to  take,  for  a  short  time,  the 
place  of  all  other  forms  of  power.  This 
advantage  is  app^irent  in  case  of  accident 
or  other  cause  which  renders  the  engine, 
dynamo  or  supply  current  useless. 

Pa-nessed  to  Various  ^Vorlc, 

A  late  demonstration  of  the  utility  of 
the  storage  battery  and  the  economy  de- 
rived from  its  use  is  an  application  to  a 
New  York  office  building.  A  twenty-five 
horse-power  steam  engine  sunplied  with 
steam  from  a  street  service  p'ne  drives  a 
twenty  kilowatt  dvnamo.  The  exhaust 
steam  from  the  engine  passes  through  an 
exhaust  pine  properly  connected  to  the 
heating  system  of  the  building.  The 
dynamo  is  run  in  connection  with  a  stor- 
age battery  comn^ieing  118  cells,  each 
containinsT  four  positive  and  five  nes-ative 
plates.  IQi'f.  inches  snuare.  This  dvnamo- 
storaee  b'l+tery  svstem  operates  two 
Snragne  hish-sneed  elevators,  on  which, 
of  course,  the  load  is  exceedingly  varying, 


and  500  sixteen  candle-power  incandes- 
cent lamps,  as  weh  as  several  pump  and 
ventilating  motors.  The  cost  of  the  steam 
used  in  operating  the  plant  is  under  $1,200 
per  year,  and  when  it  is  taken  into  con- 
sideration that  this  amount  heats,  lights 
and  operates  the  elevators  of  a  thirteen- 
story  office  building,  and  that  it  is  fully 
$500  less  than  the  expense  of  oper'ating 
any  other  system  of  equal  extent,  the 
commercial  and  mechanical  value  and 
economy  of  the  storage  battery  is  appar- 
ent. The  storage  battery  in  connection 
with  an  electric  power  system  will  yield 
the  same  results  in  a  bicycle  factory  as  in 
a  street  railway  or  office  building  plant. 
In  the  latter  two,  as  well  as  in  other 
power  plants  where  it  has  been  tried  and 
is  in  operation,  ,  has  without  exception 
made  great  savings  in  the  expense  of  fur- 
nishing power.  The  example  is  suflQcient 
to  warrant  its  adoption  in  bicycle  facto- 
ries, the  owners  of  which  desire  to  save 
money. 

Initial  Exrenoe  to  be  Redu^'ed. 
The  one  point  urged  against  the  sec- 
ondary battery  is  its  expense  at  the  time 
of  installment.  By  those  who  desire  to 
increase  the  capacity  of  their  power  plant 
and  who  consider  the  advisability  of  in- 
stalling a  storage  battery,  it  is  urged  that 
the  cost  of  the  battery  is  such  that  it  will 
be  cheaper  to  put  in  another  engine  or 
otherwise  enlarge  the  original  power  sup- 
ply. Storage  batteries  are  cheaper  in  Eu- 
rope than  they  are  in  this  country,  and, 
considering  the  fact  that  their  develop- 
ment here  is  a  work  of  the  last  three  or 
four  years,  and  that  the  disastrous  effect 
of  litigation  in  the  courts  has  been  ended, 
the  prospects  for  less  expensive  batteries 
in  the  United  States  is  almost  assured. 
In  the  meantime,  however,  the  cost  is 
such  that  the  great  economy  of  its  use  en- 
ables the  storage  battery  to  more  than 
pay  for  its  installment  cost.  The  conve- 
nience in  a  bicycle  factory  of  an  electric 
power  which  is  not  only  economical,  but 
which  allows  each  room,  or,  for  that  mat- 
ter, each  large  machine,  to  be  operated 
independently,  is  apparent.  The  waste  of 
power  from  extensive  systems  of  line 
shafts  and  belting  is  obviated,  and  each 
piece  of  machinery  is  driven  when  need- 
ed, and  when  not  needed  the  power  nec- 
essary to  operate  it  is  not  wasted. 


Trade  narks  for  Blcydt's. 

A  decision  was  recently  handed  down 
by  Patent  Commissioner  Duell,  by  which 
registration  was  refused  for  a  word  de- 
noting a  color  as  a  trademark  for  bicy- 
cles. The  grounds  first  given  by  the  Ex- 
aminer for  refusing  to  register  the  mark 
were  that  the  word  is  the  salient  feature 
of  applicant's  name  and  is  an  ordinary 
surname.  To  this  the  Commissioner 
adds:  "It  is  well  settled  that  color,  alone 
does  not  constitute  a  trademark.  If  a 
manufacturer  were  allowed  to  monopo- 
lize by  trademark,  the  color  of  the  pack- 
age in  which  his  goods  might  be  wrapped 
or  the  color  of  the  paint  or  enamel  an- 
plied  to  them,  then  legitimate  competi- 
tion would  be  seriously  interfered  with. 
A  manufacturer  of  bicycles  may  paint  or 
enamel  his  bicycles  any  color  whifh  he 
may  select;  but  such  selection  will  not 
take  that  color  from  out  the  public  do- 
main, and  any  other  manufacturer  will 
have  an  eoual  ri^ht  to  use  the  same  col- 
or. This  right  being  a  common  one,  no 
manufacturer  can  exclusively  hold  the 
right  to  any  color  as  aeainst  others,  and 
if  one  paints  or  enamels  his  bicycles 
white,  yellow,  blue,  green,  or  olive,  he 
has  a  rieht  to  designate  them  by  the 
color  employed." 


Coiiinl"liit.«  of  Fxonrt  M«»th'»d<=. 

Consul-f^pueral  Cole  writes  from  Dres- 
den: While  Amoripan  manufacturers 
comnlain  of  the  difflcnlties  in  intrnrinpins; 
their  goods  into  Germany,  T  am  inclined 
to  think  some  of  our  people  at  least  do 


The  Cycle  Age  and  Trade  Revi£w 


not  pay  sufficient  attention  to  prompt- 
ness in  executing  orders  they  receive,  or 
care  in  making  shipments  to  insure  their 
reception  at  destination  within  a  rea- 
sonable time.  Two  complaints  that  have 
reached  me  well  illustrate  the  trouble: 
An  order  for  machinery  given  early  in 
June  last  to  an  eastern  manufacturing 
company  has  not  been  received,  although 
sight  draft  with  invoice  attached  was 
paid  in  August;  I  have  seen  invoice  from 
an  Ohio  tool  company,  dated  June  3.  1898, 
the  sight  draft  for  which  was  paid  Au- 
gust 8  last,  but  up  to  October  7,  there  are 
no  tidings  of  the  goods.  These  delays 
are  very  provoking  to  the  purchaser  or 
consignee,  particularly  after  he  has  long 
ago  paid  for  the  property,  and.  unless 
corrected,  will  have  serious  effect  on 
American  trade  in  Germany. 


SOLID  FLOORS  FOR  FACTORIES 


Preach  Embed  Boards  In  Asphalt  Herringbone  Pat- 
tern—Concrete as  a  Poundation. 


A  unique  method  of  laying  floors  where 
great  solidity  is  required  has  obtained 
wide  application  in  France,  and  is  grow- 
ing in  favor  in  some  of  the  other  Conti- 
nental countries.  It  consists  in  putting 
down  a  floor,  not  as  usual,  on  sleepers, 
but  in  embedding  the  boards  in  asnhaH. 
Pieces  of  oak.  usually  about  two  and  one- 
half  to  four  inches  broad,  one  inch  thick 
and  twelve  to  fifty  inches  long,  are  press- 
eo  down  into  a  layer  of  solid  asphalt,  not 
quite  an  inch  thick,  in  the  well  known 
herring-bone  pattern.  To  secure  a  com- 
plete adhesion  of  the  wood  to  the  as- 
phalt, and  obtain  the  smallest  possible 
joint,  the  edges  of  tne  pieces  of  wood  are 
planed  down,  beveling  toward  the  bot- 
tom, so  that  their  cross-sections  become 
wedge-like.  It  is  stated  that  these  floors 
are  used  quite  frequently  for  the  ground 
stories  of  barracks  and  hospitals,  and 
that  they  have  been  laid  in  the  numer- 
ous forts  around  Metz,  Uermany.  A  num- 
ber of  advantages  are  cited  in  connection 
therewith.  A  plan  in  some  respects  re- 
sembling this  has  been  employed  in  the 
construction  of  the  floors  of  some  facto- 
ries and  foundries  in  tne  United  States. 
It  is  similar,  however,  only  in  some  of 
the  more  general  features,  the  details 
being  altogether  different.  Sleepers  are 
employed,  but  instead  of  stretching  be- 
tween supports,  they  are  solidly  bedded 
in  concreie.  Upon  them,  planking  is 
placed,  each  planK  as  laid  being  bedded" 
in  not  tar. 

One  ot  the  most  annoying  features  of 
many  otherwise  well  -  built  factories  is 
tneir  poorly  constructed  floors.  A  tigut, 
smooiu,  strong  and  auiabie  noor  is  wuat 
is  wautea,  but  in  floors  as  commouiy 
construcLed,  some  of  these  qualities,  at 
least,  aie  lacn-mg.  A  floor  upon  wnicfl 
heavy  macniuery  can  be  placed  witnout 
regard  to  the  locations  of  tfle  beams  and 
giiuers  IS  a  rarity,  li'ioors  wflicn  rest 
upon  tfle  ground,  as  oruinaniy  Duiit,  are 
constantly  wearing  out,  and  are  not  al- 
ways to  be  Qepeuded  upon.  Tfle  con- 
struction employed  in  tue  plan  above 
outlined  comoines  all  of  tfle  uesiraDie 
qualities  mentioned,  while  avoiding  tne 
oujeocionauie  leatures.  'Ifle  suriace  of 
tfle  ground,  after  tfle  top  earth  has  been 
removea,  is  unorougfliy  smootned  and 
roiied.  if'ouv  iflcnes  of  concrete  is  tflen 
applied,  and  wfli^e  this  is  soft,  locust 
stringers  are  ueuaed  in  it.  These  string- 
ers are  placed  about  thirty  inches  be- 
tween centers.  After  the  concrete  has 
become  perfectly  hard  and  solid,  two-inch 
y..aL±i^o  uL  uCoigia  piue  are  laid,  each 
plank  in  turn  being  bedded  in  hot  tar, 
which  is  spread  upon  the  concrete  as  fast 
as  the  planks  are  laid  and  spiked.  The 
result  is  a  floor  upon  which  tfle  fleaviest 
machines  can  stand  in  any  convenient 
position  without  the  necessity  of  any 
special  foundations.  Moreover,  it  is 
water-proof,  damp-proof,  and  no  miasma 


can  arise  from  the  ground  through  it.  A 
floor  of  this  kind  is  both  cheap  and 
solid,  but  an  additional  fact  which  will 
appeal  to  every  factory  owner  and  build- 
er is  that  such  a  floor  will  last  until 
worn  out  from  the  top,  as  there  can  be 
no  decay  from  the  under  side.  It  is  re- 
ported that  floors  constructed  upon  this 
general  plan  have  been  in  use  in  some  of 
the  older  European  factories  upwards  of 
twenty-five  years. 


PARTS  HAKERS'  AGREEHENT 


Fixes  Prices  by  Unanimous  C<nsrnt  and  Prohibits 
Individual  Reductions— No  Penalties  Provided. 


The  form  of  agreement  prepared  for 
adoption  by  the  proposed  Associated 
Manufacturers  of  Cycle  Parts  now  in  pro- 
cess of  organization  sets  forth  in  full  the 
plans  of  the  bicycle  parts  makers.  The 
parties  to  the  agreement  agree  for  a  peri- 
od of  one  year  from  the  date  of  signature 
not  to  sell  any  bicycle  parts  for  less  than 
the  schedule  agreed  upon  and  made  a  part 
of  the  form,  and  consent  to  submit  simi- 
lar goods  to  the  association  to  be  in- 
spected and  classified.  They  also  agree 
that  no  goods  shall  be  sent  out  on  memo- 
randa, nor  shall  any  bills  be  dated  ahead, 
and  that  no  gratuity  or  commission  shall 
be  allowed  to  any  customer,  commission 
agent  or  purchasing  agent;  nor  shall  any 
other  terms  of  sale  be  granted  to  a  pur- 
chaser than  those  agreed  upon  by  the  as- 
sociation. 

To  secure  a  plan  of  uniform  cooperation 
in  marketing  various  productions  of  bi- 
cycle parts,  it  is  nropnsed  to  effect  a  per- 
manent organization  by  electing  a  presi- 
dPTit  and  secretnrv  and  adopting  the  rule: 
"All  prices  offered  must  receive  the 
unanimous  vote  of  those  present  (at  the 
meetine  to  arrange  the  schedule)  to  be 
adopted." 

With  a  view  of  meeting  the  competition 
of  manufacturers  who  are  not  members 
of  the  organization,  and  preventing  the 
cutting  of  nrices  at  points  where  it  is  at 
times  wholly  unnecesoary,  it  is  agrepd 
tnat  no  member  of  the  association  shall 
deviate  frnm  the  nrices  and  terms  ag'-eed 
upon,  without  first  obtRining  permission 
from  the  secretary:  that  his  renuest  shall 
give  the  name  of  the  comnetitor  making 
the  lowfir  price,  the  name  of  party  to 
whnm  the  competitor  made  the  nrice.  and 
all  information  as  to  whv  a  change  in  as- 
sociation price  is  desired,  and  if.  in  the 
jiide-ment  of  the  secretarv.  it  appears  de- 
sirable to  erant  such  nermission.  he  shall 
immpfiiatelv  telpgrfiph  his  consent  to  the 
member  making  thp  renuest.  and  shall  at 
the  same  time  notify  evprv  member  by 
wire,  givlne  each  permission  to  name 
the  same  price  to  the  same  party,  and  to 
this  party  only. 

LAW  POINTS  ON  PARTNERSHIP, 


Recent   Legal   D'Cislons   of  Interest  to  Nearly  all 
Firms  In  the  Cycle  Trade. 


Incoming  partners  are  not  liable  for  the 
prior  debts  of  the  firm  unless  they  ex- 
pressly assume  them. 

Where  the  business  for  which  a  copart- 
nership is  formed  is  illegal,  the  contract 
of  partnership  is  equally  so. 

A  surviving  partner  is  not  entitled  to 
have  his  personal  exemptions  paid  out  of 
the  assets  of  an  insolvent  copartnership. 

A  partner  who,  after  dissolution  of  the 
firm,  converts  firm  property  to  his  own 
use  is  liable  for  same  with  interest  there- 
on. 

Where  a  partner  retiring  from  the  busi- 
ness allows  his  unliquidated  interest  to  be 
continued  in  the  business  of  a  new  firm, 
the    interest   so   left   becomes   liable   not 


only  for  partnership  debts  then  outstand- 
ing, but  also  for  those  subsequently  cre- 
ated by  the  new  firm. 

One  is  not  liable  for  holding  himself  out 
as  a  member  of  a  firm,  unless  the  debt 
was  incurred  through  reliance  upon  his 
credit. 

All  members  of  a  partnership  are  bound 
by  the  false  representations  of  one  of  the 
partners,  made  in  the  sale  of  partnership 
property. 

A  partner  has  no  right  to  appropriate 
partnership  property  to  the  payment  of 
his  own  debts  without  the  consent  of  the 
other  partners. 

The  fact  that  one  partner  is  indebted  to 
the  other  on  copartnership  transactions 
gives  the  other  no  lien  upon  his  debtor's 
individual  property. 

A  partnership  may  be  formed  by 
the  voluntary  consent  of  the  parties, 
without  written  articles,  by  tacit  appro- 
bation, 'by  parol  contract,  or  even  mere 
acts. 

One  partner  cannot  take  any  business 
to  himself,  for  his  own  exclusive  benefit, 
that  is  within  the  scope  of  the  partner- 
ship business,  unless  specially  provided 
for. 

Each  partner  is  liable  individually  for 
all  wrongs  committed  in  the  course  of  the 
partnership  business,  and  may  be  sued 
along  with  part  or  all  the  other  members 
of  the  firm. 

The  mere  naked  promise  of  one  that 
another  shall  share  in  the  profits  of  his 
enterprise,  where  the  other  furnishes  or 
does  nothing  towards  the  enterprise  is 
void,  for  want  of  consideration. 

Where  the  books  of  a  firm  show  that 
one  of  the  partners  is  indebted  to  the 
firm,  the  purchase  of  his  interest  in  the 
partnership  by  the  other  partners  extin- 
guishes the  debt,  and  his  liability  to  it 
ceases. 

A  partner  retiring  from  a  firm  after  the 
purchase  of  goods  by  it  is  not  thereby  re- 
leased from  liability,  although  the  seller 
afterwards  extends  the  time  of  payment 
to  the  one  continuing  the  firm's  business. 

Where  a  firm  dissoVes  by  a  change  of 
its  personnel,  the  assets  of  the  old  firm 
will  not  become  the  property  of  the  new 
firm  without  specific  and  distinct  agree- 
ment transferring  title  to  the  new  part- 
nership. 

Though  a  partnership,  as  such,  possesses 
no  capacity  to  take  a  conveyance  of  the 
legal  title  to  real  estate,  it  may  acquire  in 
its  firm  name  a  lien  on  real  estate  to  se- 
cure an  indebtedness,  or  take  same  in 
names  of  the  partners  for  the  benefit  of 
the  firm. 

Boys  and  Qirls  in  Factories. 

The  Inspector  of  Workshops  and  Fac- 
tories in  Toledo  is  enforcing  the  law  rel- 
ative to  the  employment  of  boys  and 
girls  under  15  and  16  years  of  age,  re- 
spectively. A  number  of  such  youthful 
employes  in  Toledo  bicycle  factories  have 
been  obliged  to  leave  the  shop  and  take 
up  study  in  school.  In  many  instances 
the  enforcement  of  the  law  works  a  hard- 
ship, as  the  bread  winning  power  is 
shut  off  where  the  youth  are  the  only  sup- 
port of  families.  Again,  the  law  will 
work  great  good  for  it  will  take  the 
cheaper  laborers  out  of  the  factories  and 
thereby  contribute  to  better  workman- 
ship with  all  machine  tools  which  are  not 
wholly  automatic. 


10 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Annealing    Box  That  Provides   for    Expansion— Interest= 
ing  Eccentric  Driving  fledianism 


Annealing  Box. — It  has  been  the  inven- 
tor's object  to  provide  an  annealing  box 
which  will  be  durable  and  successfully 
withstand  the  intense  heat  to  which  these 
boxes  are  subjected,  the  construction  be- 
ing such  as  to  provide  for  expansion  and 
contraction  of  the  top  plate  and  prevent 
the  top  plate  from  sagging  or  buckling. 
In  the  accompanying  drawings,  Fig.  1  is 
a  plan  view  of  the  annealing  box  with  the 
top  removed.  Fig.  2  is  a  side  elevation 
with  one  end  and  a  part  of  the  top  in 
section.  Fig.  3  is  a  cross-section  through 
the  box  and  top,  and  Fig.  4  is  a  detail 


:^^-<5- 


J I 


,2^.A 


view  showing  a  part  of  one  side  of  the 
box  with  the  top  plate  and  its  supporting 
ledge.  The  box  may  be  made  of  cast  or 
wrought  iron  or  steel,  as  may  be  found 
desirable.  The  side  sections  may  be  in 
two  parts,  and  all  the  sections  are  made 
•with  interlocking  tongues  and  recesses 
and  secured  together  by  bolts  connecting 
the  parts  at  each  joint.  The  sides,  shown 
in  Fig.  1,  are  also  in  section,  with  tongues 
in  one  section  fitting  in  recesses  in  the 
other  sections,  and  bolts  secure  the  sec- 
tions of  the  sides  together  at  these  joints. 
In  order  to  brace  the  whole  structure 
longitudinally,  rods  pass  between  the  end 
plates  from  end  to  end  through  ears, 
which  prevent  the  rods  from  buckling 
under  the  heat  and  keep  them  straight, 
the  ears  being  located  at  intervals  on  the 
inner  wall  of  the  side  sections.  In  order 
to  support  the  top  plate,  a  ledge  is  formed 
around  the  inner  wall  of  the  sections, 
this  ledge  projecting  inwardly,  and  at  in- 
tervals the  ledge  is  slightly  extended,  and 
these  extended  portions  are  provided  with 
openings  adapted  to  receive  threaded 
bolts.  The  top  plate  is  of  slightly  less 
width  and  length  than  the  opening  con- 
stituting the  entrance  to  the  box,  so  as  to 
allow  for  the  contraction  and  expansion 
of  the  plate  without  buckling,  and  after 
the  top  has  been  placed  upon  the  ledge 
the  threaded  bolts  are  passed  down 
through  elongated  openings  in  the  top 
plate,  these  openings  allowing  for  the 
expansion  and  contraction;  and  covering 
the  openings  are  small  plates,  which  form 
supports  for  the  heads,  fitting  on  the  ends 
of  the  bolts.  Instead  of  nuts  being  used 
for  this  purpose,  any  form  of  fastening 
will  do,  provided  it  keeps  the  top  plate  to 
its  seat.  In  order  to  prevent  buckling, 
the  top  plate  is  stiffened  by  ribs,  which 
extend  crosswise,  as  shown  in  Figs.  2  and 


3,  being  bolted  by  flanges  to  the  plate.  It 
will  be  noticed  that  the  ledges  are  ar- 
ranged below  the  upper  edge  of  the  sides 
of  the  box,  so  that  sand  may  be  filled  in 
this  space  above  the  top  plate,  and  this 
sand  will  cover  the  joint  about  the  edges 
of  the  top  plate,  which,  it  will  be  seen, 
does  not  reach  to  the  sides  of  the  box, 
and  in  this  way  allows  for  expansion. 
The  corners  of  the  box  are  inclined,  and 
the  edge  of  the  top  plate  will  rest  against 
this  incline,  and  the  sand  will  rise  and 
fall  as  the  parts  expand  and  contract.  In 
the  contracting  of  the  box  the  incline  will 
allow  the  sand  to  slide  upon  it  easily, 
and  in  expanding  the  sand  will  drop 
down,  following  the  top  plate,  keeping 
the  cracks  air-tight,  but  not  interfering 
with  the  free  expansion  and  contraction 
of  both  the  top  plate  and  the  sides  of  the 
box.  The  inventor  is  Robert  A.  Wilson, 
of  Canton,  0.,  assignor  of  two-thirds  to 
H.  A.  Crouch  and  W.  T.  Hall,  of  the  same 
place. 

Martyn's  Handlebar. — The  bar  is  form- 
ed of  two  separate  portions,  each  termi- 
nating at  the  inner  end  in  cups  which  fit 
upon  hemispherical  surfaces  of  a  core,  to 
which  they  are  confined  by  nuts  with 
concave  inner  holding  surfaces.  The  han- 
dlebar post,  formed  with  a  transverse 
cylindrical  opening,  in  which  are  con- 
tained the  core,  the  cups,  and  the  rings. 
The  latter  are  located  within  the  ends  of 
the  opening  in  the  post  and  are  rendered 
relatively  movable  by  splitting  the  post 
axially  in  the  plane  of  the  bicycle.  By 
contracting  the  split  portions  of  the  post 
together,  the  rings  are  caused  to  ap- 
proach each  other,  and  thereby  the  cups 
are  gripped  solidly  upon  the  core  at  any 
desired  adjustment  of  the  handles.  The 
mode  of  adjusting  the  rings  on  the  post 
is  to  form  the  rings  with  a  screw- 
threaded  exterior  surface,  which  engages 
with  an  internal  screw  -  thread  in  the 
transverse  cylindrical  opening  through 
the  post.  The  parts  are  assembled  by 
first  introducing  the  core  into  the  aper- 
ture, then  placing  the  cups  in  contact 
witii  it.  and  then  slipping  the  rings  over 
the  handlebars  and  screwing  them  into 
the  opening  until  they  make  a  rather 
loose  contact  with  the  outer  surfaces  of 


nut.  When  this  nut  is  turned  down,  all 
four  portions  are  contracted  together,  and 
the  effect  is  to  simultaneously  contract 
each  of  the  rings  circumferentially  upon 
itself  and  both  of  them  laterally  toward 
each  other.  The  resulting  gripping  ac- 
tion produced  upon  the  cups  is  extremely 
powerful  and  serves  to  clamp  the  cups 
very  solidly  upon  the  core.  The  inventor 
contemplates  to  have  this  construction 
utilized  in  conjunction  with  a  draw  bolt 
expander  device  for  securing  the  handle- 
bar post  in  the  steering  head  of  the  bi- 
cycle, as  shown  in  the  illustration,  but 
this  is  not  essential.  The  inventor  is 
Fred  M.  Martyn,  of  Woburn,  Mass.,  as- 
signor of  one-half  to  James  J.  Freeman 
and  Henry  F.  Davis,  of  the  same  place. 


the  cups,  thereby  confining  the  cups  upon 
the  core,  but  at  the  same  time  allowing 
them  to  be  shifted  thereon  as  may  be 
desired.  In  order  to  provide  for  a  more 
perfect  gripping  of  the  cups,  each  ring 
has  a  split,  and  the  head  of  the  post  is 
also  split  at  right  angles  to  the  split  in 
the  rings,  extending  from  the  upper  ex- 
tremity of  the  head  only  down  into  the 
opening.  To  produce  the  simultaneous 
contraction  of  the  portions  of  the  head 
formed  by  the  splits,  the  head  is  made 
with  an  upper  conical  projection,  com- 
posed of  the  extremities  of  the  split  por- 
tions, and  a  screw-thread  is  cut  upon  the 
conical    projection    to    receive    a    conical 


Wheeler's  Saddle. — The  claims  allowed 
for  this  patent  are  six  in  number.  Claim 
1  reads  as  follows:  "In  a  bicycle  sad- 
dle, the  combination  of  the  broad  wood- 
en frame,  the  spring  mounted  on  said 
frame  and  attached  at  its  front  and  rear 
ends  thereto,  said  spring  having  the 
yielding  forwardly-extending  portion  and 
the   curved    portion    near    the   rear    end 


thereof,  and  the  leather  supported  on  said 
frame  and  spring."  Claim  6  is  more  spe- 
cific, as  follows:  "In  a  bicycle  saddle, 
the  combination  of  a  solid  wooden  frame 
shaped  into  concavo-convex  form  having 
the  curved  back  and  laterally-extending 
side  portions  and  the  reduced  for- 
wardly  -  extending  neck,  the  back  of 
said  frame  rising  above  the  re- 
duced forward  portion  thereof  and 
having  an  inward  curve  at  the  center  of 
the  rear,  the  leather  shaped  to  conform  to 
the  contour  of  said  frame  having  at  its 
back  a  central  inward  curve  which  co- 
incides with  the  curve  of  said  frame  and 
having  the  central  longitudinal  depres- 
sion leading  from  said  rear  inward  curve 
and  extending  forward  to  a  point  adja- 
cent to  the  pommel,  the  pads  interposed 
between  the  leather  and  the  frame  sepa- 
rated to  form  an  open  space  between 
them,  the  central  depressed  portion  of 
the  leather  depending  between  said  pads, 
the  spring  attached  to  said  frame  at  the 
front  and  rear,  its  forward  end  projecting 
beyond  said  frame  and  attached  to  the 
pommel  of  the  saddle  leather."  The  in- 
ventor is  Benjamin  F.  Wheeler,  assignor 
to  The  Wheeler  Saddle  Co.,  of  Detroit. 
The  patent  is  numbered  613.050;  dated 
October  25,  1898.  The  application  was 
filed  October  12,  1895. 

Salsbury's  Driving  Gear. — In  the  crank 
bracket  is  fitted  a  tube  upon  which  are 
formed  cone  bearings.  The  tube  projects 
at  both  ends  of  the  crank  bracket  and 
carries  near  each  end  an  eccentric.  These 
eccentrics  are  at  ninety  degrees  to  each 
other.  Each  of  the  eccentrics  carries  a 
strap  which  runs  on  balls  interposed  be- 
tween the  strap  and  the  eccentric  and 
held  in  place  by  a  casing.  At  its  ends 
and  exterior  to  the  eccentrics,  the  tube 
is  provided  with  casings  containing  balls 
upon  which  bears  the  crank  shaft  carry- 


The  Cycle  Age  and  Trade  Review 


11 


TRADE 
MARK 


=26— 

MANUFACTURERS   ARE   FURNISHING 

Dunlop  Detachable  Cires 


On  their  wheels  AT  NO   EXTRA   COST,  either  wholesale 
or  rctatI.^^^v?*iS'.,?t 

Agents  should  see  ihit  the  manufactarers  whom  they  rcp'e- 
sent  are  among  this  number.    Write  us  about  it.jijt^^jtjtji^ 

t899  IS  GOING  TO  BE  A  DUNLOP  YEAR.^ac 

tbe  Jliiiertcan  Dunlop  tire  €o. 


Belleville,  (north  ne^^ark)  n.  3. 


TRADE 
MARK 

Mention  The  Cycle  Age 


toronto,  ean.i   36-3$  Combard  St. 


"They  are  after  you,  Mr.  Bicycle  Manufacturer." 

WHO  ? 
Our  Travelers! 

They  are  looking  tor  all  manufacturers  who  are  looking  for  the  best  in  our  line 
We  don't  make  cheap  tubing  for  use  in  cycle  construction  and  don't  believe 
any  bicycle  manufacturer  who  makes  a  good  wheel  diwd  stands  behind  it  will 
consider  seriously  the  use  of  interior  tubing  for  one  minute. 

"SHELBY" 

is  made  from  the  highest  grade  Swedish  Charcoal  Steel  that  can  be  obtained. 
'' SHELBY  "  has  the  capacity  and  equipment  to  meet  all  demands. 
"S-ff-eX-BF'' has  the  reputation  of  making  tubing  of  the  highest  standard. 
Catalogues  and  further  information  on  application  to  our  offices. 

SHELBY  STEEL  TUBE  COMPANY, 

General  Sales  Offices:      CLEVELAND,  OHIO,  U.  S.  A. 


144  Cbainbers  St., 

NSW  TORK,  W.  T. 


Brancli  Offices  and  Warerooms: 

135  I,ake  St., 

CHICAGO,  ThX,. 

Mention  Ttie  Cycle  Age 


29  Constlttitlon  Hill, 

BIRMINGHAM,  SNO. 


12 


The  Cycle  Age  and  Trade  Review 


ing  two  casings,  of  which  one  is  capable 
of  adjustment.  On  one  of  the  eccentric 
straps,  preferably  the  right  one,  are  fit- 
ted a  number — three  are  shown  in  the 
illustration — of  revolving  bowls  or  studs, 
placed  at  an  equal  distance  from  each 
other  on  the  same  circumference  concen- 
trical  with  the  strap.  Onto  the  crank  on 
the  same  side  is  secured  in  any  suitable 
manner  a  disk  having  a  number  of  inner 
hypocycloidal  teeth,  the  faces  of  which 
are  so  determined  and  drawn  as  to  act 


upon  the  bowls  in  succession  and  con- 
secutively. Finally,  each  of  the  eccentric 
straps  is  connected  by  two  rods  to  the 
corresponding  straps  of  similar  eccen- 
trics, mounted  upon  the  two  ends  of  the 
axle  of  the  rear  wheel  and  placed  at 
ninety  degrees  to  each  other. 

The  motion  obtained  by  this  mechan- 
ism is  explained  by  the  inventor  with 
reference  to  the  diagramatic  drawing 
shown,  as  follows:  It  is  well  known 
that  when  an  eccentric  is  revolv- 
ing every  point  of  its  strap  describes 
a  circle,  the  radius  of  which  is  precisely 
equal  to  the  radius  of  eccentricity  of  the 
eccentric.  This  being  so.  let  it  be  as- 
sumed that  s  be  the  imaginary  circle 
drawn  upon  the  eccentric  strap  f  and 
passing  through  the  centers  of  the  bowls 
k  k'  k2.  Every  point  of  the  said  circum- 
ference, and  especially  the  center  of  each 
of  the  bowls  k  k'  k2,  will  describe  while 
revolvine  aronnd  the  eccentric  a  circle 
t  t'  t2.  the  radius  of  which  will  be  equal 
to  the  radius  of  eccentricity  x  y  of  the 
eccentric.  Vice  versa,  it  is  obvious  that 
if  the  center  of  each  of  these  bowls  be 
caused  to  describe  the  said  circle,  the 
strap  will  receive  the  requisite  motion 
for  causing  the  eccentric  to  revolve.  On 
the  other  hand,  consider  the  center  of 
anv  one  of  the  bowls — sav  k — when  the 
said  center  assumes  a  position  most  dis- 
tant from  the  axis  of  rotation  x  of  the 
ecf'entric  and  draw  from  the  point  x 
taken  as  a  center  a  circle  u.  passing 
through  the  point  k  and  therefore  inter- 
nally tangential  at  that  point  to  the  cir- 
cles s  and  t.  It  will  be  clear  that  if  the 
two  imaginary  circles  u  and  t  be  as- 
sumed to  revolve  within  each  other  in 
the  dirfiption  of  the  arrows  1  and  2.  re- 
spectively, the  trajectory  of  the  relative 
movement  of  the  po.nt  k  of  the  circle  t 
with  refprence  to  thp  circle  u  will  be  the 
hvDocycloid  v.  and  that  if  the  respective 
diameters  of  the  circles  t  and  u  are  suit- 
ably selected,  so  that  the  one  shall  be 
contained  in  the  other  an  exact  number 
of  times,  the  point  k  of  the  circle  t  will 
return  exactly  to  the  starting  point  of 
the  circle  u  after  describing,  in  accom- 
plishing its  motion  with  reference  to  the 
said  circle,  a  series  of  hypocycloidal  tra- 
jectories which  mav  be  repre'sented  by 
V  V  v2  and  the  numbpr  of  which  win  he 
precisely  equal  to  the  numeral  which 
will  express  the  ratio  between  the  diam- 


eters of  u  and  t.  Vice  versa,  it  will  be 
readily  understood  that  if  the  circle  u  be 
assumed  to  revolve  in  the  direction  of 
the  arrow  2  by  causing  the  point  k  of 
the  circle  t  to  follow  the  hypocycloidal 
directrix  v,  the  circle  t  will  revolve  in  the 
direction  of  the  arrow  1.  It  therefore 
follows  that  if  within  the  disk  m  are 
cut  teeth  having  a  hvpocvcloidal  profile 
drawn  through  the  directrix  v  of  Fig  4, 
the  number  of  the  teeth  being  so  calcu- 
lated for  a  given  number  of  bowls  k  k'  k2 
and  for  a  given  ratio  of  pitch-lines  t  and 
u,  the  hvnocyclold  described  by  each 
bnwl  k  with  reference  to  the  pitch-line  u 
shall  compT-ise  an  arc  of  the  said  circle  u 
eoual  to  the  fraction  of  the  said  cirde 
corresponding  to  the  number  of  bowls 
k  k'  k2  and  to  the  ratio  of  the  diameters 
of  the  pitch-lines  t  and  u.  and  if  the 
disk  m  be  caused  to  revolve  in  the  di- 
rection of  the  arrow  2,  starting  from  the 
position  shown,  then  the  hvpocvcloidal 
face  w  of  the  tooth  m',  will  first  act  upon 
the  bowl  k  and  cause  its  center  to  be- 
come displaced  according  to  the  circle  t, 
which  movement  will  be  imparted  to 
every  point  of  the  strap  f,  and  conse- 
quently to  the  bowls  k'  and  k2,  until  the 
face  w  reaches  the  position  w'  and 
ceases  to  act  upon  the  bowl  k,  which  will 
then  assume  the  position  ko.  At  that 
time  the  face  z  of  the  tooth  m2  will  have 
reached  the  position  of  z'  and  will  begin 
to  act  upon  the  bowl  k',  which  will  then 
have  assumed  the  position  kio,  and  mo- 
tion is  continued  to  be  imparted  by 
means  of  the  bowl  k2,  then  again  by 
means  of  the  bowl  k,  and  so  on,  the  re- 


quired teeth  of  the  disk  m  thus  suc- 
cessively engaging  the  bowls  k  k'  k2,  so 
as  to  impart  to  the  eccentric  f  a  con- 
tinuous circular  movement,  the  angular 
speed  of  which  with  reference  to  that  of 
the  disk  m  will  be  precisely  in  the  same 
ratio  as  the  diameters  of  the  pitch-lines 
u  and  t.  The  inventor  is  T.  G.  Salsbury, 
of  Paris,  France.  The  American  patent 
is  number  612,995,  dated  October  25,  and 
carries  eight  comprehensive  claims.  One 
of  the  chief  objections  to  this  transmis- 
sion method  as  explained  by  the  inventor 
is  the  small  choice  of  gears  to  which  the 
rider  would  be  restricted  with  any  given 
size  of  rear  wheel.  The  system  is  sup- 
posed to  be  applicable  to  motor  vehicles 
as  well  as  to  bicycles,  or  better. 


NOVEL  SPROCKET  REPAIR 


Rim  of  Old  Wheel  is  Cut  Off  an  Inch  from  the  Hub 
and  New  Rim  Riveted  to  the  Arms. 

A  quite  frequent  repair  on  old  machines 
is  the  replacement  of  the  front  sprocket, 
the  work  being  made  necessary  by  the 
wearing  out  of  the  original  sprocket. 
Sometimes  the  work  is  very  difficult  on 
account  of  the  sprocket  fastening.  Many 
old  sprockets  are  brazed  to  the  axle  or 
otherwise  secured  so  that  the  task  of 
taking  off  the  old  and  putting  on  a  new 
one  is  laborious  enough  to  take  all  the 
profit  off  the  job.  A  repairer  has  this  sea- 
son replaced  many  such  sprockpts  in  a 
manner  that  not  only  affords  ready 
accomplishment  of  the  work,  but  en- 
ables the  shopman  to  better  please 
the    patron    than     would     be    possible 


by  the  mere  duplicating  of  the 
old  sprocket  wheel.  The  method  also 
makes  it  possible  to  put  on  a  larger 
sprocket  than  can  be  commonly  secured 
of  the  old  pattern,  and  avoids  all  ma- 
chining of  stock  sprockets  in  order  to 
make  them  fit  the  axle. 

The  old  sprocket  is  not  taken  from  the* 
axle,  but  the  arms  are  sawed  off  about  an 
inch  above  the  hub.  A  sprocket  of  the 
popular  type  is  purchased  and  holes 
drilled  in  the  ends  of  the  old  sprocket 
arm  stubs.  The  sprocket  is  then  placed 
on  the  inner  side  of  the  old  hub  and 
rivets  put  through  the  holes.  Careful  and 
solid  riveting  will  securely  fti^ten  the 
new  sprocket  to  the  hub.  The  rivets 
should  be  as  large  as  the  holes  Ihrousrh 
which  they  pass  in  order  to  prpvent  the 
sprocket  workins:  loose  in  use.  The  di^shed 
side  of  the  sprocket  beins  turned  outward 
will  bring  it  in  approximately  thp  same 
chain  line  as  the  former  wheel.  The  job 
in  each  instance  where  it  has  been  exe- 
cuted has  given  satisfaction  as  it  gives 
the  owner  of  the  machine  a  new  sprocket 
whirh  is  of  a  late  popular  stvle  and  lends 
the  bicycle  something  of  an  up-to-date  ap- 
pearance. A  slight  advance  in  charge 
may  be  made  for  supplying  the  new 
sprocket  over  that  which  could  be  ex- 
pected for  putting  on  one  of  the  old  style, 
and  as  the  job  is  easier  to  do  than  the 
avera fro  job  of  sprocket  replacement  after 
the  old  plan,  it  becomes  a  more  profitable 
repair  for  the  shopman. 


WHAT  IT  COSTS  TO  FAIL 


New  RanVruntcv  Law  Plake.o  Cost  of  Proceedings 
Lighter— Clerk,  Referee  and  Trustee  Fees. 


Reearding  cost  of  procedure  in  bank- 
ruptcy cases  under  the  new  law.  W.  C. 
Spras'ne  writes  in  the  Hardware  Trade 
that  it  was  the  erreat  expense  entailed  by 
the  old  laws  that  brousrht  about  their  re- 
ppal.  Under  the  new  law,  fees  are  mod- 
erate. 

The  netitioner  m"st  deposit  with  the 
clerk  the  sum  of  $25.  except  in  the  case 
of  a  petition  "of  a  proposed  voluntary 
bankrupt,  which  is  ar-comnanled  bv  an  af- 
fidavit stating  that  the  petitioner  is  with- 
out, and  cannot  obtain,  the  money  with 
which  to  pa>  such  fees."  Tn  suf^h  a  case 
no  depo?1t  is  reoulred.  Of  the  $25,  $10  is 
for  clerk's  fee.  $10  for  referee's  fpe,  and 
$5  for  trustee's  fee.  The  trustee,  in  addi- 
tion, receives  such  commission  as  may 
be  allowed  by  the  court,  not  to  exceed 
3  per  centum  on  the  first  $5,000  to  be  paid 
as  dividends  and  commissions.  2  per  cen- 
tum on  the  second  $5,000  and  1  per  cen- 
tum on  the  balance.  The  referee  will  re- 
ceive in  addition  to  the  $10  deposited  with 
the  clerk,  a  commission  of  "1  per  centum 
on  sums  to  be  paid  as  dividends  and 
commissions  or  one-half  of  1  per  centum 
on  the  amount  to  be  paid  to  creditors 
upon  the  confirmation  of  a  composition." 
Thus,  in  a  case  where  the  net  assets  for 
distribution  amount  to  $12,000.  the  clerk's 
fee  would  be,  as  in  all  cases,  $10,  the  ref- 
eree's, unless  an  offer  of  composition  was 
made  and  confirmed,  $130,  the  trustee's 
not  to  exceed  $175 — a  total  expense  for 
these  officers  in  such  a  case  of  $415. 

The  petitioner  is  allowed  also  one  rea- 
sonable attorney's  fee,  to  be  paid  out  of 
the  estate  before  distribution  to  creditors, 
the  amount  to  be  fixed  by  the  court. 


Profit  Due  to  Automatic  Machinery. 

After  a  series  of  misfortunes  which 
have  heretofore  prevented  the  Alfred 
Appleby  Twin  Roller  Chain  Co.,  limited, 
of  Birmingham,  Eng.,  from  showing  a 
favorable  balance  sheet,  this  concern  at 
its  annual  meeting,  held  last  month,  re- 
ported a  profit  of  nearly  $7,000,  as  the  re- 
sult of  the  introduction  of  automatic  ma- 
chinery, by  which  an  increase  of  25  per- 
cent in  output  and  25  percent  decrease  in 
the  number  of  employes  has  been  attain- 
ed. 


The  Cycle  Age  and  Trade  Review 


13 


M: 


:ld! 


Fauber  m2  Hanger. 

NEW  IDEAS— NEW  PRICES. 

MANUFACTURERS  who  used  Fauber  Hangers  were  very  successful  and  well  satisfied. 
DEALERS  found  them  good  sellers  and  bicycles  fitted  with  them  not  dead  stock. 

RIDERS  appreciate  the  simple  and  practical  construction  of  the  Fauber  Hanger  and   the    advantage    of   a 

standard  article  for  which  yoa  can  get  any  necessary  repairs. 
We  are  Pioneers  in  the  manufacture  of  One-Piece  Crank^Axles  and  own  more  than  twenty  allowed  and  pending 

patents.     The  Success  of  the  Fauber  Hanger  is  unparalleled  in  the  bicycle  trade. 

OUR  RECORD. 


Output  over 


40,000    complete 


200 
9.000 
30  000 
100  000 
300,000 

A    capacity   of 


1. 000    per  day, 


which  we  are  fabt  increasing. 


Our  improved  Spanner  Lock  Nut  makes    /"^^^^^^^^^^^^    the  end  of  the  hanger  flush  and  dust-proof. 

Note  this  is  our  |p^y\/''^^  '^'*'G\f^^    special  construction. 

NEW  SPANNER  LOCK  NUT 

IMPROVED  FAUBER  REAR  FORKS  AND  BACK  STAYS. 


FORK  COilPLETB. 


PIECES  SEPARATE. 


THE  COMING  CONSTRUCTION— These  forks  are  made  of  three  pieces  ; 
the  neck  tube  is  slotted  ;  the  ends  overlap  in  the  joint,  making  it  flush  and  rein- 
forcing the  bend.  We  furnish  the  forks  ready  to  assemble.  They  line  up,  are 
easily  brazed,  finished,  strontj  and  light.  The  shape  and  style  of  this  fork  are 
perfect.  To  supply  a  part  of  our  trade  for  '99  we  have  contracted  for  500,000  feet 
of  Shelby  Tube. 

W.  H.  FAUBER, 

Manufacturer, 

Jackson  and  Clinton  Streets,  Chicago. 

Mention  The  Cycle  Age 


711 


-K 


14 


The  Cycle  Age  and  Trade  Review 


THE   WHITNEY   STEAM   WAGON 


Engine   Reduced   to  Small   Weight   But   Wagon    Details 
Stoutly  Made— Operation  Simplified 


George  E.  Whitney,  New  street,  East 
Boston,  has  been  engaged  on  the  steam 
motocycle  since  1863,  although  his  first 
complete  steam  wagon  was  not  placed  on 
the  road  until  the  month  of  October,  1896. 

Mr.  Whitney  was  born  in  1863  and 
comes  of  a  family  which  has  furnished 
many  names  well  known  to  the  mechani- 
cal world,  Amos  Whitney,  of  the  ma- 
chine tool  building  firm  of  Pratt  &  Whit- 
ney, Hartford,  being  his  uncle,  and  the 
Whitney  of  cotton  gin  fame  being  in  his 
ancestral  connection. 

George  E.  Whitney  has  had  a  long  ex- 
perience with  small  yacht  engines  and 
boilers,  which  involve  most  of  the  prob- 
lems connected  witn  a  motor  suitable  for 
driving  steam  wagons.  Nearly  twenty 
years  ago  Whitney  did  some  work  on  the 
first  Roper  steam  wagon,  which  was  a 
very  light  vehicle,  weighing  only  410 
pounds  and  capable  of  fast  work.  This 
Roper  wagon  had,  of  course,  wooden 
wheels  and  steel  tires,  the  wire-spoke 
suspension  wheel  and  the  pneumatic  tire 
being  unknown  in  the  day  of  Roper's  first 
work. 

Boiler  With  Qun  Barrel  Tubes. 

Roper  used  a  boiler  20  inches  high,  of 
only  10  inches  diameter,  with.  63  tubes  of 
large  diameter.  No.  10  sporting  gun-bar- 
rel gauge,  and  these  large  tubes  were 
only  10  inches  long.  Such  tubes  as  Roper 
thought  fit  to  use  were  not  to  be  bought 
in  the  market  in  his  day,  and  Roper 
made  them,  buying  sporting  gun  barrels 
and  cutting  them  to  his  length,  and  turn- 
ing them  down  to  about  1-32  of  an  inch 
thickness  in  the  body,  with  thicker  ends, 
which  were  V-threaded  60  p.  i.,  and 
screwed  into  his  boiler  tube  sheets,  the 
tube  sheet  holes  being  small  in  one  head 
and  large  in  the  other  head,  both  heads 
being  tapped  at  the  same  time  with  a 
long  2-size  tap,  and  the  flues  being  made 
with  2-sized  ends,  so  that  the  smaller 
threaded  ends  of  the  tubes  could  slip 
through  the  larger  tapped  holes  in  one 
tube  sheet  and  drop  down  to  the  other 
sheet,  and  then  the  threaded  tube  ends 
could  be  turned  home.  Roper  made  the 
threads  on  his  tube  ends  taper,  and  did 


Fig.  1.— Boiler    hells,  one  complete  aud  one  lacking 
flues  aud  steam  cliamber. 

not  expand  his  tubes  after  screwing  them 
in.  but  depended  on  the  taper  threads  to 
make  them  tight  in  the  tube  sheets. 
Roper's  tubes  were  of  too  large  diameter 
for  their  length,  and  Roper  used  coal  for 
fuel,  and  had  to  stop  his  carriage  and  dis- 
mount to  mend  his  fire,  and  when  the  fire 
was  once  made  he  had  either  to  run  his 
wagon  or  blow  off  his  steam  at  the  safety 
valve,  as  he  had  no  way  to  check  his  fire, 
and.  indeed,  there  is  no  way  now  known 
by  which  coal  or  coke  can  be  burned  un- 
der a  road  wagon  boiler,  so  as  to  fill  the 
exacting  conditions  under  which  a  moto- 
cycle steam  boiler  should  work  readily. 

Whitney,  in  his  experiments  with  yacht 
boilers,   found   that   the   single   vertical 


tubular  boiler,  with  flues  26  diameters  in 
length,  produced  more  steam  per  pound  of 
boiler  than  any  other  form  of  steam  gen- 
erator with  which  he  experimented,  and 
he  has  adopted  as  standard  the  boiler 
shown  in  Fig.  1. 

Dlmens  ons  and  Securing  of  Flues. 

This  illustration  shows  two  Whitney 
boiler  shells,  one  complete,  except  that 
the  flues  are  not  in  place,  while  the  other, 
lying  on  its  side,  lacks  both  flues  and  the 
steam  chamber  in  which  the  steam  cylin- 
ders are  placed.  The  dimensions  of  the 
Whitney  boiler  are,  total  height,  20  in- 
ches, with  a  body  diameter  of  16  inches. 
This  gives  a  horizontal  "expansion  ring" 
between  the  water-leg  fire  box  diameter 


company,  and  although  he  is  now  en- 
gaged on  his  seventh  or  eighth  wagon,  he 
has  adopted  no  standard  general  con- 
struction. Some  of  the  Whitney  details, 
are,  however,  regarded  as  establ)s:iert, 
among  these  being  the  carriage  frame 
and  front  axle  support,  the  steering  han- 
dle, which  is  very  peculiar,  the  boiler  and 
valve  motion,  the  carriage  springs  and 
the  wheels  and  wheel  tires.  No  two  of 
the  steam  wagons  built  by  Whitney  so 
far  are  alike;  all  have  been  built  to  or- 
der, at  prices  from  $1,500  to  $2,200  each, 
and  in  weights  varying  between  650  and 
1,300  pounds. 

Weights  Qradually  Increased. 

It  is  noteworthy  that  Whitney  began 
with  his  lightest  vehicle,  and  has  seen 
cause  to  increase  his  total  weight  to 
double  that  of  his  first  wagon:  all  of 
these  wagons  have  had  the  same  motive 
power,  so  far  as  completed.  The  cylin- 
ders are  2%-inch  borex4-inch  stroke,  and 
the  two  are  cast  in  one  piece,  as  shown  m 
Fig.  2. 

The  two  cylinders,  2%-inch  bore  by 
4  -  inch  stroke,  have  no  marked  pe- 
culiarity.     They      are      connected      by 


The  Whitney  Steam  Wagon,  Side  and  Eear  Views. 


of  16  inches,  and  the  body  or  barrel  dia- 
meter of  14  inches.  This  introduction  of 
the  expansion  ring  in  the  outer  shell  of 
the  boiler  is  advantageous  inasmuch  as 
it  gives  room  in  the  fire  box  for  a  burn- 
er of  the  same  diameter  as  the  lower 
tube  sheet,  but  its  greatest  use  is  in  af- 
fording an  easily  bent  surface,  which  will 
permit  the  boiler  shell  to  expand  and 
contract  without  changing  the  distance 
between  the  top  and  bottom  tube  sheets. 

Whitney  uses  copper  tubes,  %-inch  dia- 
meter, and  about  300  in  number.  These 
flues  are  first  enlarged  at  one  end  by  ex- 
panding, and  are  then  V-threaded  at 
each  end  50  p.  i.,  double  threads.  This 
gives  a  flue  thread  the  same  size  as  if 
the  pitch  were  100  p.  i.,  making  a  thread 
so  fine  as  to  be  almost  invisible,  unless 
attention  is  directed  to  it.  The  differ- 
ence in  the  flue  end  diameters  is  about 
1-32  of  an  inch  only,  which  is  abundant 
to  allow  the  small  end  of  the  flue  to  slip 
through  the  larger  holes  in  the  flue  sheet, 
as  in  Roger's  couotruction. 

Whitney  makes  his  flue  threads 
straight  or  parallel,  not  taper,  and  after 
the  tubes  are  screwed  into  the  tube 
sheets  their  ends  are  made  tight  by  use 
of  a  3-roll  expander.  The  boiler  tube 
sheets  are  tapped  with  a  long  2-size  tap, 
50  p.  i.,  double  thread,  straight  and  paral- 
lel. The  boiler  shell  and  fire  box  are  of 
steel,  about  1-10-inch  in  thickness,  and 
the  completed  boiler,  which  weighs  about 
85  pounds  only,  is  tested  to  500  pounds 
hydraulic  pressure.  The  steam  pressure 
used  is  not  high,  only  about  125  pounds, 
commonly. 

Whitney's  idea  is,  at  this  time,  that  he 
desires  simply  to  know  what  will  run 
best  on  the  road.  His  patents  and  in- 
ventions are  in  the  hands  of  a     strong 


the  walls  of  the  steam-chest,  and  tlie 
valve  faces,  which  are  of  locomotive  pro- 
portions, stand  at  about  45  degrees  of 
inclination  to  the  steam-chest  cover  seat. 
Although  Whitney's  carriages  all  reverse 
and  run  equally  well  in  either  direction, 
he  does  not  use  a  link  valve  motion,  nor 
eccentrics. 

steering  Assisted  by  Valve  Action. 

The  valve  action  is  taken  from  a  double 
cranked  shaft,  the  cranks  having  a  radi- 
us equal  to  half  the  constant  valve  trav- 
el, and  standing  at  90  deg.  to  each  other. 
This  valve  crank  shaft  is  driven  by  a 
sprocket  and  chain  gear  even  turns  with 
the  engine  shaft.  The  engine  shiift 
sprocket  is  fixed  on  the  crank  shaft,  and 
on  the  valve  crank  shaft  is  mounted  a 
sleeve,  splined  inside  to  slide  endwise  on 


Pig.  2. — Cylinders  and  Conneetine;  Rods. 

a  crank  shaft  feather,  and  having  two 
spiral  grooves  on  its  outer  surface,  which 
engage  two  studs  in  the  inside  of  the 
sprocket  hub;  the  sleeve  slides  with  a 
clutch-fork  movement  both  on  its  spline 
or  feather  in  the  valve  shaft,  and  through 
the  sprocket  hub,  and  thus,  by  virtue  of 


The  Cycle  Age  and  Trade  Review 


15 


I  Announcement  Extraordinary 


j& 


yfe 


^ 


MONARCH  AND    DEFIANCE   LIST 
PRICES  FOR    1899 

Models  67  and  68,  MONARCH  ROADSTERS,       - 
Models  63  and  64,  DEFIANCE  ROADSTERS, 
Model    48  MONARCH  COOPER  SPECIAL, 

Cire  equipment  Itloitarch  EiitC:^  DUltlCP 


Our  prices  for  J  899  are  not  the  onty  attractive  features  we  have  to  offer.      Progress  is  our  motto.      We  have  not  reached  that  point 
in  our  existence  where  it  is  impossible  to  advance.      W^e  have  an  interesting  story  for  good  agents. 

RIDE  A  MONARCH  AND  KEEP  IN  FRONT ! 


new  Vorh.      Eendon. 
mamburs. 


monarcl)  €ycle  mfa.  €o. 


Mention  The  Cycle  Age 


16 


The  Cycle  Age  and  Trade  Review 


its  exterior  spiral  grooves  engaging  the 
sprocket  hub  studs,  causes  the  sprocliet 
to  maKe  an  angular  advance  or  retreat 
upon  the  valve  crank  shaft  of  such  ex- 
tent as  to  cause  the  engines  to  run  back- 
ward or  forward  at  will.  The  advantages 
of  this  valve  motion,  which  exactly  cor- 
responds in  action  to  the  well  known 
shitting  eccentric,  are  the  avoidance  of 
the  laige  sliding  circumferences  insepara- 
ble from  the  eccentric,  and  obtaining  the 
certainty  of  a  full  acting  valve  in  both 
directions.  There  is  no  "hooking  up" 
possible,  as  with  the  link,  and  hence  the 
engine  is  always  full  powered,  and  so  able 
to  nandle  the  carriage  promptly.  Too 
much  importance  cannot  be  given  to 
promptness  of  driving  action  for  motocy- 
cle  use.  In  narrow  crowded  streets, 
which  are  the  rule  in  Boston,  it  is  ab- 
solutely essential  that  a  carriage  should 
be  able  to  stop,  back,  turn  and  go  ahead 
promptly  and  certainly,  and  it  is  impos- 
sible to  realize  the  instant  change  of 
direction  of  which  the  Whitney  carriage 
is  capable,  until  after  one  has  ridden 
in  it.  With  a  link  valve  motion  and  the 
usual  notched  quadrant  there  would  be 
no  possibility  of  such  cockroach-like  cel- 
erity of  motion  in  any  direction  as  exists 
in  the  Whitney  steam  wagon;  if  the  link 
reversing  lever  were  held  by  friction  on 
the  quadrant,  there  would  still  be  the  pos- 
sibility of  less  than  a  full  valve  action  in 
either  direction.  Mr.  Whitney  did  not  say 
that  this  certainty  of  valve  action  de- 
cided him  to  employ  the  rather  unusual 
form  of  valve  motion  which  he  uses,  as 
this  point  was  not  mentioned.  But  it 
was  very  evident  from  the  behavior  of  the 
carriage  that  the  points  specified  are  fully 
obtained,  and  are  also  extremely  advan- 
tageous. 

Wbere  Backing  Is  Required. 

As  to  the  need  of  a  reversing  or  backing 
action  in  a  motor  wagon,  there  can  be  no 
question.  No  wagon  is  safe  in  a  crowded 
street  which  has  not  brake  power  fully 
up  to,  or  even  beyond,  its  tire  resist- 
ance, the  lives  of  the  passengers  may  de- 
pend on  a  stop  so  quick  as  to  call  for  tire 
destruction  to  check  the  advance,  and 
safety  of  life  and  limb  go  before  the  safe- 
ty of  working  parts  of  the  carriage. 
Hence,  first,  the  brake  effect  must  be  all 
that  the  vehicle  will  endure. 

Next,  the  automobile,  to  make  headway 
in  crowded  streets,  must  have  the  power 
to  back  promptly,  and  for  any  desired 
distance.  Suppose,  as  often  happens  m 
Boston  streets,  a  wagon  is  driven  down 
a  narrow  lane  between  other  vehicles 
and  comes  to  a  block  in  the  trafl5c.  Then 
if  the  wagon  can  back  out  promptly  the 
way  it  came,  without  turning,  because  in 
such  a  situation  there  Is  seldom  room  to 
turn,  it  need  not  wait  until  the  block  is 
broken,  but  can  continue  its  way  on  an- 
other street,  while  the  drivers  of  the 
horse  drawn  vehicles,  unable  to  extri- 
cate themselves,  stay  in  the  bunch — and 
sing  hymns  and  discuss  church  matters! 

Stanley,  whose  steam  wagon  was  re- 
cently described  in  these  pages,  says  a 
motor  wagon  does  not  need  to  back,  and 
the  Columbia  parcels  carrier,  now  jUst  of- 
fered to  the  public,  has  no  backing  ac- 
tion. The  reason  is  very  plain;  the  roads 
about  Newton,  where  Stanley  does  his 
experimental  driving,  and  about  Hart- 
ford, where  the  Pope  wagons  make  their 
trial  runs,  carry  a  very  light  traffic,  with 
plenty  of  room  for  all  vehicles  appear- 
ing. Hence  the  Stanley  wagon  and  the 
Columbia  parcels  carrier  are  at  present 
without  a  reverse  action,  while  Whitney, 
whose  trial  drives  are  made  in  the  crook- 
ed, narrow  and  crowded  streets  of  Bos- 
ton, is  fully  aware  of  the  need  of  quick 
movements  forward  or  backward,  and  has 
provided  his  steam  wagon  with  a  valve 
motion  which  enables  him  to  go  where 
(he  wishps  as  quickly  as  the  strength  of 
his  mechanism  permits,  and  even  quicker, 
if  one   is  to  judge  from   certain  ragged 


canvas-exposing  tires,  hanging  on  a  peg 
in  Whitney's  shop. 

So  certain  of  his  movements  is  Whit- 
ney that  his  driving  appears  to  be  of  the 
most  reckless  description^  as  he  takes 
the  road  in  front  of  anything,  carriage  or 
trolley  car,  as  soon  as  he  is  fairly  ahead 
of  it,  and  does  not  check  speed  until  he 
seems  to  be  in  certain  collision  with  ob- 
stacles in  front  of  him.  Whitney  as- 
serts, however,  that  in  all  of  his  many 
thousands  of  miles  of  hard  driving  he 
has  never  touched  anything  whatever 
with  his  wagons,  and  after  the  first  half 
hour  of  his  driving, — Whitney  and  the 
writer  up, — all  feeling  of  trepidation  on 
the  part  of  the  passenger  vanished,  and 
was  replaced  by  Whitney's  own  absolute 
confidence. 

Much  of  Whitney's  certainty  in  driving 
is  undoubtedly  due  to  his  steering  lever. 
This  is  a  horizontally  swinging  lever  of 
very  peculiar  construction,  both  at  its 
lower  end  and  in  the  uuper  swinging 
arm.  The  peculiarities  of  the  lower  end 
of  the  steering  bar  arise  from  the  move- 
ments of  the  front  axle  with  relation 
thereto,  and  while  highly  ingenious  and 
effective,  need  not  be  particularly  de- 
scribed at  this  time.  The  upper  member 
of  the  steering  lever  has,  however,  dis- 
tinctive functional  elements  of  great  nov- 
elty and  also,  apparently,  of  the  higl^est 
utility. 

steering  Handle  of  Many  Functions. 

Whitney's  theory  is  that  in  an  emer- 
gency the  natural  impulse  is  to  keep  hold 
of  whatever  the  hand  is  grasping;  hence 


Fig.  3.— Controlling  Lever. 

a  motocycle  should  combine  in  one 
handle  all  that  is  needful  to  control  its 
entire  round  of  movements.  Acting  ononis 
conviction,  Whitney  provides  the  inner 
extremity  of  his  steering  lever  with  a 
spade-handle  grip,  as  shown  in  Fig.  3, 
standing  normally  about  vertical,  which 
is  grasped  by  the  driver's  left  uand,  and 
is  pushed  right  or  left  to  steer  the  wagon, 
and  is  slightly  rotated  to  open  or  close 
the  throttle  valve,  and  is  pushed  a  little 
way  outward,  telescoping  in  the  lever 
body,  to  place  the  valve  motion  in  for- 
ward gear,  while  a  backward  pull  of  this 
same  spade  handle  grip  reverses  the  en- 
gines, and  starts  the  wagon  backward. 
The  driver's  right  foot  is  on  the  brake 
treadle,  the  brake  being  a  leather  faced 
band  acting  on  a  drum  of  ample  diame- 
ter. At  first  sight  this  many-functioned 
steering  lever  seemed  likely  to  confuse 
the  green  driver,  but  a  very  short  ob- 
servation of  its  use  on  the  road  made  it 
clear  that  nothing  could  be  more  easily 
learned,  or  more  easily  or  quickly  mani- 
pulated. It  certainly  takes  less  time  to 
move  a  piece  already  in  the  hand  than 
is  required  to  let  go  of  one  piece  and 
seize  another  piece,  and  in  motocycle 
driving  fractions  of  a  second  are  often  of 
very  great  importance.  After  watching 
Whitney's  manipulation  of  this  steering, 
stopping,  starting  and  backing  handle 
for  a  few  miles,  the  writer  reached  a 
most  favorable  conclusion  as  to  its  mer- 
its. Whitney  asserts  that  this  combina- 
tion handle  gives  him  a  certainty  of  con- 


trol impossible  with  any  other  arrange- 
ment whatever,  and  this  wide  claim 
seems  really  borne  out  by  practice.  The 
spade  handle  grip  is  far  more  secure  than 
any  other  form  of  handle,  and  many  ac- 
cidents with  automotors  fitted  with  plain 
horizontal  steering  lever  grips,  would 
probably  have  been  avoided  with  the 
spade  handle  grip,  simply  because  the 
top  and  bottom  guards  prevent  the  dis- 
placement of  the  hand  and  consequent 
loss  of  control  due  to  a  rough  road. 

Complete  Operation  With  One  hand. 

The  Whitney  steering  lever  is  shown 
in  Fig.  3.  A  large  bell  is  mounted  on  the 
lever  near  the  grip,  where  it  can  be  easily 
operated  by  the  thumb.  This  bell  was 
very  seldom  used,  Whitney  preferring  to 
avoid  others  rather  than  to  warn  others 
to  avoid  him.  As  all  cycle  riders  are 
well  aware  the  unexpected  clang  of  a 
loud  bell  close  at  hand  often  confuses  the 
oblivious  pedestrian,  and  sometimes  leads 
to  the  very  result  the  bell  is  designed  to 
prevent.  But  the  \Vhitney  steam  wagon 
is  under  far  better  control  than  any  bi- 
cycle, and  can  be  moved  half  an  inch  for- 
ward or  backward  from  rest  with  perfect 
certainty,  and  can  be  checked  in  speed 
within  three  or  four  feet  when  running 
at  a  ten-mile  clip,  sufficiently  to  place  it 
under  the  instant  control  of  the  brake. 

The  inner  side  of  the  dash  board  car- 
ries a  small  mirror  which  reflects  the 
water  gauge  located  on  the  boiler  under 
the  seat,  and  two  gauges,  one  showing  the 
boiler  pressure  and  one  the  air  pressure 
in  the  gasoline  tank,  which  is  about  3 
pounds  only,  and  there  is  also  a  graduat- 
ed quadrant  which  is  traversed  by  a 
float-actuated  index  flnger,  and  thus  in- 
dicates the  amount  of  water  in  the  water 
tank.  The  brake  is  operated  by  the 
treadle  seen  in  front  in  Fig.  3.  This 
leaves  the  driver  with  his  left  foot  and 
right  hand  free,  and  gives  him  the  abil- 
ity to  control  the  movements  of  the  wagon 
solely  with  the  single  lever  grasped  by 
his  left  hand.  Hugh  Dolnar. 


INDIVIDUAL  WORKING  MOTORS 


Sale  of  Power  in  ^ma'l  Portable  Quantities  Would 
Permit  Workmen  to  Live  in  the  Country. 


The  bicycle  was  the  first  means  of  in- 
dividual mechanical  locomotion  to  come 
into  wide  and  general  use;  and  its  rapid, 
unexampled  success  proves  that  whatever 
mechanism  can  be  made  of  service  in  the 
everyday  activities  and  recreations  of  life 
may  tap  at  will  the  stream  of  the  world's 
revenues,  and  divert  Niagaras  of  gold  into 
the  industries  of  its  own  upbuilding.  The 
bicycle  has  marked  a  broad  advancement 
in  mechanical  evolution,  and,  although 
its  place  in  the  economics  of  the  future  is 
assured,  it  seems  not  unreasonable  to 
suppose  that  in  time  science  will  contrive 
to  place  in  our  possession  and  under  our 
control  something  which  will  do  for  us  in 
the  way  of  individual  power  what  the  bi- 
cycle is  doing  in  the  way  of  individual 
locomotion.  The  subject  instantly  broad- 
ens out  in  the  range  of  its  possibilities 
until  it  affects,  either  directly  or  in  its 
ramifications,  nearly  every  phase  of  life 
and  industry. 

Steam  and  electricity  create  special 
problems  as  they  are  harnessed  to  the 
world's  work,  until  the  conviction  grows 
in  the  minds  of  deep  thinking  men  that 
they  are  not  all-sufficient  powers.  Steam 
is  a  centralizer.  It  concentrates  industry 
and  by  gathering  laborers  into  a  small 
compass  increases  the  cost  of  living  and 
broadens  the  effect  of  losses  on  sales  and 
of  distress  in  hard  times.  Some  agent  of 
decentralization  seems  to  be  loudly  called 
for  to  partially  combat  the  centralizing 
tendencies  of  steam  and  electricity. 
Smaller  motors,  operated  by  other  forces, 
may  yet  prove  to  be  the  right  agent.  Of 
course  it  is  not  within  the  power  of  any 
material   agent   to   effect   great   changes 


w 


The  Cycle  Age  and  Trade  Review 


17 


SEr^2:S£v2:SEv 


£^42^^2^.i2^4M£v2:SPs>2^.2^SEV2!S?i 


Jobbing  Bicycles 


...FOR 


1899  Trade 


^jfcjtNO  OLD  STOCK,    EVERY  MODEL  NEW. 
TALKING  POINTS  THAT  HELP  YOU  SELL. 

For  tV>e  requirements  of  1899  trade  we  shall  build  tfiree 
distinct  lines  of  complete  bicycles^  embodying  all  features 
of  value  known  in  up  to  date  construction.  ^  ^  j*>  ^  ^ 

We  Are  Ready  Now 


to  show  you  our  samples  and  to  figure  on  your  supply > 
either  in  complete  or  stripped  bicycles.  SNELL  Hubs» 
Handlebars^  Forgings»  Pedals»  etc..  are  standard.  Our 
long  experience  and  immense  facilities  enable  us  to  give 
you  the  best  of  servxe  and  guarantee  you  quality  at 
the  right  prices.  Your  inquiries  will  receive  our  prompt 
attention.!^  ^^^^^^^,^^^^^^^,^ 


TOLEDO,  OHIO. 


vas^vas^!>as^va5 


n 
M 


Snell  Cycle  Fittings  company,  | 

i 


^S7tr^S7C^iS!l^SS7CSS!C'^?!^^37t^m^^j 


Keation  The  Cycle  Ace 


18 


The  Cycle  Age  and  Trade  Review 


except  as  it  co-operates  with  our  inclina- 
tions. The  expensiveness  of  steam  ma- 
chinery co-operated  with  our  inclinations 
to  congregate  in  cities.  The  greater  part 
of  our  growth  is  still,  however,  in  the 
country  and  in  the  small  towns.  When 
we  halt  in  the  experiment  of  multiplying 
our  great  cities,  our  inclinations  may  co- 
operate with  a  motor  energy  which  is 
plebeian  and  ultra  democratic. 

Let  us  suppose  that  a  workman  can 
make  many  of  the  innumerable  small  ar- 
ticles which  have  iron  and  steel  as  com- 
ponent materials.  This  workman  has  his 
bits  of  machinery  and  tools  in  his  shop. 
They  do  not  cost  much  more  than  the 
carpenter's  chest  of  tools.  .He  has  the 
skill;  he  also  has  the  tools;  he  wants  the 
power.  But  a  neighbor  tells  him  that  he 
can  buy  in  quart  or  in  gallon  cans  stored- 
up  energy,  be  it  of  what  nature  it  may, 
and  that  by  a  contrivance,  which  may 
cost  little  or  nothing,  he  can  attach  his 
machinery  to  this  democratic  device  and 
be,  if  he  wishes,  a  semi-independent  work- 
man with  the  advantages  in  the  gift  of 
simple  machinery.  He  can  make  many 
iron  and  steel  articles  in  the  middle  of  a 
prairie  and  sell  them  to  his  neighbors  for 
cheap  rent  and  cheap  food.  The  divisi- 
bility of  motor  energy  may  make  it  the 
poor  man's  friend.  You  cannot  buy  ten 
cents"  worth  of  steam  power;  but  there  is 
no  reason  why  motor  energy  may  not  be 
sold  in  ten-cent  packages  if  there  is  suflS- 
cient  demand  for  it  in  that  form.  It  is 
not  impossible  that  the  development  and 
popularization  of  the  "poor  man's  motor" 
may  lie  within  the  special  province  of  the 
"greater  cycle  trade"  of  the  twentieth 
century. 


CARRIAGE    OR    CYCLE    DESIGN 


BUYERS'  CO^StkVATIVE  TASTES 


The  Projected  Philadelphia  Show. 

Philadelphia,  Oct.  31.— The  local  Cycle 
Board  of  Trade  is  endeavoring  to  secure 
for  Philadelphia  the  honor  of  being  the 
first  city  on  the  American  continent  to 
promote  an  exhibition,  the  principal  feat- 
ure of  which  will  be  a  comprehensive  dis- 
play of  all  the  electric  and  steam-pro- 
pelled motor  carriages  now  in  existence, 
of  both  foreign  and  domestic  manufac- 
ture. President  W.  M.  Brewster  is  now 
in  correspondence  with  all  known  manu- 
facturers of  automobiles,  with  a  view  to  in- 
suring the  co-operation  of  the  majority  of 
them.  The  local  board  is  a  unit  in  advo- 
cating such  an  exhibition,  and  its  mem- 
bers are  already  enthusiastically  at  work 
endeavoring  to  insure  its  success  from  a 
cycling  standpoint.  Although  the  exact 
date  and  place  were  not  decided  upon  at 
last  week's  meeting,  it  was  the  unani- 
mous opinion  that  the  first  week  in  Feb- 
ruary was  most  suitable.  The  selection 
of  a  place  will  depend  upon  the  tenor  of 
the  replies  received  by  President  Brew- 
ster from  the  automobile  manufacturers. 
It  is  expected  that  at  the  November  meet- 
ing of  the  board  the  full  details  will  be 
announced  and  the  preliminary  work  as- 
signed to  the  various  committees. 


Two  Whitneys  Make  Motorcars. 

In  a.  recent  issue  of  this  paper  the  name 
of  George  E.  Whitney  of  East  Boston 
was  printed  as  George  F.  Whitney  and  as 
the  latter  is  the  name  of  a  machine  mak- 
er in  Boston  who  is  engaged  in  the  pro- 
duction of  an  explosion  engine  motocy- 
cle,  the  error  was  confusing.  George  B. 
Whitney  has  long  been  engaged  in  per- 
fecting a  steam  wagon  and  has  built  and 
sold  several  steam  driven  carriages  for 
use  on  common  roads.  His  work  is  de- 
scribed in  another  article. 


Problems   of   Motor   Carriage    Industry 

Preclude  Anything  Tnat  Looks 

Like  Machinery. 


The  White  Hickory  Wheel  company  of 
Flint,  Mich.,  has  leased  Jackson  Wheel 
Co.'s  plant  at  Jackson,  Mich.,  for  three 
years  and  the  two  companies  will  be  coh- 
solidated. 


C.  E.  Woods  is  the  designer  of  the  mot- 
or carriages  bearing  his  name,  and  gen- 
eral manager  of  the  Fischer  Equipment 
company,  of  110  East  Twentieth  street, 
Chicago,  which  manufactures  them.  He 
believes  in  incorporating  the  principles  of 
carriage  building  as  much  as  possible  in 
the  construction  of  motor  vehicles,  to  the 
exclusion  of  bicycle  ideas.  Interviewed 
recently  on  this  important  subject  he 
stated  the  reasons  for  his  views  substan- 
tially as  follows:  "The  art  of  carriage 
building  is  very  old  and  has  been  diver- 
sified to  meet  the  many  requirements  of 
personal  taste  exhibited  by  those  wno  are 
users  of  carriages.  There  is  hardly  a 
public  stable  today  of  any  importance  in 
which  you  cannot  find  ten  to  twelve  dif- 
ferent styles  of  vehicles,  and  the  private 
stables  of  the  wealthier  class  of  carriage 
users  run  from  three  to  six  different 
styles  of  vehicles,  each  of  which  has  its 
specific  and  different  purpose. 

"After  three  years  of  investigation 
among  this  class  of  carriage  users  I  have 
always  found  tne  inquiry  fiom  them  to 
be,  without  exception,  oi  a  p  cervaii^n 
of  the  styles,  luxury,  finish  and  appsar- 
ance  of  the  vehicles  to  wuich  they  have 
already  become  accustomed.  They  de- 
mand absolutely  the  same  diversity  of  de- 
sign and  adaptability. 

Consplcuousness  Is  Embarrassing. 

"This  simply  means  that  the  elimina- 
tion of  the  horse  for  a  propelling  pover 
and  the  introduction  of  other  means  will 
not  be  acceptable  to  those  who  are  users 
of  fine  carriages  unless  the  change  can 
be  made  without  bringing  with  it  a 
conspicuousness  in  carriage  design  that 
would  be  noticeable  in  any  way  to  their 
embarrassment.  In  other  words,  the  pur- 
chaser of  a  motor  vehicle  buys  it  for  ex- 
actly the  same  purpose  for  which  he  has 
always  previously  bought  a  carriage — as 
a  suitable  means  of  conveyance  adapted 
to  his  personal  needs.  The  fact  that  it  is 
self-propelled  does  not  appeal  to  him  so 
much  as  the  fact  that  it  is  something  in 
keeping  with  his  tastes  and  demands,  and 
I  find  that  the  introduction  of  any  nov- 
elty in  vehicle  design  is  not  only  pro- 
hibitive of  a  market  but  is  the  cause  for 
severe  criticism  from  the  users  of  the 
higher  class  of  vehicles.  There  are  some 
special  features  in  which  the  motor  vehi- 
cle will  bear  extreme  originality  in  de- 
sign, but  not  as  a  universal  and  general 
vehicle  proposition." 

Pneumatic  Tires  Not  Necessary. 

Mr.  Wood's  observations  do  not  cor- 
rooorate  the  statement  heard  in  some 
quarters,  namely,  that  bicycle  construc- 
tion in  motor  vehicles  is  the  popular 
idea.  "It  is  not  popular  and  not  practical 
for  many  reasons,"  he  said.  "Vehicles 
drawn  by  horses  have  required  long  years 
of  experience  in  their  general  construc- 
tion to  make  them  thoroughly  durable  in 
their  every  particular,  and  when  it  comes 
to  making  a  vehicle  that  is  pushed  instead 
of  pulled,  which  runs  at  nearly  twice  the 
speed  of  the  ordinary  horse-drawn  vehi- 
cle, and  which  weighs  from  two  to 
three  times  as  much,  and  is  to  operate 
on  exactly  the  same  roadways,  we  have 
a  proposition  which  requires  most  careful 
consideration  in  its  constructional  fea- 
tures. Bicycle  tubing  with  brazed  joints 
and  any  form  of  cast  connections  has 
been  found  wholly  inadequate  to  the  re- 
quirements, even  when  mounted  on 
pneumatic  tires.  It  would  perhaps  be 
possible  to  design  a  very  small  and  light 


vehicle  on  the  bicycle  plan  which  might 
be  fairly  serviceable  at  an  average  rate 
of  speed,  but  as  a  general  carriage  pro- 
position it  is  entirely  impracticable. 

"  'What  has  been  my  experience  with 
pneumatic  tires?'  "  repeated  Mr.  Woods. 
"It  has  been  very  unsatisfactory.  The 
idea  tfiac  they  ride  easier  is  correct  in  a 
limited  sense.  But  pneumatic  tires  were 
designed  for  lightness  in  a  bicycle  and  to% 
give  resiliency.  For  motocycies  these  con- 
siderations assume  a  different  aspect.  The 
saving  in  weight  disappears  wnen  the 
pneumatic  is  made  as  stout  as  required 
for  motocycies,  and  the  desired  resilien- 
cy is  obtained  through  careful  and  pro- 
per adjustment  of  springs  oetween  the 
body  of  the  vehicle  and  its  running  gear. 
Auu^itional  to  this  I  have  found  tnat  tne 
pneumatic  tire,  even  when  inflated  to  its 
highest  point,  absorbs  more  power  on  tne 
street  than  certain  forms  of  hard  rubber 
tire,  so  that  as  a  general  proposition  I 
have  abandoned  the  use  of  pneumatic 
tires  in  all  vehicles  which  I  have  de- 
signed." 

"What  is  the  superiority,  if  any  exists, 
of  wood  for  motor  vehicle  construction 
over  tne  all-metal  theory?"  asked  the 
writer. 

Metal  and  Upbolsterint;  Conflict. 

"My  opinion  on  this  point,"  replied  the 
man  of  experience,  "is  that  it  is  a  phy- 
sical impobbiDiiity  to  majve  a  motor  car- 
riage with  metal  as  the  principal  material 
of  construction  without  sacrificing  snape, 
style,  contour  and  finish.  The  applica- 
tion of  anytning  like  tine  upholstering 
would  be  almost  prohibitive.  The  special 
novel  forms  of  macnines  in  which  metal 
is  exclusively  used  could  not  be  classed  in 
the  category  of  carriages." 

Mr.  Woods  has  built  machines  weighing 
from  750  to  3,300  pounds,  and  has  formed 
the  opinion  that  the  proper  distribution 
of  weight,  proper  power  application,  and 
the  limitation  of  losses  in  gears  and 
means  of  transmission  still  present  prob- 
lems which  make  it  impossible  to  deter- 
mine at  present  to  what  minimum  thp 
weight  of  motor  carriages  may  eventually 
be  reduced. 

Two  Distinct  Fields  for  Makers. 

"Steam  wagons,  gasoline  wagons,  and 
all  of  that  class  of  vehicles,  have  their 
particular  field,"  continued  Mr.  Woods, 
"and  I  firmly  believe  will  be  brought  rap- 
idly to  the  front,  but  their  adaptation  is 
for  commercial  purposes  entirely  rather 
than  personal  conveyance.  In  other  words 
heavy  trucking  and  the  delivery  of  mer- 
chandise will  be  their  field,  for  the  utter 
absence  of  carriage  refinement  in  th^  ap- 
plication of  such  power  makes  it  prohibi- 
ti/e  of  success  in  what  may  be  termed 
fine  carriages,  either  for  public  or  private 
tiansportation." 


M.  &  M.  W.  Co.  Lose  By  Theft. 

Manufacturers  &  Merchants  Ware- 
house Company,  of  Chicago,  has  suffered 
losses  to  the  extent  of  nearly  $2,500 
through  the  peculations  of  a  16-year-old 
employe,  who  has  for  a  long  time  been 
carrying  away  bicycle  material  and  sun- 
dries, but  has  at  last  been  arrested,  and 
made  a  confession  involving  three  oth- 
ers. 


Bevelgere  Co.  Under  Administration. 

Receiver  has  been  appointed  for  Bevel- 
gere Cycle  Co.,  of  New  York  city,  by 
Justice  Pryor  of  the  Supreme  court,  on 
application  of  Meyer  Klein,  who  recov- 
ered a  judgment  against  the  company  for 
$140,  on  which  $25  was  paid.  . 


Burton,  Griffiths  &  Co.,  Ltd.,  of  London, 
England,  are  at  present  represented  in 
this  country  by  their  Mr  Griflilhs,  who 
is  visiting  the  manufacturers  of  Cleve- 
land and  Toledo  this  week. 


The  Cycle  Age  and  Trade  Review 


19 


THE  BECKLEY-RALSTON  CO. 


Quality 
the  true 
test  of 
cheapness. 
Gordon 
Quality 
is  found 
only 
in  the 


Stylish  Gordon  Saddle 


'99  M0D:EI/S  ready  for  those  willing  to  inspect  the 
most  popu'ar  saddle  ever  made — the  original  of  its  type,  the 
best  of  its  kind. 

ELBCTROS  ready  for  jobbers  desirous  of  cataloging 
high-grade  and  quick  selling  saddles. 

PRICES  ready  for  quantity  buyers. 

Cheaper  standard  or  competitive  models  are  also  ready 
for  those  interested  in  comparing  quality  with  price  before 
concluding  arrangements. 


THE  BECKLEY-RALSTON  CO. 


Sole  Agents  for  the 
Celebrated 

D.  &  J.  HANGERS 

For  Singles,  Tandems,  Triplets  and  Quads. 

Records,  friends,  customers,  satis- 
faction and  a  pri)fii»ble  business  in.'-ur- 
ance  policy  go  wiih  D.  &  J.  naugtrs  wiih- 
oui  extra  charge. 

Don't  Jet  tiie  first  cost  scare  you,  as 
the  1).  '&  J.  IS  the  ch<  apest  in  the  end. 

Hig-h-Grade  Hangers  for 
Hl^h-Orade  Iffachlaes. 


A  ROLLER  CHAIN 

Tool  steel  rollers,  rivets  bushed  with  tonl 
steel,  one-inch  pitch  always.  It  cannot 
stretch. 


NO.  3  HIGH  CARBON  FORGED  WRENCH 


Get  quo+ations  on 
your  '99  tiltille^.  Uigh- 
ei-t-sradt;  equipmtnt. 
Frame  fitiings  f  r 
singles  anrt  InrKer  ma- 
chines, hactory  prices 
to  quantity  buyers. 


Mamifactttrei'S  of 

GORDON  &  GORDON 

PATTSRN  SADDI,BS 


THE  BECKLEY-RALSTON  CO. 


178  LAKE  ST., 
TH^  BEST  Ll^nS  OBTAINABLE. 


CHICAGO,  ILL. 


The  I^argest  Distributlns:  Depot 
in  the  United  States  for  Hlgh- 
Grade  Bicycle  Goods. 


MADE  BY  PEOPLE  WHO  KNOW  HOW. 

Mention   The  Cycle  Age 


m 

m 

i 


i 

Ui 
pi 

i 
I 

m 


T 

We  Have  the 

H 

E 

Same  Aeents... 

Year  after  year.     There 

^  ^ 

must  be  a  reason  for  this. 

ir 

It  is  not  difficult  to  guess. 

T 

Our  BICYCLES  always 

I 

please. 

A 

THE  KIRK  MFG.  CO. 

1 

TOLEDO,  OHIO. 

L 

E 

Distributing  Agents: 

Conroy  Mfg.  Co.,  28  John  St.,  New  York. 
H.  B.  Shattuck  &  Son,  Boston,  Mass. 
Jas.  Bailey  Co.,  Portland,  Me. 
Carlin  &  Fulton,  Baltimore,  Md. 
Mistrot  Bros.  &  Co  ,  Houston.  Tex. 
Boutell  Bros.,  Minneapolis,  Minn. 
Powell  &  Clement  Co.,  Cincinnati,  Ohio. 
P.  E.  Allison,  Louisville,  Ky. 

Mention  The  Cycle  Age 

m 
m 


i 
i 
i 
m 

\^^¥\ 

%^ 


m 

i 

i 

i 
i 


i 
m 

m 


A  record  of  over 
40,000  MILES  on  a 


DIAMOND  CHAIN 


demonstrates  that  EXPEKIENCE  and 

GOOD   MATERIAL    count.     Our    '99 

line   will  be  the  MOST   COMPLETE 

offered  to  the  trade.     Ready  soon. 


Don't  forget  that  we  have  the 
ONLY  SATISFACTORY  BOLT  LOCK. 


Closed. 


Open. 


INDIANAPOLIS  CHAIN  &  STAMPING  CO. 


INDIANAPOLIS,    IND. 


R.  B.  MeVULLCN  C  CO., 

General  D.  S.  Sales  Agents, 
309  Broadway,  New  York, 
8S-90  Lake  St.  Cblcaco,  m.. 


NEW  YORK  DEPOT; 
J.  S.  Leng's  Son  &  Co., 
4  Fletcher  St. 
Mention  The  Cycle  Age 


20 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


RAPID  QROWTH  IN  PEDAL  TRADE. 

Of  the  Increasing  business  in  bicycle  parts, 
the  pedals  of  the  Bridgeport  Gun  Implement 
Co.,  of  Bridgeport,  Conn.,  with  offices  at  313 
Broadway,  New  York,  have  become  a  prom- 
inent factor.  Last  year  the  business  of  this 
company  is  reported  to  have  doubled  that 
of  the  preceding  season,  and  Star  and 
Bridgeport  pedals  were  handled  by  more 
than  100  of  the  leading  manufacturers  and 
jobbers  of  the  country.  In  coHstruction  the 
'99  Star  will  not  differ  from  the  '98  model,  as 


it  is  believed  that  the  previous  style  and 
grade  of  construction  cannot  be  improved. 
The  finish,  however,  will  be  even  superior 
to  that  of  last  year.  The  barrels  of  both 
the  Star  and  Bridgeport  pedals  are  turned 
from  bar  steel,  thus  eliminating  pressed 
cups  and  assuring  perfect  alignment  and 
uniform  wear  on  the  bearings.  The  finish 
and  the  construction  of  parts  and  bearings 
are  the  same  in  the  Star  and  Bridgeport 
pedals,  but  the  form  of  construction  in  the 
Star  reduces  the  leverage  on  the  bearings 
to  a  minimum,  owing  to  the  increased  length 
of  the  barrel,  as  shown  in  the  first  illustra- 
tion herewith. 


BUNDY  CYCLE  AND  CARRIAGE  LAMP. 

In  the  acetylene  lamp  of  which  sectional 
view  of  lower  part  is  given,  Frank  E.  Bundy 
Mfg.  Co.  of  Elmira,  N.  Y.,  claims  to  have 
solved  the  problem  of  automatically  gener- 
ating the  gas  as  it  is  consumed  and  In  stop- 


ping the  generation  at  the  proper  time.  It 
also  claims  to  be  sole  owner  of  the  patented 
rights-  to  the  use  of  an  absorbent  in  the 
treatment  of  carbide  with  water.  Details  of 
construction  are  rendered  plain  In  the  draw- 
ing. The  carbide  cylinder  unscrews  and  Is 
recharged  by  removing  the  old  charge  and 
Inserting  a  so-called  "carblot"  of  fresh  car- 
bide put  up  In  a  cylindrical  case  made  air 


tight  by  means  of  lead  seals  at  either  end 
which  must  be  broken  open  before  the 
charge  is  placed  over  the  water  column  in 
the  generator.  An  over-pressure  of  gas  in 
the  generator  operates  through  the  feed 
cock  to  close  the  small  admission  valve  and 
automatically  stop  the  flow  of  water  until 
the  pressure  goes  down.  A  soft  felt  plug  or 
washer  is  inserted  in  the  lower  end  of  the 
gas  duct  leading  to  the  burner  for  the  jjur- 
pose  of  filtering  the  gas  and  taking  out  the 
impurities  before  they  reach  the  burner. 
This  must  be  removed  occasionally  when  it 
becomes  hard  and  full  of  Impurities.  The 
chief  feature  of  this  lamp  seems  to  be  in  the 
formation  of  the  "carblots."  In  which  the 
granulated  carbide  is  evidently  divided  into 
sections  by  circular  disks  of  absorbent  ma- 
terial which  equalize  the  distribution  of 
water  to  the  carbide  throughout  the  whole 
charge.  Another  feature  is  the  novel  con- 
struction of  the  bracket,  which  is  of  the 
rigid  type  designed  for  the  head  of  the  •ma- 
chine or  for  a  buggy.  The  reflector  is  easily 
removable  for  cleaning  by  the  loosening  of 
a  screw  in  the  back.  All  parts  are  inter- 
changeable and  can  be  renewed  at  any  time. 


DAVID  BRADLEY  CO.'S  MODELS. 

The  truss  framed  America  model  will  as 
usual  be  the  leader  of  the  concern  for  which 
E.  M.  Graham  is  superintendent  and  which 
is  now  known  as  the  David  Bradley  Mfg. 
Co.,  63  N.  Desplaines  street,  Chicago,  but 
this  company  will  for  1899  also  turn  out  a 
cheaper  machine,  called  the  Oriole  and  is  as 
willing  to  pin  its  reputation  to  the  latter  as 
to  the  better  known  America  model.  In  the 
America  the  one  piece  crank  and  shaft  con- 
struction with  which  the  superintendent's 
name  has  long  been  identified  is  used  as 
well  as  the  hubs  with  the  easily  removable 
sleeved  axles  which  have  for  some  time 
been  distinguishing  marks  for  the  product 
of  this  manufacturing  house.  Both  the 
hanger  and  the  hubs  are  made  with  the 
same  workmanship  as  of  old  and  offer  the 
rider  superior  facilities  for  taking  apart  and 
cleaning  without  any  labor  to  speak  of  and 
with  the  smallest  possible  chance  of  los- 
ing balls  or  in  other  ways  getting  into 
trouble.    The   outlines   of     hanger     mechan- 


^£,  CrclE.  AG£^ 


ism  and  rear  hub  are  shown  in  the  ac- 
companying illustrations.  About  the  same 
style  of  hubs  are  used  in  the  Oriole  as  in 
the  America,  The  system  employed  for  fas- 
tening seat  post,  handlebar  post  and  handle 
bar  is  also  the  same  in  the  two  models  and 
presents  some  novel  points  of  practica.1  val- 
ue. The  seat  post  fastening  Is  of  that  kind 
In  which  the  lower  portion  of  the  post,  sev- 
ered by  a  bias  cut  from  the  upper  portion  Is 
drawn  upward  against  the  Inclined  edge  of 
the  cut  by  means  of  a  drawbolt  operated 
by  a  wrench  applied  to  an  octagon  annular 
bolt  head  which  bears  against  the  upper  end 
of  the  post.  The  fastening  of  the  handle- 
bar post  is  similar  in  principle.  To  secure 
the  handlebar  at  any  desired  tilt  the  upper 
portion  of  the  post  Is  pierced  below  the 
split  ferrule  that  grasps  the  bar,  and  a 
bolt  Is  placed  In  the  hole  inclosed  in  a  two- 
part  sleeve,  each  of  the  sleeves  having  a 
segment  cut  out  to  form  a  wedging  surface. 
These  two  concaved  surfaces,  when  drawn 
together  by  the  tightening  of  a  nut  on  the 
rear  end  of  the  bolt  grip  the  bar  securely 
within  the  ferrule.  Corrugations  are  provid- 
ed for  additional  safety  though  in  reality 
superfluous.  In  both  models  tapered  stays 
and  forks  are  used.  The  stays  are  D  shape 
from  the  brace  down  and  taper  from  %- 
Inch  at  the  top  to  %-inch.  The  forks,  of  D 
pattern,  taper  from  '%-lnch  to  %-inch.  Twen- 
ty-two and  twenty-four  inch  frames  will  be 
the  stock  sizes;  In  the  former  the  steering 
head  Is  5%  Inches  long;  in  the  larger  frame 
7%  inches.  Hollow  drop  forged  crowns  are 
used  in  both  models.  The  company  will  also 
market  a  tandem  with  the  well-known  cen- 
tral draft  for  front  chain,  as  originated  by 
Mr.  Graham,  Incorporated  In  the  design.  An 
Individuality  which,  while  not  obtrusive, 
plainly  distinguishes  the  product  marks  all 
of  the  three  models  mentioned. 


roller  skate  manufacturer,  of  Richmond, 
Ind.,  where  Henley  Bicycle  &  Roller  Skate 
Works  have  the  largest  factory  in  the  world 
for  the  production  of  these  goods.  The  ac- 
companying illustration  shows  one  of  Mr. 
Henley's  improved  rink  skates,  which  are 
now  being  manufactured  in  large  quantities 
and  supplied  to  large  rinks  throughout  the 
country.  By  the  use  of  rubber  springs  the 
requisite  lateral  motion  of  the  trucks  is  ob- 
tained, thus  securing  to  the  skater  the  easy 
and  graceful  motion  which  has  rendered 
these  skates  so  popular.  The  trucks  can 
be  instantly  removed  by  drawing  back  the 
coupling  pin,  which  is  held  in  position  with 
a  strong  side  spring,  and  the  rubber  spring 
may  then  be  adjusted  or  replaced  in  a  mo- 


ment. The  tension  of  the  rubber  springs 
can  be  graduated  to  suit  any  skater.  All 
Henley  skates  can  be  furnished  with  Hen- 
ley's new  ball  bearing  skate  wheels  at  an 
advanced  price,  if  desired.  The  skate  shown, 
like  all  others  of  this  line,  is  symmetrical 
and  elegant"  in  its  proportions,  style  and 
workmanship,  and  is  claimed  by  the  makers 
to  be  a  thoroughly  strong,  practical  and 
durable  rink  skate. 


BUNKER  SADDLE  CO.'S  SIDE  LINES. 

The  '99  catalogue  of  Bunker  Saddle  Co.  is 
being  issued  from  the  new  location  of  the 
company,  at  71  Milwaukee  avenue,  Chicago. 
In  addition  to  the  several  models  of  the 
well-known  Rubber  Neck  honey-comb  cush- 
ion saddles  and  the  Bunker  felt-padded  and 
pneumatic  saddles,  this  booklet  shows  sever- 
al styles  of  tool  bags,  a  canvas  tourist's 
case,  leather  bicycle  belts  and  leather  sus- 
penders, all  made  by  the  Bunker  Saddle  Co. 
These  goods  are  of  the  best  selected  leather, 
assorted  colors  and  well  made.  The  claim 
is  made  for  the  suspenders  that  they  will 
not  break,  wear  out  nor  pull  off  buttons. 
The  peculiar  construction  by  which  this  de- 
sirable result  is  accomplished  Is  shown  here- 
with. All  wheelmen  who  llnd  the  wearing 
of  a  belt  objectionable  or  who  sometimes 
ride  in  long  trousers  will  be  pleased  to  find 
a  suspender  that  will  not  pull  across  the 
shoulders  when  bending  over  the  handle 
bars,  and  which  will  readily  adjust  itself  to 
the  movements  of  the  body  without  tearing 
off   buttons   or   breaking   away  itself.     Such 


■  7>/£.Crcie  A0E- 


speclal  goods  as  these  are  among  tliose  that 
cycle  dealers  might  appropriately  carry  In 
stock  to  increase  their  profits  through  the 
riding  season  and  which  customers  would 
not  expect  to  have  thrown  In  gratis  with 
machines   bought. 


IMPROVED  HENLEY  ROLLER  SKATE. 

The  revival  of  roller  skating  as  a  popular 
amusement  again  brings  before  the  trade 
and  public  M.    C.   Henley,   the  well   known 


LOZiER  BRANCH  OPENED  IN  CHICAQO. 

Temporary  headquarters  for  a  western 
branch  office  have  been  opened  in  the  Man- 
hattan building,  SI.")  Dearborn  street,  Chi- 
cago, by  H.  A.  Lozier  &  Co..  of  Cleveland, 
O.  Permanent  location  has  been  secured  at 
307  Wabash  avenue  and  will  be  ready  for 
occupancy  about  December  1.  The  main  of- 
fices v/111  be  on  the  third  floor  of  this  build- 


The  Cycle  Age  and  Trade  Review 


21 


THERE    WILL    APPEAR    BELOW    FROM    TIME    TO    TIME    TESTIMONIALS    FROM    THOSE    WHO    HAVE 
TESTED    AND    BECOME    CONVINCED    OF   THE    SUPERIORITY    OF 

CLINCHERS  TUBING 

FRONT    FORKS,   REAR    FORKS  AND   STAYS. 


ttbe  Xiberti?  C^le  Comtun^. 

Rafters  of 

Xtberti?  JSic^clee. 


BtiOgeport,  Conn., 


Oct.    21 ,        189  8. 


factory  anO  (Bencral  ©tttcca. 

The  Wllmot  &  Hobbs  Mfg.  Co., 

Bridgeport,  Corn., 

Oertlemen:- 

Iv   reply  to  your  inquiry  of  recant  date  would   say,    at   the 
opening  of   the   season  of  1898  we  had   considerable   call   for  machines  built 
of  your  Patent    "Clincher"    .50%  Carbon   "Swedoh"   Spring  Steel   Tubinp,   Pront 
Forks  and  Rear  Stays,   but  as  we  had   ordered  Seamless  for  our  entire  out- 
put we  did  not   care   to  order   "Gllrcher"   Tubing,    in  as  much   as  wte  had  vever. 
made  any   tests  of  your  tubing.     However,    orders  kept   coming  in  for  ma- 
chines calling  for   "Clincher"   tubing,   and  we   finally  decided  to  send   for 
some  pieces  to   test   same.     The  result  graa'tly   surprised  us. 

We  put   this   "Clincher"  Tubing  through*  all  manner  of   testi 
and   found   it,   when  made    into   frames,   without    reinforcements, v43X  stronger 
than   the  8eajDle8s,fraii!es  made   from  sape  diameter  and  guage'bf  tubing.J^rd 
which*>iad   the   relief  or  cements,    and  93%  stronger  than    the    sarse   Seacles'Sf' 
frames  when    the    "Clincher"   tnbing  fi'aroas  were   reinforced. 

Being  satisfied   that   this    "Clincher"  .tubing  was   far  superior 
to    the   Seamless  "ve  ordered  enough   for  several   machines  and  pun   them  on 
the   road,    giving  them  the  hardest  usage  possible,    ard  as  they   stood  up 
all    right  we  decided   to   order  enough   of  your  tub  tng  for  500  machines,    and"' 
before   the   close  of  the   season  we  had  orders  for  and   sold  800  machines 
made  of  your   "Clincher"   Tubing,    and  are  pleased   to   say  we  have  not   yet 
hSA  a  slnfil_e  complaint,    although  many  of  them  have  been  ridden   thousands 
of  miles.        We   find   this   "Clincher"  Tubing  more  accurate   in   size  t'han  the 
Seamless  and   the   surface    is   so  much   amoother  that  we  have,  had  less  work 
in    finishing   it    for  eranelling. 

We  .■are  satisfied  with  your  tubing  and  consider  it  the  beet 
for  bicycles  and  have  given  you  our  order  for  1899.  You  are  at  liberty 
to   use  us  as  reference  at  any  time. 

Yours  truly. 

The  Liberty  Cycl»  Co. 


A  WORD  TO  THE 
WISE  IS 
SUFFICIENT. 

HuDdreds  of  high-grade  cycle 
manufacturers  in  America  and 
Europe  have  already  thoroughly 
tested  "  CLINCHER"  Cycle 
Tubing  and  are  conviDced  of  its 
superior  strength  as  compared 
with  any  other  product  hereto- 
fore commercially  produced,  and 
are  prepared  to  give  their  trade 
their   choice    of    cycles    whose 

frames    are     constructed     from 

"CLINCHER'  products  or  seam- 
less tubing,  notwithstanding  the  fact  that  the  discount  offered  on  the  "  CLINCHER"  Tubing  list  is  70  per  cent,  while  that  on 
seamlesB  tubing,  the  lists  being  the  same,  has  been  commonly  advertised  as  75  per  cent. 

Do  not  be  misled  by  the  claim  of  certain  few  leading  makers  of  seamless  tubing  that  practically  all  other  tubing  pro- 
ducts are  of  inferior  grade  and  cheaper. 

The  Wilmot  &  Hobbs  ManufacturinR  Co. 


,^4^ 


No  cycle  manufacttiring 
company  ts  represented  ^  ^ 
through  its  siock  holders  or 
directors,  or  in  any  way  in 
the  company  making  the 
*^CLINCHER^^  product.  ^^ 

What  cycle  manufacturer  has 
not  wondered  why  deliveries  have 
been  delayed  on  his  specifications 
for  TUBING,  FORKS  or  STAYS 
and  finally,  perhaps,  only  to  re- 
ceive inferior  products? 

Does  the  cycle  manufacturer 
who  is  connected,  directly  or  in- 
directly,with  the  manufacture  of 
seamless  tubiog  products,  receive 
any  advantage  over  his  less  for- 
tunate competitor  in  the  cycle 
manufacturing  business  ?  Do 
not  all  need  more  than  one 
string  to  their  bow  ? 


BUSINESS    ESTABLISHED    1877. 


Mention  The  Cycle  Age 


BRIDGEPORT,  CONN. 


22 


The  Cycle  Age  and  Trade  Review 


ing  and  will  be  open  the  year  around,  while 
during-  the  selling  season  a  display  and  sales 
room  will  be  opened  on  the  ground  floor. 
This  branch  house  will  be  the  distributing 
point  for  Cleveland  bicycles  for  the  middle 
west  and  by  carrying  a  stock  of  machines 
in  Chicago  it  will  not  only  be  possible  for 
the  company  to  economize  in  the  matter  of 
expressage  by  shipping  machines  in  carload 
lots  to  Chicago,  but  to  also  make  quicker 
deliveries  west  of  Ohio.  The  new  branch  is 
in  charge  of  James  Levy,  for  several  years 
local  retail  sales  manager  for  Sterling  Cycle 
Works,  and  the  offices  to  be  opened  at  307 
Wabash  avenue  will  be  fitted  up  in  part  with 
the  fixtures  and  some  of  the  furniture  of 
the  elegant  offices  of  the  Sterling  Cycle 
Works,  recently  removed  to  Kenosha,  Wis. 
Manager  Levy  contemplates  establishing 
Cleveland  agencies  in  the  several  outlying 
sections  of  the  city  and  in  many  of  its 
suburbs. 


FOX  REVOLVING  ASSEHBLINQ  STAND. 

Manufacturers  of  bicycles  who  have  long 
sought  machines  for  more  quickly  and  ac- 
curately assembling  wheels  have  pointed  out 
the  saving  of  time  that  can  be  effected  by 
making  the  assembling  stands  with  revolv- 
ing tops  so  that  the  workmen  will  not  have 
to  walk  around  them  as  the  work  of  setting 
up  the  nipples  progresses,  and  have  sug- 
gested that  the  arms  which  hold  the  rim  in 
place  should  have  sufficient  pressure  to 
force  the  wood  into  a  true  circle.  Recogniz- 
ing the  importance  of  these  features,  the 
Fox  Machine  Co.  of  Grand  Rapids,  Mich., 
has  brought  out  the  ball-bearing  stand  here 
illustrated,  in  which  are  retained  all  of  the 
good  features  of  its  old  machine,  while  a 
number   of   improvements   are   incorporated 


in  its  construction.  In  this  new  machine  the 
company  is  enabled  to  put  in  twenty  arms 
so  that  it  can  be  used  successfully  for  40- 
spoke  wheels.  The  top  disk,  which  carries 
the  expanding  arms,  has  a  groove  turned  in 
its  periphery  with  radial  slots  milled  in  its 
face  to  receive  the  arms.  The  pin  or  pivot 
in  the  arm  fitting  into  the  groove  in 
the  outside  of  the  disk,  insures 
a  perfectly  concentric  bearing,  and  as  every 
one  of  the  arms  is  milled  to  a  template,  they 
are  bound  to  come  true  when  expanded.  The 
arms  are  expanded  by  means  of  a  hand 
wheel,  shown  below  the  disk,  which  is  at- 
tached to  a  coarse  pitch  nut,  the  upper  face 
of  which  carries  balls  that  reduce  the  fric- 
tion between  the  nut  and  the  expanding 
wheel  to  a  minimum  and  enable  the  opera- 
tor to  get  a  heavy  prossure  on  the  rim  and 
hold  it  true  even  if  it  was  warped  before  it 
was  put  into  the  machine.  The  sleeve  which 
carries  the  head  of  the  machine  is  mounted 
loosely  on  the  spindle  so  that  the  hole  can 
be  revolved  to  bring  the  different  spokes  in 
front  of  the  operator.  The  top  of  the  spin- 
dle is  bored  with  a  Moss  taper  hole  to  car- 
ry the  spindle  that  is  inserted  In  the  ball- 
bearing of  the  hub.  Four  arms  are  bolted  to 
the  disk  and  carry  dowel  pins  at  their  tops 
to  hold  the  spider  which  centers  the  top  of 
the  spindle,  thus  relieving  the  spindle  from 
the  strain  of  the  spokes  as  they  are  drawn 
up  from  different  directions.  Enough  free 
space  has  been  left  around  the  arms  so  that 
the  ojLgrator  can  readily  get  at  the  spokes 
and  nipples  to  set  them  up.  With  each  of 
these  machines  is  furnished  a  lightning 
screw-driver  which  enables  the  operator  to 
tighten  the  nipples  very  rapidly.  While  the 
company  does  not  claim  this  to  be  a  wheel 
truing  machine,  it  says  from  experience  that 
If  the  rim  is  true  when  it  is  put  on  the  ma- 
chine and  all  spokes  are  drawn  up  with  the 


same  tension,  the  wheel  will  be  true  when  it 
comes  out  and  will  not  need  to  go  on  the 
truing  frame. 

CALCLITE  OAS  LAMP 

An  acetylene  gas  lamp  of  very  simple  con- 
struction is  made  by  Calclite  Gas  Lamp 
Mfg.  Co.  of  Washington.  It  consists  of  a 
cylindrical  casing  containing  an  upper  water 
chamber  and  a  lower  generating  chamber. 
In  the  water  chamber  is  a  needle  valve 
which  carries  the  regulator  for  governing 
the  feed  of  water,  and  in  the  lower  cham- 
ber  fits  the   carbide  holder  or  carrier  hav- 


TM/^CrciS.JO^, 


ing  the  central  porous  distributing  column, 
which  is  directly  under  the  feed  opening  in 
the  division  wall.  By  this  construction  the 
manufacturers  feel  confident  of  having  ac- 
complished a  regular  feed  and  distribution 
of  the  water,  a  steady  light  of  any  desired 
brilliancy  within  the  limitation  of  the  lamp; 
and  avoidance  of  all  danger  of  explosion, 
as  no  pressure  can  ever  be  exerted  in  the 
generating  chamber. 

CHISHOLM  &  DAVIDSON  CONFIDENTIAL  LIST. 

A  small  confidential  price  list  for  manufac- 
turers only  has  just  been  issued  by  Chis- 
holm  &  Davidson  Co.,  factory  agents,  with 
general  offices  at  220  Broadway,  New  York. 
In  this  small  booklet  is  catalogued  every- 
thing necessary  in  the  construction  and 
equipment  of  bicycles,  but  all  prices  are 
given  in  letters  of  a  code  and  a  separate 
key  is  furnished  only  to  persons  in  the  trade 
who  are  entitled  to  trade  prices.  Notice  is 
given  that  these  factory  prices  are  subject 
to  revision  from  time  to  time,  and  customers 
are  advised  to  make  Inquiries.  Among  the 
novelties  carried  by  this  concern  may  be 
mentioned  crowns,  head-pieces,  hanger 
shells  and  connections  for  30-1nch-wheel 
models:  detachable  dress  guards  laced  with 
braid  or  silk  and  having  patent  quadrants 
attached  which  are  neat  and  simple  and  do 
away  with  loss  of  time  in  lacing;  also  the 
Frederick  ad.iustable  handle  bar  in  which 
the  grips  are  always  at  the  same  angle  re- 
gardless of  their  height  with  relation  to  the 
head  of  the  machine.  A  "brand  new"  hand 
truer  for  the  use  of  wheelmen  is  also  offered 
in  gross  lots  and  the  claim  is  made  that 
nothing  like  it  has  ever  been  offered  to  the 
trade.  The  full  line  of  goods  for  bowling 
alleys  carried  by  this  firm  suggests  a  side- 
line for  dealer  that  should  prove  profitable 
in  a  season  when  almost  all  cycling  clubs 
are  turning  their  attention  to  indoor  amuse- 
ments. 

PAUL  HIEKISCH'S  BICYCLE  STANDS. 

A  variety  of  cycle  stands  for  store  and 
home  use  are  made  in  Decatur,  111.,  by  Paul 
Hiekisch.  One  of  these  is  a  stout  steel  fold- 
ing frame  which  receives  the  axle  ends  of 
the  rear  wheel,  leaving  the  latter  free  to 
revolve,    so    that    customers    may    try    ma- 


chines in  the  store  or  the  rim  and  spokes 
may  be  readily  wiped  free  from  dust.  It  is 
also  convenient  for  traveling  salesmen.  An 
extension  attachment  is  furnished  for  this 
stand  so  that  by  the  use  of  two,  with  ex- 
tensions attached,  the  machine  may  be  sup- 
ported by  both  axles  about  three  feet  above 
the  floor  for  better  display.  A  tray  covered 
with  felt  is  designed  to  fit  in  this  frame  just 
beneath  the  wheels  of  the  bicycle,  where  it 
is  in  convenient  position  to  receive  fittings, 
tools,  etc.  By  means  of  a  roller  attachment, 
the  original  stand  without  the  extension, 
can  be  converted  into  an  inexpensive  home 
trainer.  In  the  accompanying  illustration  is 
shown  a  new  stand  designed  to  be  screwed 


to  the  floor,  where  the  tire  of  either  front 
or  rear  wheel  is  pushed  into  the  yokes  and 
the  machine  is  held  upright.  The  lower 
yoke  is  adjustable  on  the  upright  tube  and 
the  upper  .voke  is  stationary  on  the  bent  rod, 
which  telescopes  into  the  tube,  thus  making 
the  stand  adjustable  to  any  size  of  wheel. 
Tnis  stand  is  simple,  effective,  strong  and 
occupies  a  minimum  of  space. 


OTIS  THIRTY  INCH  WHEEL  MODEL. 

One  of  the  first  concerns  to  put  out  30- 
inch-wheel  models  was  Otis  Bicycle  Co.,  114 
Dearborn  street,  Chicago.  A  large  number 
of  these  machines,  havmg  4%  Incnes  drop  of 
hanger  and  3-inch  heads  have  been  in  the 
possession  of  riders  for  more  than  two 
months,  and  Otis  Goddard,  president  and 
manager  of  the  company,  states  that  he 
has  experienced  no  trouble  through  broken 
forks  or  heads  and  that  the  Interest  In  these 
models  seems  to  be  growing.  This  model 
will  be  pushed  vigorously  as  a  leader  by  the 
company,  which  will  make  very  few  changes 
in  its  other  models  for  the  coming  season. 
The  heads  of  the  30-Inch  wheel  machines  are 
electrically  welded  stampings  from  16  gauge 
tubing,  with  long  internal  flsh-mouth  rein- 
forcements at  the  connections.  A  section  of 
tubing  Is  brazed  Into  this  head  to  give  It 
additional  strength  and  the  steering  stem  of 
the  front  forks  Is  of  heavy  gauge  tubing  to 
withstand  the  stresses  imposed  by  the  use 
of  the  large  wheels.  An  arch  crown  is  used 
In  the  rear  forks  to  accommodate  a  narrow 
tread  and  make  possible  the  use  of  the 
Ewald  one-piece  eccentric  hanger,  but  the 
stays  are  continued  double  to  the  seat-post 
cluster,  being  cranked  just  above  the  tire 
to  run  parallel. 

HODQMAN  LINE  OF  TIRE  SUNDRIES. 

The  price  list  of  Hodgman  bicycle  tire 
sundries  for  '99  is  being  distributed.  The 
prices  quoted  are  subject  to  a  discount  to 
the  trade  only,  and  these  discounts  are  made 
known  only  upon  application.  Owing  to  the 
great  fluctuations  in  the  cost  of  crude  rub- 
ber, the  company  reserves  the  right  to 
change  the  prices  without  notice.  The  line 
is  comprised  of  plugs,  cements,  tire  tape, 
repair  outfits,  valve  stems,  elastic  luggage 
carriers  and  trouser  guards,  waterproof  rid- 


ing capes  weighing  about  36  ounces  and  fold- 
ing into  a  bag  10x6  inches,  and  vulcanizing 
patches.  These  last  are  shown  in  the  ac- 
companying drawing.  They  are  for  the  re- 
pair of  single-tube  tires  and  have  strings 
attached  for  holding  them  after  they  are  in- 
serted in  the  tire  until  they  are  vulcanized 
into  place.  They  are  made  in  1,  1%,  IVa  and 
2-inch  sizes.  Among  the  Hodgman  special 
flat-headed  plugs  Is  shown  th^  large  double- 
stem  emergency  plug  with  cloth  back  for 
repairing  large  cuts  and  rents  which  is  also 
represented  herewith. 


PREPARING  TO  PUSH  REMINGTON  CYCLES. 

Announcement  is  made  by  Remington 
Arms  Co.,  of  Ilion.  N.  Y.,  that  the  manu- 
facture of  Remington  Standard  bicycles  will 
be  continued  on  an  enlarged  scale  and  that 
a  standard  of  quality  consistent  with  the 
reputation  of  the  firm  as  makers  of  fine 
firearms  and  sewing  machines  will  be  strict- 
ly maintained  by  careful  supervision  in  the 
factory.  The  Remington  bicycles  will  retail 
at  the  popular  prices  for  '99  and  the  com- 
pany is  preparing  for  a  larger  sale  of  these 
machines  than  it  has  ever  had  before.  The 
traveling  force  has  already  been  increased 
so  that  it  is  now  sufficiently  large  to  en- 
able the  Remington  people  to  submit  their 
new  samples  to  every  prominent  dealer  from 
Maine  to  California  and  from  Canada  to  the 
Gulf.  

TRANSFER  NArtEPLATES  IN  SMALL  LOTS. 

For  dealers  who  handle  some  model  of  bi- 
cycle under  their  own  name  or  wish  to  ad- 
vertise their  agency  on  all  bicycles  which  go 
out  of  their  establishment,  and  also  for  bi- 
cycle builders  who  turn  out  only  from  fif- 
ty to  three  or  four  hundred  bicycles  per 
year,  the  Meyercord  Decalcomania  Trans- 
fer company.  Chamber  of  Commerce.  Chi- 
cago, makes  a  special  offer  in  their  1899  cat- 
alogue in  the  form  of  blank  transfer  name- 
plates  which  are  susceptible  of  a  great  many 
variations  in  color  effects  and  contain  a 
mortised  space  where  any  legend  may  be 
inserfed  which  the  dealer  or  builder  may  de- 
sire. The  company  keeps  these  designs 
made  up  in  stock  in  large  quantity  and  is 


The  Cycle  Age  and  Trade  Review 


23 


prepared  to  supply  them  in  small  lots  with 
the  required  variations  almost  Immediately 
upon  receiving  orders,  says  the  catalogue. 


WARRRN  COMPANY'S  LEATHFR  GRIPS. 

A  rapidly  growing  demand  for  their  leath- 
er grips  is  reported  by  J.  J.  Warren  Co.,  of 
Worcester,  Mass.,  manufacturers  of  a  com- 
plete line  of  fine  leather  and  canvas  goods, 
including  bicycle  tool  bags,  tourmg  bags  to 
fit  in  the  frame,  etc.  The  grip  has  a  hard- 
wood foundation  bored  to  admit  the  handle 
bar.  and  grooved  to  receive  the  seam  of  the 
leather.     The  solid  leather  covering  is  made 


7^/£CrCZ£A6J^ 


of  tw^o  pieces,  formed  under  pressure  in  a 
die  so  that  they  fit  each  other  and  the  core 
perfectly;  they  are  glued,  and  strongly 
stitched  together,  and  the  seam  is  carefully 
trimmed  and  rubbed  down  smooth  into  the 
groove  in  the  wood.  The  nickel  plated  brass 
ferrules  are  glued,  forced  on  and  then  pin- 
ned, and  will  stay.  Thus  made,  of  material 
of  superior  quality,  these  leather  grips  are 
of  attractive  appearance,  agreeable  to  the 
hands,  and  exceedingly  durable.  They  are 
furnished  in  variety  of  colors. 


JWAIfR  THR  PICHWOND  FLVPPS. 

Reynolds  &  Gross,  bicycle  manufacturers 
and  repairers,  have  removed  from  175  Mich- 
igan street  and  taken  over  the  former  repair 
business  of  B.  F.  Benson  who  is  soing  out 
on  the  road  for  Ames  &  Frost  in  November. 
Reynolds  &  Gross  will  continue  the  manu- 
facture of  the  Perry  cycles  in  their  new  lo- 
cation and  will  make  in  their  own  name  the 
Richmond  Flyer  bicycles,  which  they  made 
on  contract  last  year,  having  purchased  all 
the  dies  for  connections,  etc.  Manufactur- 
ing to  contract  will  also  be  continued. 


ASRRSTOS  TO^PFD  LA  HP  WfCKS. 

The  Jackson  Wick  Co.,  of  Cleveland.  O.,  Is 
making  lamp  wicks  of  cotton  with  asbestos 
tops.  The  fame  consumes  the  oil,  hnt  leaves 
the  top  of  the  wick  clean  and  even.  This 
makes  trimming  wholly  unnecessary  and  the 
flame  always  hums  evenly,  so  that  smoking 
is  obviated  and  the  disagreeable  duty  of 
cleanine  the  lamp  frequently  is  made  need- 
less. The  company  contemplates  making 
these  wicks  for  oil  cycle  lamps  and  if  they 
are  well  received  will  push  their  sale  the 
coming  season.  This  seems  to  offer  a  means 
to  manufacturers  of  kerosene  cycle  lamps 
to  remove  at  a  nominal  expense  one  of  the 
objections  that  have  been  raised  against 
these  goods. 

INSTALLING  A  BILLET  PIERCiNQ  PLANT. 

A  billet  piercing  mill  costing  about  $50,000 
is  being  put  in  at  the  Shelby  Steel  Tube 
Co.'s  works  in  Shelby.  O.  With  this  ma- 
chine the  company  will  be  able  to  buy  solid 
billets  of  steel  instead  of  hollow  ones.  By 
doing  this  the  high  tariff  on  hollow  Swedish 
billets  is  avoided  and  thousands  of  dollars 
will  be  saved  every  year. 


KLEINSTEUBER'S  SPRING  GRIP. 

The  spring  grip  construction  shown  below 
is  the  invention  of  Munroe  A.  Kleinsteuber, 

l.'it   Cherry   street,   Milwaukee,   who,    lacking 


the  time  and  facilities  for  its  production  on 
a  commercial  scale,  wishes  to  dispose  of  his 
patent.  The  drawing  represents  a  handle- 
bar in-  which  the  end  of  the  metal  tube  has 
a  swaged  reduction,  to  provide  clearance 
for  yield  on  the  part  of  a  grip  in  spring  con- 
nection therewith;  but  the  handle-bar  may 
be  of  solid  material,  such  as  wood,  shaped 
at  each  end  to  provide  the  clearance.  While 
a  preferred  form  of  spring  connection  is 
shown,  the  invention  contemplates  any 
spring  connection  that  may  be  found  most 
convenient  or  desirable;  and  It  may  be  pre- 


ferable to  employ  the  stiffest  spring  with  the 
handle-bar  having  the  greatest  drop,  and  the 
tension  may  be  varied  as  styles  of  handle- 
bars, but  it  is  the  intention  that  the  spring 
resistance  shall  always  be  sufficient  to  pre- 
vent undue  yielding  of  a  grip  in  the  grasp 
of  a  mounted  rider.  As  a  matter  of  detail, 
a  sleeve  constituting  a  grip-lining  is  shown. 
This  sleeve  is  used  for  the  reason  that  grips 
as  ordinarily  made  are  not  sutflciently  stiff 
for  the  purpose.      

EASTERN  BRANCH  FOR  VIKINGS. 

R.  D.  Alliger,  Jr.,  for  four  years  engaged 
}n  the  retail  cycle  trade  in  New  York  City, 
gave  up  his  retail  agency  for  Pierce  cycles 
and  wholesale  agency  for  Viking  bicycles, 
at  58  Pine  street,  in  that  city,  on  November 
J.,  to  become  manager  of  the  eastern  branch 
of  Viking  Mfg.  Co.,  of  Toledo,  which  will  be 
opened  in  New  York  about  December  1.  It 
js  the  intention  to  make  the  latter  a  whole- 
Baling  depot  covering  the  territory  includ- 
ing eastern  Pennsylvania.  New  Jersey,  New 
York  and  the  New  England  states. 


TOLEDO  TUBE   CO.  EXPANDS. 

Toledo  Tube  Company  has  enlarged  its 
capacity  by  moving  into  the  two  buildings 
formerly  occupied  by  the  Great  Western 
Pin  company.  The  company  has  two  floors 
in  each  building,  which  are  60x160  and  40  by 
140  feet.  A  nickelplating  plant  has  been 
added  and  in  addition  to  the  manufacture 
of  tubing  handle  bars,  seat  posts  and  other 
parts  will  be  made.  In  the  neighborhood  of 
100  men  are  employed  getting  out  export 
orders  for  Copenhagen,  Berlin,  Denmark 
and  London. 

COE  nPG.  CO.'S  PRICE  LIST  OUT. 

The  1899  illustrated  price  list  of  Coe  Mfg. 
Co.,  50  Warren  street.  New  York,  is  just  out 
and  is  being  sent  to  the  trade.  The  cata- 
logue embraces  several  lines  of  cycle  acces- 
sories   bearing    the    company's    odd    trade- 


7?yfCyClCA6E- 


mark,  which  signifies  perfection  of  finish  on 
popular  priced  goods.  Among  the  articles 
shown  are  the  three  styles  of  toe  clips,  called 
Nonpareil,  Unity  and  Racer;  the  Hercules 
coaster,  and  the  Boulevard  cycle  stand, 
shown  in  the  accompanying  drawings.  The 
Unity  clip  has  the  lower  portion  extended 
rearwardly  and  provided  with  two  bolts  and 
a  curved  auxiliary  plate  to  clamp  around  the 
barrel  of  the  pedal  instead  of  to  the  side 
plate.  The  racer  has  a  broadened  upper  part 
to  hold  the  foot  against  side  slipping,  and 
[lie  clip  attaches  to  the  side  plate  by  means 
of  two  bolts,  which  prevent  turning  in  the 
pedal.  The  cycle  stand  consists  of  a  stamped 
plate  to  be  screwed  to  the  wall  and  a  wire 
snrins'  bent  into  the  shape  shown  to  receive 
the  tire  of  a  bicycle  and  hold  the  machine 
upright. 

KOKOMO  TIRES  IN  LARGER  QUANTITIES. 

Kokomo  Rubber  Co.  announces  that  it  is 
now  prepared  to  fill  orders  more  promptly 
than  ever,  having  completed  an  addition  to 
its  p'ant  which  doubles  its  facilities  for 
turning  out  goods.  The  Defender  Special 
tire  has  gained  such  popularitv  during  the 
time  it  has  been  on  the  market  that  the 
eomnanv  will  continue  to  make  it  the  leader 
of  the  Kokomo  line  for  1899. 


Vittorio  Ferrari,  importer  of  American  cy- 
cle novelties  and  specialties  in  Milan,  Italy, 
writes  to  correct  the  statement  in  Cycle 
Age  of  September  29  that  Joseph  H.  Boetti 
had  been  appointed  American  purchasing 
agent  for  Pietro  Fabbre.  It  Is  now  stated 
that  J.  H.  Boetti  is  in  America  only  to  pur- 
chase exclusively  for  Vittorio  Ferrari,  while 
Fabbre  A-  Gagliardi  have  made  all  their  pur- 
chases direct  from  manufacturers  or  mer- 
chants.   

Traveling  salesmen  for  the  Viking  com- 
pany of  Toledo  have  been  assigned  as  fol- 
lows:   OlUe   Bernhart,   Ohio;   W.   F.   Gouty, 


New  England;  Herbert  Draper,  Iowa,  Minne- 
sota and  Wisconsin;  A.  B.  Kaufman  and 
Will  Sullivan,  the  South;  R.  D.  Alliger.  Jr., 
New  England  and  New  York  City;  W.  P. 
Laing,  Illinois  and  Missouri;  Howard 
French,  Maryland,  Delaware,  New  Jersey 
and  Eastern  Pennsylvania;  W.  H.  Shell,  Ne- 
braska and  Kansas;  George  Yokom.  Michi- 
gan; Harry  Myers,  Central  States;  James 
Wright,  Montana,   Oregon  and  Washington. 


Fitch  burg,  Mass.,  Oct.  31.— The  strike  at  the 
factory  of  the  Iver  Johnson  Arms  &  Cycle 
Company  has  been  settled  and  the  men  re- 
ported for  work  today.  The  employes  of 
the  company  went  out  several  weeks  ago 
on  the  announcement  of  a  cut  in  wages. 
The  men  in  returning  to  work  accept  a  re- 
duction, but  not  so  large  a  one  as  was  orig- 
inally announced.  The  end  of  the  strike  is 
welcomed  by  all  classes,  as  the  Iver  John- 
son pay  roll  is  an  important  factor  in  the 
prosperity  of  Fitchburg. 


Demorest  Mfg.  Co.,  of  Williamsport,  Pa., 
is  among  the  cycle  manufacturing  concerns 
which  have  made  a  gratifying  success  of 
their  foreign  business.  The  company  is  at 
present  giving  most  of  its  energy  to  filling 
foreign  orders,  and  Manager  McDonald 
traces  most  of  this  business  largely  to  ad- 
vertisements in  Cycle  Age,  to  which  the  for- 
eign buyers  refer. 


Ppesident  W.  E.  Miller  and  Secretary  W. 
S.  Miller,  of  Shelby  Tube  Co.,  were  in  To- 
ledo last  week,  looking  over  the  Toledo 
plant  of  the  company.  Some  improvements 
will  be  made,  among  them  being  the  addit'on 
of  a  dry  retort  oven  for  annealing  tube  with 
exposure  to  the  air  and  piercing  and  rolling 
machinery. 

Snell  Cycle  Fittina-s  Co.  •vnW  manufacture 
the  Falcon  for  Til'otson  Eros.  The  ma- 
chines will  be  assembled  bv  the  Tillotsons 
in  a  portion  of  the  old  Yost  plant.  The 
owners  of  the  Yost  plant  have  not  yet  found 
tenants  for  It. 

Cups,  cones  and  dust  caps  for  the  D.  &  J. 
hanger,  made  by  Park  City  Mfg.  Co..  of 
Chicago,  are  made  by  the  Grant  Ball  com- 
pany, of  Cleveland. 


TR4DE  NOTES. 

A  stock  company  of  prominent  business 
men  has  just  been  formed  in  Richmond, 
Ind.,  to  operate  a  roller  skating  rink.  A 
large  building  erected  for  the  purpose  has 
been  leased  for  a  term  of  years,  and  will 
be  fitted  up  in  first-class  manner.  The  skat- 
ing capacity  of  the  building  is  large,  allow- 
ing from  750  to  1,000  skaters  on  the  floor  at 
one  time. 

The  Outing  branch  in  Uouisville,  Kv.,  has 
been  bought  out  by  Karl  Thome,  who  will 
conduct  the  business  independently.  A.  ti. 
Ray.  the  former  manager,  will  go  to  Bay 
City.  Mich.,  to  become  superintendent  of 
agencies  for  National  Bicycle  Mfg.   Co. 

Louis  E.  Dettman.  of  Marinette.  Wis.,  has 
begun  the  manufacture  of  a  number  of  bi- 
cycle sundries,  including  rubber,  wood  rim 
and  plugging  cements,  enamel  polish,  tire 
fluid  and  grapho-lubricant  for  chains. 

Harry  L.  Palmer  has  gone  on  the  road 
again  for  Ames  &  Frost  Co..  of  Chicago,  to 
sell  Imperial  bicycles  in  New  York  and  the 
New  England  states,  which  territory  he  cov- 
ered last  year  with  success. 

Philadelphia  Bicycle  Co.,  Fifteenth  and 
Alter  streets,  Philadelphia,  sustained  dam- 
age to  the  amount  of  $2,000  in  a  recent  flre 
which  destroyed  the  building  in  which  it 
was  located. 

The  branch  house  of  H.  E.  Cowles  in 
Burlington,  Vt.,  has  been  bought  by  the 
former  manager,  Elmer  Dyke,  who  will 
hereafter  conduct  the  business  for  himself. 

Albert  Dudly,  of  Menominee.  Mich.,  is 
preparing  to  begin  the  manufacture  of  a 
new  tube  cutting  machine  which  he  recent- 
ly Invented  and  has  patented. 

Hedley  Salmon,  who  has  held  the  agency 
for  Rambler  bicycles  in  Denver  for  several 
years,  and  is  one  of  the  best  known  dealers 
of  that  city,  died  October  24. 

.1.  S.  and  H.  C.  Starr,  of  Decatur.  111.,  who 
make  vehicles  and  harness  and  sell  bicycles 
and  sewing  machines,  have  removed  to  Fort 
Worth,   Tex. 

John  H.  Schaal.  of  Chambersburg.  Pa.,  has 
begun  making  bicycles  on  a  limited  scale 
for  local  sale. 

A  new  building  is  being  erected  in  New 
Kno-yville,  O.,  to  be  occupied  by  Mech  Cycle 


24 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


Bald  a  Changed  Eddie. 

New  York,  Oct.  31. — A  pensive,  absent- 
minded,  heavy  -  eyed  young  man,  with 
traces  of  former  beauty  and  a  once  ath- 
letic frame  bowed  beneath  the  weight  of 
"lines,"  and  "cues,"  and  "entrances,"  has 
been  wandering  around  the  corridors  of 
the  Marlboro  and  along  the  Rialto  for 
the  past  three  weeks,  at  times  mumbling 
to  himself  incoherently  and  occasionally 
turning  pale  and  quaking  as  with  ague. 
One  would  hardly  recognize  in  him 
"Eddie  Cannon"  Bald,  champion  bicycle 
racer  of  America.  It  is  indeed  our  own 
Eddie — but   not   the  bright-eyed,    cheery. 


rel"  on  the  stage  trod  with  so  much  his- 
trionic glory  by  the  Great  John  L.,  Pom- 
padour Jim,  Freckled  Fitz,  Steve  Brodie, 
and  Chuck  Connors. 


Foreign  Riders  Sign  With  Kennedy. 

The  management  of  the  Madison  Square 
Garden  meet  received  a  cable  dispatch 
last  Monday  from  J.  C.  Kennedy,  in  Eu- 
rope, announcing  that  the  following  for- 
eign riders  have  signed  with  him  to  enter 
the  six-day  race:  Teddy  Hale,  of  Ire- 
land, winner  of  the  race  in  1896;  Ste- 
phane,  of  France,  who  competed  last  sea- 
son; Frederic,  the  Swiss  rider,  who  took 


Taylor's  Plans  Balked. 

Philadelphia,  Oct.  31. — Accompanied  by 
a  complete  battery  of  pacing  artillery, 
Major  Taylor  arrived  here  about  the  mid- 
dle of  last  week.  It  appears,  however, 
that  his  employers,  after  selecting  the 
Willow  Grove  track  for  the  creation  of 
new  figures,  failed  to  make  arrangements 
with  its  owners,  the  Union  Traction  Com- 
pany, and  when  the  colored  wonder  went 
to  the  track  he  found  it  closed.  Manager 
Weaver  explained  that  the  track  had  been 
closed  for  the  season  and  that  the  com- 
pany had  no  idea  of  reopening  it  and  go- 
ing to  the  expense  of  employing  watch- 


LfAOUE  OFHCIALJ  JUED  POP  LiKL 


ACTOP    bALO  MAKr/ 
HIJ-    0C5UT 


TAXIOQ'S  PKOPD    bPeAKlMo 

PL  AH  J     B^LKEl^ 


A.P.C.U.  JTAT'dJ   nj  CAft 

TO      I.e.  A. 


ACOUAIHTAMCe    WITH  A 
HEW  YOP;<   POiJCri-JA.'i 


chatting,  devil-may-care  Eddie  of  the  cir- 
cuit. The  responsibilities  of  the  selection 
of  a  leading  lady  worthy  of  the  love, 
heroic  self-sacrifice,  and  record-breaking 
speed  of  the  handsomest  of  champions, 
weighed  heavily  upon  him  for  some  time. 
Then  came  the  memorizing  of  hundreds 
of  "lines"  that  haunted  him  by  day  and 
night  and  made  of  him  a  mumbling  mum- 
mer. The  terrors  of  rehearsal  under  the 
unappreciative  direction  of  a  stern  stage 
manager  followed.  With  all  this  passed 
through,  the  thoughts  of  that  awful  first 
night  palsied  his  athletic  limbs  with 
stage  fright.  And  so  it  is  that  our  Eddie 
has  not  been  happy  and  was  hardly  recog- 
nizable for  some  time  to  his  friends  and 
admirers.  But  it  is  all  over  now.  Tomor- 
row night,  at  Binghamton,  he  will  make 
his  debut  as  the  hero  in  "A  Leaf  of  Lau- 


second  to  Miller  in  the  72-hour  race  in 
Paris;  Joyeux.  of  France,  and  Pat  O'Hal- 
leran,  an  Irishman  of  considerable  repu- 
tation as  a  long-distance  rider.  Maurice 
Cordang,  who  holds  the  world's  record  of 
618  miles  in  twenty-four  hours,  is  also 
expected  to  enter.  Opposition  to  the  race 
by  the  L.  A.  W.  consulate  and  the  Asso- 
ciated Cycling  Clubs  of  New  York  seems 
to  have  died  out,  as  no  further  move  has 
been  made  by  the  committee  delegated  to 
draw  up  articles  for  a  new  ordinance  to 
be  submitted  to  the  board  of  aldermen. 


James  Drury,  with  indifferent  pacing 
by  one  tandem  and  a  triplet,  on  October 
29,  at  Montreal,  succeeded  in  lowering 
the  Canadian  amateur  flying  start  record 
from  1:53  to  1:521-5,  and  the  standing 
start  record  from  2:03  to  2:01. 


men  and  running  its  electric  light  plant 
(lights  being  necessary  in  the  training 
quarters).  Major  and  his  pacemakers 
were  therefore  compelled  to  come  back  to 
town.  It  is  understood  that  Woodside 
Park  will  now  be  selected,  but  it  is  whis- 
pered that  the  managers  of  that  track 
contemplate  getting  even  with  Major  for 
the  "throw-down"  he  gave  them  on  the 
occasion  of  the  last  National  circuit  meet 
in  this  city,  and  will  also  close  their  gates 
to  him,  in  which  event  he  will  be  com- 
pelled to  go  elsewhere  to  break  records. 
The  marks  he  is  after  are  all  for  short 
distances,  including  the  quarter,  third, 
half  and  mile    _^^ 

Taylore  Practicing  Behind   rVotocyc'es. 

Edouard  Taylore,  the  French  rider,  has 
taken  up  his  quarters  at  Berkeley  Oval, 


The  Cycle  Age  and  Trade  Review 


25 


Our  Business  Is  Built  Up  By 

Satisfied  Dealers 


jt  J*  HUGHES,  WOLF  &  MILLER  j»  Jt 


DEALERS  IN 


Clotbiflg;,        Shoes,        Jewelry        and        Bicycles. 


Tkree  Haute,  Ind.,  Oct.  S.  1898. 
Nattonal  Cycle  Mfq  ("o..  Bay  City,  Mich. 

Geuilemen— As  oiir  '98  season  is  now  over,  we 
take  pleasure  In  stating  a  few  fafts.  We  have 
sold  274  National  wht-els  this  season.  Of  these 
c.ne  frame  showed  a  slight  defect  in  brazing  at 
the  seat-posi  cnnneotion  anJ  another  had  a  clamp 
luff  on  the  bcttnm  bracket  broken  both  were  re- 
paired free  of  charge.  We  have  broken  only  one 
fork  side,  one  crank  and  can  bold  In  one  hand  all 
the  Clips  and  cones  which  we  have  replaced. 
Haven't  had  a  broken  fork  ciown.  a  broken  crank 
axle  or  a  broken  front  or  rear  wheel  axle. 

This  is  a  record  that  we  can  all  be  more  than 
proud  ol  Detective  wheels  cause  many  a  gray 
hair  to  come  in  the  retail'-r's  head,  as  if  a  rider 
has  any  trouble  he  comes  into  the  store  and  turns 
him^^elf  loose  ike  a  cyclone. 

We  feel  more  thau  pleaded  ^v^th  Nationals 
his  year  and  hope  that  our  busine^8  relations 
will  be  as  pleasant  In  '99  as  they  have  been  In  the 
past  four  years.  With  best  wishes,  we  rnmaln, 
yours  truly,  HuhHes,  Wolf  &  Miller, 


SUMMARY..... 


NHIONAl 

PIDtR    , 
NtVER , 

hl5  MOUNT  I 


Nationals  rold,  374. 
Prames  brokea,  none. 
Fork  Crownn  broken,  aone. 
Front  Forks  brukea,  noae. 
Fork  S>1    es  broken,  one. 
Crank  Aziex  broken,  none. 
'Wheel  Axles  broken,  none. 
Cups  and  Cones  brokea,  very  few. 


Mention  The  Cycle  Age 


rw^WP^w^^^^iPW'r^^^w^^^^^^r^fi^i^^^ni 


Chat  €um 
in  ibe  Back 


I 


I 


has  always  been  a  distinguishing  feature  of  WHEFLER 
saddles.  Manufacturers  who  purpose  turning  out  a  high- 
grade  wheel  for  '93,  will  nor  stoop  to  the  using  of  imitation 
and  shoddy  saddles  when  they  can  buy  the  genuine  and 
original  WHEELER  saddles  at  the  figure  we  offer  them. 
Extra  grade  in  every  respect—  = 

Send  for  Samples  of  ihe  Most 
Popular  Saddles  on  the  Market. 


THE  WHEELER  SADDLE  CO. 


1437-1457  Woodward  Ave.,  Detroit,  Mich. 

Chlcaso  Distributing:  Agents:    HIBBARD,  SPENCER  &  BARTLBTT. 
New  Yoric  Agents:    HARTLEY  &  QRAHAn. 

Mention  The  Cycle  Age 


' 


xfiC^ 


f^C-^-. 


Cbey 

Jill 

Ride 
the 


¥  w> 


"Oiicni" 


MR.  AGENT: 


North-East-South-West ! 


Out  travelers  are  out  with  our  '99  models,  and  •we  can 
make  deliveries  at  once.  Our  salesmen  'will  show 
samples  from  Canada  to  the  Gu'f  of  Mexico,  and  from 
the  Atlantic  to  the  Rockies,  and  if  they  have  not  called 
on  you,  drop  us  a  line. 

The  earth  will  fairly  revolve  on 

"ORIENT  CYCLES" 

in  '99  and  the  agent  who  sells  them  "LIVE  IN 
CLOVER."  ^^Jt^^^^J^^^^jH^ 


WALTHAM  MFG.  CO. 


Mention 

The  Cycle  Age 


WALTHAM,  MASS. 


Vv^-^ 


26 


The  Cycle  Age  and  Trade  Review 


where  he  is  training  for  the  coming  Madi- 
son Square  Garden  races  behind  men- 
driven  pacing  machines  and  Henri  Four- 
nier's  motor  tricycle,  which  has  created  a 
considerable  sensation  in  New  York  on 
the  asphalted  streets  and  boulevards  since 
its  arrival.  Taylore  told  the  Cycle  Age 
representative  that  the  motor  tricycle 
made  an  ideal  pacing  machine,  having  all 
the  speed  necessary  and  a  fine  "draft."  A 
motor  triplet  is  expected  over  here  before 
the  Garden  races.  There  is  talk  of  races 
between  men  motor-paced  and  man- 
paced. 

LEAGUE  OFFICERS  SUED 


A.  C.  R.  A.  Brinfrs  Action  Ag^alnst  Potter  and  Mott 

for  Alleged  Libel  in  Warning  to  Foreigners. 

New  York,  Oct.  31. — Albert  Mott,  Isaac 

B.  Potter  and  Henry  Sturmey  have  just 
had  a  suit  for  $25,000  for  damages  for 
libel  brought  against  them  by  the  Ameri- 
can Cycle  Racing  Association  for  the 
warning  issued  in  a  racing  board  bulletin 
to  foreign  riders  against  participation  in 
the  coming  unsanctioned  six  -  day  race, 
with  the  added  advice  to  get  payment  in 
advance  for  any  remuneration  that  may 
be  offered  them.  Sturmey's  complicity  in 
the  alleged  libel  is  rather  foggy,  as  it  does 
not  clearly  appear  that  he  printed  the 
warning  Mott  announces  he  sent  to  him 
for  promulgation  by  the  International  Cy- 
clists' Association.  In  any  event,  he  can 
probably  shift  the  responsibility  onto  the 
L.  A.  "W.  officials. 

The  A.  C.  R.  A.  has  given  out  the  fol- 
lowing statement  as  to  the  suit: 

The  Institution  of  this  suit  is  the  culmina- 
tion of  a  series  of  attemnteci  interferences 
on  the  part  of  Chairman  Mott  with  our  op- 
erations in  cycle  racins:.  So  lonsr  as  the  at- 
ta'^ks  on  us  were  confined  to  minor  matters 
and  Aid  not  seriously  hamper  our  meets  we 
paid  little  attention,  but  when  in  his  recent 
communication  to  Kerry  Sturmey.  the  Sec- 
retary of  the  T.  C.  A.,  the  Leaarue  chairman 
tried  to  iniure  our  standine:  and  credit  with 
the  Pluropean  associations  and  racing  men, 
we  decided  that  it  was  about  time  to  in- 
terpose an  obiection  of  a  decided  nature. 
The  explanation  of  the  attitude  of  Chair- 
man Mott  and  President  Potter  toward  our 
association  lies  in  the  fact  that  we  are 
charged  with-  having  been  responsible  for 
the  recent  breakaway  of  the  leading  riders 
from  the  TL..  A.  W.  The  untruthfulness  of 
this  charge  Is  plainly  apparent  to  those 
who  are  conversant  with  the  real  facts  con- 
nected with  the  declaration  of  independence 
on  the  part  of  the  racing  men.  We  shall 
continue  to  promote  meets,  and  as  soon  as 
a  new  organization  is  formed  we  will  apply 
to  it  for  sanctions  whenever  we  have  occa- 
sion and  also  observe  its  rules  and  regula- 
tions. The  STiit  against  the  League  officials 
personally  will  be  forced  to  an  issue,  and 
our  lawyers  believe  that  the  strongest  kind 
of  a  case  is  In  their  possession. 


ENGLAND  DEFEATS  FRANCE 


Linton  and  Armstrone  Win  Fifty-Kilometer  Team 
Race  Prom  Bouhours  and  Champion. 


Paris,  Oct.  21. — The  fifty-kilometer  in- 
ternational race  between  Armstrong  and 
Linton,  representing  England,  and  Bou- 
hours and  Champion,  who  defended 
French  interests,  took  place  at  the  Pare 
des  Princes  track  last  Sunday  and  resultr 
ed  in  an  easy  victory  for  the  British 
champions.  The  men  were  paced  by  elec- 
tric tandems.  Champion,  on  the  outside, 
was  the  first  to  break  the  line  and  secure 
a  lead  of  some  fifty  meters,  but  his  pacing 
machine  was  slow  in  getting  off  and  he 
quickly  fell  to  the  rear  and  lost  200 
meters.  Armstrong  and  Linton  taking  the 
lead,  with  Bouhours  third. 

At  the  fifth  kilometer  an  accident  hap- 
pened to  Armstrong's  tandem,  and  three 
laps  later  Linton's  men  had  to  stop.  Tak- 
ing advantage  of  these  mishaps,  the 
Frenchmen  sprinted  and,  amid  deafening 
cheers,  passed  their  onnonents.  Linton 
for  three  rounds  was  without  pacemakers, 
a"d  at  the  tenth  kilometer  was  lanned  by 
Champion,  who  had  covered  the  distance 
in  11:f;0  2-5.  At  the  twelfth  kilometer 
Champion,  who  was  beginning  to  show 


signs  of  distress,  was  caught  and  passed 
by  Armstrong,  Linton  (one  lap  behind) 
and  Bouhours.  Armstrong's  time  for  the 
twenty  kilometers  was  23:35. 

Champion  was  lapped  by  Armstrong  at 
the  twenty-ninth  kilometer,  and,  with 
Bouhours  weakening  and  Linton  having 
made  up  the  lost  ground,  the  Englishmen 
had  the  race  from  this  point  virtually  at 
their  mercy.  The  thirty  kilometers  were 
covered  by  Armstrong  in  35:114-5,  and 
the  forty  in  46:54  3-5,  he  being  at  this 
period  of  the  race  two  laps  ahead  of  Lin- 
ton and  Bouhours.  and  two  and  a  half 
laps  in  front  of  Champion.  At  the  forty- 
first  kilometer  Linton  left  Bouhours,  and, 
putting  on  a  fine  burst  of  speed,  caught 
and  passed  Armstrong.  The  latter,  how- 
ever, had  the  best  of  the  final  laps,  and 
eventually  won  in  58:42  4-5,  Linton  being 
second,  Bouhours  third,  and  Champion 
fourth. 


UNION  APPEAL  TO  I.  C.  A. 


Bald  Pre«ents  Racine  Men's  Side  of  5rcession  to 
Secretary  Sturmey  and  Asks  Delay. 


President  Edward  C.  Paid,  of  the  Amer- 
ican Racing  Cyclists'  Union,  has  sent  to 
the  International  Cyclists'  Association 
the  following;  statement,  which  is  inter- 
estinar  and  comprehensive,  as  it  sets  forth 
in  full  the  present  racing  situation  in  this 
country  as  viewed  by  the  leading  profes- 
sional racing  men: 

Mr.    Henry  Sturm^y!Vn°:'^^e?;e*tar'^-  ^nfer 

th^T  a'^W  *hr='^>?''  breakaway  from 
tne  1.  A.  W.  has  been  contemplated  for 
some  time  by  the  professionals,  owing  to 
a  government  of  the  sport  whi^h  has  been 
far  from  satisfactory,  and  counied  with  the 
fact  that  the  organization  which  controlled 
us.  while  admitting  other  wheelmen  to 
membership,  declined  to  opep  the  doors  to 
li,r,lH  ^T*''"^'""  havlns-  often  been  made 
in  national  assembly  debates  and  in  print 
that  we  were  undesirable  as  associates 
Nevertheless,  we  have  been  taxed,  fined  and 
punished  by  this  body,  which,  while  affect 
mg  to  despise  us.  has  profited  bv  its  self 
constituted   authority  over  a  sport  in  which 

V-  J'  .r°  fi'ia"<''al  interest  at  stake,  and 
which  it  uses  as  a  political  football  in  the 
annual  elections,  the  remunerative  offices 
gmng  to  the  faithful  for  services  performed 

Sentiment  in  the  L,.  A.  W.  for  a  long  time 
has  been  growing  in  favor  of  relinouishing 
racing,  until  row  the  maioritv  appear  to  be 
desirous  of  divorcing  the  two.  Naturally 
those  who  are  occupying  salaried  position's 
ob.iect  to  such  action,  and  a  decisive  tussle 
between  the  two  factions  is  expected  in  the 
next  assembly,  with  the  chances  in  favor 
of  the  anti-racing  element.    *    •    * 

In  all  sections  of  the  United  States,  except 
In  the  Fa.st.  the  T-eague's  control  of  the 
sport  has  been  undermined.  In  the  Pacific 
coast  states  the  California  Associated  Cy- 
cling Clubs  are  supreme;  In  the  middle  west 
with  headquarters  at  Denver,  Col  the 
Western  Cycling  Association  is  usurping 
the  League:  In  the  South  the  Southern  Cy- 
cling Association,  with  beadnuarters  at 
New  Orleans.  La.,  has  assumed  the  direction 
of  affairs,  and  In  Wisconsin.  Michigan  and 
other  states  a  similar  condition  prevails. 

There  will  be  held  in  New  York  city  early 
in  December  a  meeting  of  race-promoting 
clubs,  track  owners  and  professional  riders, 
for  the  purpose  of  forming  a  new  bodv  in 
the  East  which  will  effect  alliances  with 
the  governing  associations  in  other  parts 
of  the  country.  When  this  is  accomplished 
an  application  for  membership  in  the  T.  C. 
A.  will  be  forthcoming.  As  the  chamninn- 
ships  for  your  association  are  scheduled  for 
Montreal.  Quebec,  next  year,  we  presume 
that  our  presence  will  be  desirable,  in  order 
to  assure  a  success.  For  this  reason  we 
would  suggest  that  a  final  ,1udgment  on  the 
present  situation  In  America  be  deferred  by 
your  association  until  matters  shall  have 
reached  a  more  definite  conclusion.    •    •    » 

The  American  Racing  Cyclists'  TTnion  con- 
tains all  the  leading  professionals  of  the 
country,  and  since  its  formation  there  has 
been  only  one  prominent  deserter.  The  rid- 
ers are  determined  never  to  accept  govern- 
ment as'ain  from  the  L.  A.  W..  and  at  the 
same  time  they  fully  appreciate  the  neces- 
sity for  a  direction  of  the  snort  which  will 
make  it  absolutely  free  from  taint.  For 
this  reason  the  riders  have  banded  tosrether 
in  their  efforts  to  induce  the  race-promoting 
clubs  and  track  owners — the  ones  w^ho  have 
ever\rthing  at  stake — to  perfect  a  new  or- 
ganization in  the  Rast.  the  other  sections  of 
the  country  already  being  provided,  for  the 


control  of  cycle  racing,  which  with  proper 
guidance  can   be  made  second   to   none. 

We  realize  that  it  will  take  time  to  formu- 
late another  organization,  and  our  action 
was  timed  so  that  It  would  come  at  the 
termination  of  the  outdoor  season.  Before 
the  '99  campaign  opens  we  expect  to  be 
riding  under  the  rules  of  a  body  in  which 
we  will  have  a  vote.  In  our  opinion  the  time 
had  come  when  it  was  better  for  the  pro- 
fessional cycler  to  be  disassociated  with  the 
L.  A.  W.,  and  incidentally  we  might  ex- 
press the  opinion  that  the  League,  unham- 
pered by  racing,  could  devote  itself  to  the 
objects  for  which  it  was  formed,  and  enter 
upon  a  new  era  of  prosperity  and  increase. 
*    *       •  E.   C.   BALD, 

President  American  Racing  Cyclists'  Union. 


MUIer  Makes  Prophecies. 

C.  W.  Miller,  of  Chicago,  is  home  again, 
after  his  three  months'  trip  abroad.  His 
only  victory  across  the  water  was  the 
winning  of  the  72-hour  race  in  Paris,  but 
he  believes  he  would  have  had  a  good 
chance  at  first  money  in  the  Berlin  24- 
hour  race  if  it  had  rot  been  for  the  break- 
ing of  his  wind  shields  and  ten  of  the 
chains  on  his  three  petroleum  motor  tan- 
dems during  the  first  nine  hours,  and  a 
bad  fall  in  the  tenth  hour.  Huret  won 
the  race,  and  now  Miller  wants  to  meet 
him  in  a  match  race  in  Paris  next  year. 
Frederic,  the  Pw^1<^s  ridpr.  who  ran  sec- 
ond to  him  In  thp  79-hnur  r^cp  anfl  rode 
contiminusly  fnr  42  hnurs  w1thr>"t  a  dig- 
nionnt.  he  Innks  upon  qc,  g  dqno-proiis 
cnmnetitor.  and  prnnhpsips  that  he  will 
finish  amon?  the  first  three  in  the  com- 
Ire  Npw  York  six-dav  racp.  If  Mil'pr 
wins  this  racp  he  pavo  he  win  e-o  for  the 
24-hour  record  In  Paris,  and  feels  confi- 
dent that,  paced  bv  motor  tandemq  fitted 
with  wind  shields,  he  can  cover  700  miles. 


CONCFNTRATFD  POT-POURRI. 

Chairman  Mott  announces  that  the  fol- 
lowing foreie-n  racing  bodies  will  recng-nize 
the  susnensirvTis  by  the  T,.  A.  TV  of  the 
members  of  the  A.  R.  P.  XT.,  who  have  com- 
peted in  unsanctioned  meets:  Canadian 
Wheelmen's  Association.  Canada:  Nat'onal 
Cyclists'  TTnion.  of  England:  Irish  CvcMsts' 
Association.  Ireland;  Scottish  Cyclists' 
TTnion.  Scotland:  TTnion  Velocipedioue  de 
France,  open,  and  TTnion  des  Societes  Fran- 
cais  des  Sports  Athletinues.  amateur,  of 
France;  Dentscher  Rodfaher  Bund.  Cfer- 
many;  Alsremeine  Nederlauscbe  Nielriieder 
Shond.  Holland:  Lie'ue  Velocipedique  Beige. 
Belgium;  Union  Velocipedistica  Italiana! 
Italy;  Cape  Colony  Amateur  Athletic  and 
Cycling  TTnion.  Cape  Colony,  and  Union 
Cicliesta  Mexicana,  Mexico. 

Henri  Fournier,  the  French  cyclist  now 
in  New  York,  was  riding  his  motor  bicycle 
on  Fifth  avenue  the  other  day  when  a  po- 
liceman tried  to  stop  him.  Fournier  sup- 
posed the  policeman  wanted  a  race,  and  put- 
ting on  about  twenty-five  miles  speed,  left 
the  policeman  behind  at  once.  The  latter 
kept  him  in  sight  to  his  hotel  and  then  ar- 
rested him.  The  police  locked  up  the  auto- 
mobile and  let  Fournier  go  on  his  own  rec- 
ognizance. 

John  S.  Johnson  Is  being  brought  forward 
as  the  original  inventor  of  the  detachable 
tire.  In  1890,  when  he  was  working  In  a 
Grand  Rapids  repair  shop,  he  made  a  de- 
tachable tire  and  fastened  the  outer  cover 
to  the  rim  by  means  of  little  hooks  placed 
about  an  inch  apart.  It  did  not  occur  to  him 
to  patent  the  device. 

Fred  Schade.  intercollegiate  champion  of 
'96.  who  was  this  summer  thrown  into  the 
professional  class  because  he  declined  to 
answer  Chairman  Mott's  list  of  questions, 
is  now  an  editorial  writer  on  one  of  the  Bos- 
ton newspapers. 

A  circuit  had  been  arranged  In  California 
for  this  fall,  including  eight  nights  and  two 
afternoons  of  racing  indoors  at  San  Francis- 
co, and  meets  at  San  Jose,  Santa  Rosa,  Los 
Angeles   and   elsewhere. 

An  English  exchange  expresses  w^onder 
that  Michael  does  not  go  to  Australia  for  a 
racing  tour,  pointing  out  that  he  would- un- 
doubtedly be  a  great   attraction  there. 

Tom  Cooper  expects  to  keep  in  training 
this  fall  and  ride  in  the  Madison  Sana  re 
Garden  and  other  Indoor  races  the  coming 
winter.  — 

The  present  membership  of  the  L.  A.  W. 
Is  80.516  as  compared  with  99,615  a  year  ago. 

Walter  Wilson,  of  Buffalo,  acting  as  tem- 
porary  racing   chairman   for   the   A.    R.    C. 


The  Cycle  Age  and  Trade  Review 


27 


Bicycles 


PRICES    ON   AND    AFTER    NOV.    1ST,    1898. 


Columbia  '^l?  Chainless,   -    $75.00 

Models  50  and  51. 

Columbia  Chain  Wheels.    -    50^00 


Models  57  and  58. 


Columbia  Chain  Wheels,     -    40.00 

Model  49,  1899  Improvements. 


Columbia  Tandems.    ■    ■    $75.00 

Models  47  and  48,  Diamond  and  Combination  Frame. 

-    -      35.00 


Hartford  Bicycles. 


Patterns  19  and  30. 


Vedette  Bicycle. r^^*^^"2''^°^**^"'    ?^SS 

'        '  Pattern  22,  for  Women,  ZO.OO 


We  will  be  In  a  position  to  supply  30-incii  Bicycles  at  $60.  built  on  the  same  general  lines  as  the  model  57,  to  meet  a  limited  demand 
for  tall  men.  We  also  have  a  few  Columbias,  Model  46,  and  Hartfords,  Patterns  7  and  8,  on  which  we  will  pote  prices  on  application. 

There  i8  going  to  be  a  great  big  demand  for  the  Columbia  Chainless  at  $75.00.  We  are  preparing  to  meet  this  demand  and 
we  have  facilities  for  making  many  thousand  Chainless  wheels.  The  prudent  dealer,  however,  will  not  delay  in  sending  in  his 
orders  early.  Besides  you  should  be  able  to  do  a  good  business  this  fall  and  winter.  The  Columbia  Chainless,  you  know,  is 
not  affected  by  the  weather  and  can  be  ridden  the  year  round. 

The  Columbia  chain  wheels,  Models  57  and  58,  are  up  to  date  in  every  detail,  and  we  believe  are  the  handsomest  and  most 
stylish  chain  bicycles  that  have  ever  b'-en  put  on  the  market. 

Columbia  Model  49,  with  1899  improvements,  is  the  greatest  bargain  at  $40.00  that  we  know  of.  There  ought  to  be  good 
business  In  them  fur  you. 

Hartfords  at  $35.00  and  Vedette  bicycles  at  $25  00  and  $2600  give  a  complete  and  well  rounded  line  for  any  dealer. 

Call  on  or  write  now  to  the  Columbia  distributing  point  in  your  territory  and  secure  the  agency  before  your  competitor 
gets  it. 

BRANCH    HOUSE    DISTRIBUTING    POINTS: 


BOSTON,  MASS.,  223  Colum- 
bus Ave. 
Maine,NewHampphire,E8  st- 
ern   Maeeachusplts    to    the 
Worcester  county  line. 

NEW  YORK  CITY,  12  War- 
ren St. 
Following  counties  in  New 
York  state:  Kings,  Queens, 
New  York,  Orange,  Putnam, 
Richmond,  Rockland,  Suf- 
folk. West  Chester. 
Following  counties  in  New 
Jersey:  Bergen, Essex,  Hud- 
eon,  Middlfsex,  Monmouth, 
Morris,  Passaic,  Union,  Sus- 
sex, Warren,  Hunterdon, 
Somerset. 

PHILADELPHIA, PA. .(Hart 

Cycle  Co.)    816  Arch  St. 
Following  counties  in  Penn- 
sylvania:   Chester,  Lancas- 
ter,   Lebanon,    Dauphin, 


Schuylkill,  Berks,  Lehigh, 
Carbon,  Northampton, 
Bucks,  Montgomery,  Dela- 
ware. 

Following  counties  in  New 
Jersey:  Atlantic,  Burling- 
ton, Camden,  Cape  May, 
Cumberland,  Gloucester, 
Ocean.  Salem,  Mercer  (ex- 
Cfpt  Princeton.) 
State  of  Delaware,  Eastern 
Maryland,  eastern  peninsula 
of  Virginia. 

PITTSBURG,  PA.,  435  Wood 
St. 
Following  counties  in  Penn- 
sylvania:   Allegheny,  Wash- 
ington, Beaver. 

BUFFALO,  N.Y., 609 Main  St. 
Following  counties  in  New 
York  State:  Erie,  Chautau- 
qua. Niagara,  Cattaraugus. 
Following  counties  in  Penn- 


sylvania:    Erie,    Crawford, 
Warren,  McKean. 

ROCHESTER,  N.  Y.,  32  East 
Ave. 
Following  counties  in  New 
York  State:  Monroe,  Or- 
leans. Geaesee.  Wyoming. 
Livirgston,  Wayne.  Alle- 
gany, Steuben,  Ontario, 
Yates. 

DETROIT.  MICH.,  272  Wood- 
ward Ave. 
State  of  Michigan,    except 
the     western    half    of    the 
northern  peninsula. 

NEW  ORLEANS,  LA.,  1757 
St   Charles  Ave. 
Louisiana,Texas,Missis8ippi. 

ST.  LOUIS,  MO..  817  Pine  St. 
Missouri,  Kanpas,  Arkansas, 
Oklahoma,  Indian  Territory, 
Southern  Illinois. 


CHICAGO,  ILLS.,  105  Wa- 
bash Ave. 
Indiana,  Wisconsin,  Minne- 
sota, North  and  South  Da- 
kota, Nebraska,  Northern 
Illinois,  western  half  of 
northern  peninsula  of  Mich- 
igan. 

PROVIDENCE,  R.  I.,  15  Snow 
St. 
Rhode  Island. 

PORTLAND,  ORE.,  134  Sixth 
St. 
Wapbington,  Oregon,  Idaho 
and  Montana. 

SAN  FRANCISCO,  CAL.,  344 
Post  St. 
California,  Nevada  and  Ari- 
zona. 

DENVER.  COL.,  (Gano  Cycle 
Co.)  1614  Stout  St. 
Wyomirg,   Utah.  Colorado, 
New  Mexico,  El  Paso,  Texas. 


All  points  in  the  United  States  not  specified  above  will  be  supplied  as  heretofore 

from  the  Home  Office  of  the 

POPE   MANUFACTURING  CO.,   Hartford,  Conn 

Mention  The  Cycle  Age 


28 


The  Cycle  Age  and  Trade  Review 


U.,  pending  the  formation  of  the  new  asso- 
ciation, which  will  meet  for  permanent  or- 
ganization In  New  York  city  In  December, 
will  suspend  all  the  men  who  pace  the  black- 
listed Major  Taylor  in  his  coming  record 
trials  at  Willow  Grove  this  week. 

Lee  Richardson,  the  trick  cyclist,  and  W. 
H.  Pickens,  his  manager  on  his  recent 
southern  trip,  have  been  suspended  by  the 
racing  board  pending  settlement  of  certain 
claims. 

Arthur  Gardiner,  who  left  Chicago  on  a 
hunting  trip  after  his  return  from  the  cir- 
cuit, expects  to  ride  in  exhibitions  at  the 
New  York  six-day  race  in  December. 

Louis  Gimm  will  enter  the  six-day  race  in 
New  York. 


MISCELLANEOUS. 

AdvertlBementB  under  this  head  6  oents  per  word  first 
insertion,  8  oents  per  word  each  insertion  thereafter.  Ossh 
with  order.  Express  orders,  postoffioe  orders,  or  stamps 
received. 


WANTED 


■WVNTBD — Compptent  salesman  desires  pasitlon. 
Indoor  or  on  the  road;  seven  years'  general  bicycle 
business  experience.    H.  S.,  care  Cycle  Age. 

•WAWTED — To  hear  Irr^ra  mannfacturprs  of  bicy- 
cles and  supplies  and  novelties  for  1899.  F.  S.  Peooty, 
wholrsale  and  retail,  Wayne,  Mich. 

■WA'9'TED— Position  as  foreman  of  assembling 
room:  ten  years'  experience:  best  references.  Address, 
Assembling,  care  cycle  Age. 

■W  ANTEO — Reliable  party  to  manufactuTe  or  buy 
a  newly  patented  ball  bearing.  Frank  Gustaveson, 
Wabasha,  Minn. 

■WANTED — Position  as  manager  or  foreman  in 
bicvcle  repair  shop;  unde'stand  brazing,  enameling 
and  VI  Icaiiizing;  three  vears  with  last  employer; 
references.    Adaress,  R.  F.,  care  Cyc-le  Age. 

ANV  FIHW  who  wants  electric  motors  designed 
for  horseless  vehicles  should  address.  Vehicles,  The 
Cycle  Age. 


■WANTED- Agents  throughout  the  Unlfd  States 
and  Europe  to  se  1  the  Best  Double  Roller  Chain  on 
the  marKit;  large  commission;  everv  chain  war- 
rHPipd.  The Mtha.  Hakdware  CO.,  Unlonville,  Con- 
necticut. * 

■W  ^N  FED— 0  d  bicycle  ti'es  and  scrap  rubber. 
How  much  have  you?  The  Tkemont  Rubber  Com- 
pany, ^ew  York  City. 

WANTEn — Position  as  traveling  salesman  by  a 
young  mHn  of  wMe  experience  m  the  budinehs.  F.  L. 
H.,  care  Cycle  Age. 

WANTED— Second-hand  portable  blacksmiths' 
forge,  12  to  16  in.  fan;  Champion  preferred.  UEO. 
Cook,  Bloominnburg,  O. 

WANTi''D — A  small  second  hand  gasoline  brazer 
In  gnorl  order  for  repair  work.  Address  H.  (J.  Bickle, 
Chardon,  O". 


FOR  SALE 


FOR  S*  IE— 100  bicycles,  l>^-ln.  tube,  2-p1eoe 
hanger:  200  bicycles,  l!4-in  tube,  1-piece  hanger. 
Th'  se  ma<  hines  are  all  flush  Joint,  2%-in.  dr  p,  1899 
models.  A  limited  number  oi  30-inch  models  aie  also 
offered.    H.  C.  O.,  care  of  Cycle  Age.  * 

FOR  SAl«E— Bicycle  and  plumbing  business  for 
sale  cheap.    E.  H  Weston,  Alma,  Mich.  1 

FOR  S*.I«E— Bicycle  Chain  Plant;  In  use  two 
seasons;  cspacity,  200  chains  per  day:  Gas  G  nerators, 
Sproefept  Miller. Huh  Machinery  WheelTruii'g  Stands 
and  other  bicycle  machinery;  owners  retiring  from 
business.  For  particulars  and  prices,  address  The 
MoORB  Cycle  Fittings  Co.. Harrison  (Newark), N.  J.* 

FOR  .«A'  E— A  four  horse-power  gasoline  motor 
carriage,  but  little  used.  Gilbert  J.  Loomis,  West- 
field,  Mass. 


Ff^R  SVLE- 

all  tools,  cheap. 


■NT.  &  W.  vulcanlzer  complete  with 
F.  W.  &  Co.,  care  Cycle  Age. 


FOR  SAlrE— Ideal  metal  shexr  and  punch,  cap- 
acitv  up  to  %  inch  thck;  indispensiibleto  repairn'en. 
These  tiols  are  very  chnap  considering  tne'reflicimcy. 
Send  for  cir  'ulars  and  price  to  the  manufacturer. 
G.  M.  Marshall,  Kilbourn,  Wis. 

FOR  SACK— One  Columbia  Chamless,  slightly 
shopworn.  In  first-c)a«s  conrtilioo.  ful  y  gnarHnt«ed; 
price,  890.   Address,  Dinn,  Tafi  &  (  o,  Columbus,  0. 

FOR  SAl/E— Crescent  Racer,  Hoffman  Racer, 
Dayton  Special,  Crescent  No  12  all  '9f<  wheels;  good 
as  new.    Address,  C.  C.  X.,  care  Cycle  Age. 


I  Bicycle      \ 

I  Grips.' 


Compressed 
Cork*  ^  «^ 


THE 


t 

t 


CODLINQ  MFG.  CO. 

BRISTOL,  CONN. 

Mention  The  Cycle  Age 


Established  1834. 


RMhester.  N.  V. 


t 
t 
t 


t 
t 


SNOW  HOLDERS 

ARE  ADJUSTABLE. 
When  Set  Are  Firm. 

Best  made  for  bicycle  stores,  public 
buildings,  offices,  stores,  churches, 
schools,  factories,  in  fact  anywhere. 
Wa  1  and  floor  holders.  'Various  styles 
furnished  in  any  finish.  Write  for 
prices. 

SNOW  WIRE  WORKS, 


» 


Olds  Wagon 


Works 


Fort  Wayne, 
Ind 


Manafacturers  of 

Alngle  Piece 

and 

Laminated 


Wood 
Rims 


-ALSO- 


Mud  and  Chain 

Guards 


Don't  buy  your  '99  Eims  until  you  have  seen  our  line.    Our  prices 

are  right.    Drop  us  a  line  and  we  will  be  pleased  to 

call  and  submit  samples  and  make  prices. 


JOHN  CALDWELL  &  CO., 


y^y     6 12  Consolidated  Exchange  BIdg., 

?w  Mention  The  Cycle  Age 


CHICAQO. 


5  We  Manufacture.^* 


FRAMES 


(? 
(? 
(? 
(? 
(? 
(? 
(? 

(?   For  Jobbers^  Assemblers  and 
I  Dealers  <^  «^  ^ 

(? 

(J     Let  us  figure  with  you.     We  believe 


we  can  save  you  money. 

Shone-Hanna  Mfg.  Company 

29  S.  Clinton  St.,  Rochester,  N.  Y. 


'99  Catalogue  of  Fittings  Now  Ready. 


1 


r,  Mfi^    V^    t2r^    V^    •^^ 


The  CfCLE  Age 

And  Trade  review 


Vol.  XXII— No.  2. 


CHICAGO,  NOVEMBER  10,  1898. 


New  Series  No.  51. 


LOCAL    BOARD    RECEIVES    AID 


LAW  SUIT  BY  SHOW  MANAGERS 


Chicago  Dealers  Association  Hard  Pressed 

Gets  Legal  Assistance  from 

National  Board  of  Trade 


At  the  last  meeting  of  directors  of  tlie 
National  Board  of  Trade  of  Cycle  Manu- 
facturers money  was  voted  to  aid  the  Chi- 
cago local  cycle  board  of  trade  in  defend- 
ing a  lawsuit  in  which  the  local  hoard 
finds  itself  involved  in  consequence  of  ac- 
tion taken  by  it  to  prevent  a  promoter's 
cycle  show  in  Chicago  from  interfering 
with  the  legitimate  course  of  trade.  The 
Chicago  legal  representative  of  the  Na- 
tional board  was  also  placed  at  the  dispos- 
al of  the  Chicago  board  as  assistant  coun- 
sel. The  history  of  the  case  is  substanti- 
ally as  follows: 

In  September,  1897,  an  announcement 
was  made  by  an  association  terming  itself 
"The  National  Cycle  Racing  Association" 
that  from  November  20  to  November  27, 
1897,  the  "Fourth  Annual  Cycle  Show" 
would  be  held  in  Battery  D,  Chicago,  and 
that  the  "1898  models  of  all  prominent 
manufacturers  would  be  exhibited,"  the 
announcement  causing  much  surprise  in 
trade  circles.  The  Chicago  local  board  in- 
vestigated and  found  that  the  association 
termed  "The  National  Cycle  Racing  As- 
sociation" was  composed  of  a  lawyer 
named  Tackberry,  one  J.  D.  Guinea,  a 
newspaper  reporter,  and  the  manager  of 
the  show,  Frank  Hall. 

Views  ot  Chicago  Dealers. 

The  Chicago  local  board  did  not  find 
anything  in  the  reputation  of  these  men 
to  warrant  a  belief  that  the  proposed  show 
would  in  any  manner  reflect  credit  on  the 
cycle  industry,  but  came  to  the  conclusion 
that  the  situation  which  they  had  to  face 
was  about  as  follows:  A  set  of  men  were 
about  to  foist  on  the  Chicago  public  a 
"fake"  show;  these  men  termed  it  the 
"Fourth"  annual  show  in  order  to  mis- 
lead the  public  to  class  it  with  the  Third 
Annual  Show  held  the  year  previous  in 
the  Coliseum  under  auspices  of  the  Na- 
tional Board  of  Trade;  they  boldly  claim- 
ed to  exhibit  1898  models  of  all  leading 
makers,  although  such  models  were  not 
and  could  not  be  ready  for  the  dates  set 
for  the  show;  and  they  claimed  that  the 
leading  makers  had  taken  space  and 
would  exhibit,  a  statement  which  the  local 
board  found  contrary  to  the  facts  as  ascer- 
tained by  the  board's  own  investigation. 

Under  these  circumstances,  the  local 
board  first  announced  that  it  had  refused 
sanction  to  the  show;  second,  sent  a  paper 
to  all  manufacturers  and  dealers  in  Chi- 
cago to  be  signed,  agreeing  not  to  exhibit; 
third,  passed  a  resolution  setting  forth 
what  appeared  to  it  the  correct  character 
of  the  show,  which  was  sent  to  all  the 
newspapers,  asking  that  they  properly 
represent  the  afEair  to  the  public,  so  the 


cycle  trade  as  a  whole  should  not  be  in- 
jured in  the  eyes  of  the  public. 

The  show  was  held  and  was  made  up 
principally  of  small  repair  men,  only  one 
dealer  and  manufacturer  at  that  time 
prominent — the  Warman-Schub  company, 
now  defunct — being  represented.  Accord- 
ing to  reports  in  daily  newspapers,  which 
were  serviceable  to  the  promoters,  the  af- 
fair was  a  "howling  success,"  but  Messrs. 
Guinea  and  Hall  apparently  saw  further 
opportunity  for  gain  ahead;  for  they  en- 
tered suit  against  the  Chicago  local  board 
of  trade,  collectively,  and  each  of  its  di- 
rectors individually,  for  $100,000  for  libel, 
claiming  this  damage  under  the  conspir- 
acy and  boycott  act  of  Illinois  for  the 
ruination  of  their  venture. 

The  Aid  Comes. 

This  suit  is  now  being  pushed  through 
the  courts  as  fast  as  possible,  leaving  the 
Chicago  board  of  trade  little  time  for  pre- 
paring a  defense,  and  the  board  has  there- 
fore recently  applied  to  the  National 
Board  of  Trade  of  Cycle  Manufacturers 
for  support  and  assistance  in  fighting  the 
case.  The  local  board  feels  that  in  having 
championed  the  cause  of  a  large  number 
of  leading  manufacturers,  who  are  not  in 
any  way  liable  under  the  damage  suit,  it 
was  only  following  out  a  policy  advocated 
and  advertised  by  the  National  board,  and 
that  it  is  therefore  entitled  to  protection 
by  the  National  board  against  dangers 
arising  from  such  a  course. 

The  appeal  of  the  local  board  was  not 
in  vain.  On  Monday  this  week  it  received 
assurance  from  the  National  board  that 
the  cause  would  be  considered  one  of  vital 
interest  to  the  trade  at  large  and  the  Chi- 
cago attorney  for  the  National  organiza- 
tion was  placed  at  the  disposal  of  the  local 
board  as  assistant  counsel  for  the  defense 
of  the  suit. 


New  Board  of  Trade  Secretary. 

New  York  City,  Nov.  5. — At  the  last 
meeting  of  directors  of  the  National 
Board  of  Trade  of  Cycle  Manufacturers 
the  resignation  of  Secretary  W.  Wardrop 
was  accepted  and  George  E.  Hammann, 
heretofore  assistant  secretary,  was  ap- 
pointed to  fill  the  vacancy. 


CONTENTS. 

Fagb 

Injury  Done  by  Show  Talk      ... 

30 

Wants  of  British  Retailer 

31 

Double  License  for  Agents      ... 

31 

Editorial 

33 

Fate  of  National  Board      .        -        -        - 

-        36 

Repair  Shop  Economics        ... 

38 

Export  Packing  and  Marking 

.        40 

Recent  Patents       ..... 

43 

Road  Contact  of  Wheels           ... 

44 

Information  for  Buyers        .       .       - 

48 

The  Pastime  and  Sport     .       -       -       - 

-        56 

TACTICS  OF  SHOW  PROMOTERS 


BID  HIGH  FOR  BOARD  SANCTION 


Trade  is  Led  to  Suppose  That  Cost  is 
Small  and  National  Board  Will- 
ing to  Negotiate. 


A  few  leaves  from  the  correspondence 
which  has  been  exchanged  on  account  of 
a  proposition  for  holding  cycle  shows  in 
New  York  and  Chicago  extended  by  B. 
E.  Greene,  special  agent  of  Grand  Central 
Palace  building  in  New  York,  throw  light 
on  the  position  taken  by  the  National 
Board  of  Trade  of  Cycle  Manufacturers 
in  regard  to  cycle  shows  in  general  and 
may  also  serve  to  place  show  propositions 
made  by  promoters  in  other  localities  un- 
der a  new  angle  of  vision  to  the  trade  in 
general.  _ 

Preparations  Are  Made  Early. 

On  March  30,  Mr.  Greene  first  ap- 
proached the  National  Board  with  a  de- 
tailed proposition  for  the  two  projected 
exhibitions,  offering  the  Board  the  entire 
gate  receipts  of  both  shows  in  return  for 
its  sanction  of  the  enterprise.  It  was  a 
business  proposition  worth  listening  to  if 
it  had  been  the  Board's  intention  to  re- 
plenish its  coffers  without  regard  for  the 
trade  interests  of  its  individual  members 
and  manufacturers  in  general. 

This  letter  was  followed  on  August  6 
by  a  letter  addressed  to  the  secretary  of 
the  Board.  Copies  of  it  were  mailed  to 
manufacturers.     It  runs  as  follows: 

Confirming  my  recent  conversation  with 
you,  there  are  several  different  propositions 
upon  any  of  which  I  would  be  willing  to 
conduct  a  cycle  show  with  the  cooperation  or 
sanction  of  the  Board  of  Trade. 

You  already  have  in  front  of  you  one  pro- 
viding that  the  entire  gate  receipts  should  go 
to  the  Board  and  that  we  should  assume  all 
the  liabilities. 

We  would  also  be  willing  under  the  same 
general  conditions  to  allow  you  50  percent  of 
the  gross   receipts. 

Or  we  would  allow  you  60  percent  of  the 
net  receipts,  specifying  in  detail  the  sum  to 
be  expended  for  different  purposes. 

If  it  should  be  the  policy  of  the  Board  to 
hold  a  show,  making  the  expense  to  exhibi- 
tors as  small  as  possible,  this  plan  could  be 
carried  out  by  charging  a  nominal  entrance 
fee  of  $10  for  each  exhibitor,  allowing  the 
Board  to  allot  the  space,  and  we  would  rely 
on  the  gate  receipts  for  rental  and  expense. 
On  this  plan  the  Board  would  receive  no 
financial  benefit. 

We  would  also  be  willing  to  conduct  a 
show  on  very  much  the  same  terms  on  which 
the  last  show  at  Madison  Square  Garden  was 
conducted,  and  would  be  willing  to  give  the 
Board  of  Trade  a  considerably  larger  per- 
centage on  the  same  sliding  scale. 

In  fact,  if  the  Board  decides  to  take  any 
part  in  the  show,  I  do  not  think  we  will 
have  any  difficulty  whatever  in  devising  a 
plan  which  will  be  satisfactory  to  both  of 
us,  and  on  any  proposition  suggested  above 
I  am  prepared  to  give  ample  bond  for  the 
carrying  out  of  the  contract. 

In  considering  the  question  from  the  stand- 
point  of   the    individual   exhibitor,    you    will 


30 


The  Cycle  Age  and  Trade  Review 


of  course  remember  that  my  first  proposition 
provided  that  the  cost  of  extra  electric  lig'ht- 
ing  would  be  made  one-third  less  than  at  the 
last  show  in  this  buUding. 

Subsequently,  on  November  1,  Mr. 
Greene  sent  to  the  trade  another  letter 
in  explanation  of  tho  one  addressed  to 
the  Board.    This  letter  reads: 

We  have  mailed  you  a  copy  of  a  letter 
which  was  sent  to  the  National  Board  of 
Trade  of  Cycle  Manufacturers  a  few  months 
ago.  In  explanation  we  desire  to  state  that 
the  tentative  propositions  contained  therein 
were  offered  without  any  solicitation  on  the 
part  of  the  Board  or  its  ofticers.  While  we 
do  not  pretend  to  any  specific  knowledge  of 
the  bicycle  business,  our  ideas  on  the  trade 
shows  in  general  axe  not  based  on  theory, 
but  on  <ictual  experience,  and  our  object  in 
laying  this  matter  before  you,  as  stockhold- 
ers in  the  Board  of  Trade,  was  to  show  you 
that  the  large  expense  heretofore  emailed  in 
making  an  exhibit  as  a  bicycle  show  was  en- 
tirely unnecessary. 

Board  Disclaims  Connivance. 

This  letter  was  barely  in  time  to  fore- 
stall the  charge  of  misrepresenting  the 
Board's  position  to  shows  in  general, 
which  might  have  been  brought  against 
Mr.  Greene,  for  on  the  next  day,  Novem- 
ber 2,  the  Board's  secretary  found  occa- 
sion to  set  the  trade  right  on  the  situa- 
tion by  the  following  letter  mailed  to 
Board  members: 

To  members  of  this  Board:— B.  E.  Greene, 
the  agent  of  The  G-rand  Central  Palace  in 
this  city,  has  recenUy  sent  a  copy  of  the 
enclosed  letter,  the  text  or  which  in  many 
places  makes  it  appear  as  if  the  Board  was 
agaan  negotiating  with  him  for  the  conduct 
of  a  cycle  show. 

The  proposal  contained  in  Mr.  Greene's 
letler  is  but  an  amplilication  ui  a  similar 
proposal  made  to  me  Board  on  March  3ll. 
Meiliier  of  tnese  proposals  received  consid- 
eration at  the  hanas  of  the  directors  of  the 
Board,  who,  in  session  on  August  18,  voted 
adversely  upon  the  question  of  holding  cycle 
shows. 

The  general  issuance  of  Mr.  Greene's  letter 
bearing  aate  of  August  6  was  unauthorized 
by  this  Board  and  was  accomplished  with- 
out the  knowledge  of  any  of  its  officers. 


INJURY  DONE  BY  SHOW  TALK 


ARQUriENTS  OF  A  TRADE  LEADER 


DEALERS'  COSILY  VENTURE 


Broken    Bones   at   Race   Meet  to   be  Paid  for  by 
Agents  W  bo  conducted  It. 


Minneapolis,  Nov.  7.— A  verdict  has 
been  secured  against  Minneapolis  bicycle 
dealers  in  the  case  brought  by  parties  in- 
jured by  the  falling  of  the  bridge  at 
Lake  Harriet  during  the  road  races,  June 
18.  The  verdict  is  for  $1,500,  and  was  in 
the  particular  case  of  Merrick  Shirley,  by 
guardian,  against  the  Moore  Carving  Ma- 
chine company.  Northwestern  Cycle  com- 
pany, Tribune-Deere  agency  and  Hon- 
stain  &  Weston.  A  stay  has  been  taken, 
as  there  are  several  important  excep- 
tions on  the  records.  There  are  seven- 
teen more  cases  to  come,  and  should  they 
all  result  as  this  one  has,  it  will  prove 
that  the  races  were  a  very  expensive  ven- 
ture for  the  Minneapolis  cycle  dealers. 

During  the  first  part  of  the  week  the 
cases  as  applying  against  the  city  were 
argued,  but  were  thrown  out  of  court,  it 
being  held  that  the  city  could  in  no  way 
be  made  a  party  to  the  action.  The 
bridge  which  fell  was  a  temporary  af- 
fair built  over  the  track,  so  that  people 
could  go  to  the  pavilion  from  the  street 
car  without  interfering  with  anything 
that  might  be  going  on.  Over  a  hundred 
preferred  to  view  the  races  from  the 
bridge,  and  although  the  policemen  spoke 
to  them  about  getting  down,  they  re- 
mained. The  break  came  as  the  riders 
were  about  to  finish  in  the  first  event.  As 
the  riders  passed  under  the  bridge,  there 
was  a  general  rush  to  the  finish  side. 
The  strain  w^as  great,  and  down  the  struc- 
ture came,  precipitating  the  people  to  the 
ground  a  distance  of  fifteen  feet.  No  one 
was  killed,  but  there  were  a  few  cases  of 
broken  bones  and  bad  bruises. 


Every  Healthy  Form  of  Trade  Activity 

Is  Delayed  So  Long  as  Shows 

Are  In  Pruspect 


New  York  City,  Nov.  5. — Opposition  to 
a  national  cycle  show  or  even  to  a  local 
show  that  may  pose  as  one  and  entail 
expensive  assistance  from  the  wholesale 
trade  is  undoubted,  emphatic  and  almost 
universal  among  leading  makers  with 
headquarters  here  or  who  have  visited 
the  city  since  the  proposition  was  for- 
mally promulgated  by  Manager  Sanger 
of  the  Madison  Square  Garden.  As  the 
representative  tricycle  manufacturer  of 
the  Metropolitan  district  and  one  of  the 
leaders  in  the  cycle  trade  of  the  country, 
R.  H.  Wolff,  of  R.  H.  Wolff  &  Co.,  Ltd., 
was  interviewed  to-day  as  to  his  opinion 
of  the  advisability  of  the  trade  support- 
ing a  show  in  this  city  in  January,  either 
national  or  local.  It  is  well  known  that 
Mr.  Wolff's  arguments  and  influence  at 
the  meeting  of  the  local  board  of  trade 
last  winter  greatly  availed  in  the  aban- 
donment of  the  local  show  then  pro- 
posed. 

Qeneric  Advertising  Superfluous. 

"In  general,"  said  Mr.  Wolff,  "the  bicy- 
cle has  passed  the  period  when  it  needs 
advertisement  as  a  vehicle  of  conveni- 
ence or  pleasure.  It  is  under  present 
conditions  a  superfluous  kind  of  advertis- 
ing that  the  trade  cannot  afford.  Manu- 
facturers should  avoid  every  move  that 
tends  toward  extravagance;  and  the  enor- 
mous cost  of  these  shows  to  the  exhibi- 
tors is  well  known.  They  must  do  bus- 
iness on  a  close  basis  if  they  would  at 
present  low  prices  give  the  public  a  good 
machine.  For  our  part  we  have  main- 
tained one  quality  and  we  cannot  do  so 
and  spend  money  in  this  foolish  way. 
These  shows  are  responsible  for  the 
mushroom  manufacturers  whom  they 
give  birth  to  and  perpetuate.  If  makers 
foster  and  encourage  them  further  they 
will  have  themselves  to  blame  for  the  re- 
sults. This  show  proposition  should  be 
sat  upon  at  once  and  emphatically  be- 
fore it  can  work  any  injury  to  next  year's 
trade." 

"What  do  you  mean  by  that?" 

Mere  Schemes  of  Promoters. 

"I  mean  that  a  show  and  perhaps  the 
mere  serious  proposition  to  hold  one  will 
upset  the  whole  bicycle  trade  of  the  coun- 
try. The  makers  have  their  plans  under 
existing  conditions  and  have  sent  out 
their  salesmen.  If  the  dealers  believe  a 
show  will  be  held  or  even  think  that  one 
may  be  possibly  held  they  will  refuse 
in  many  instances  to  make  purchases  or 
close  agencies  until  the  show  is  held  or 
probability  of  holding  one  is  settled.  If 
manufacturers  countenance  such  a  show 
they  will  be  responsible  for  upsetting  the 
entire  cycle  trade  for  this  season.  The 
suggestion  for  a  show  is  not  the  outcome 
of  any  desire  to  help  the  bicycle  trade, 
but  is  a  mere  private  money  making 
scheme  of  private  promoters." 

"But  suppose  the  January  show  at  Mad- 
ison Square  Garden  be  only  a  local 
show?" 

Theory  Advanced  by  the  Unsuccessful. 

"If  it  pretends  to  be  a  local  show  then 
it  can  be  of  no  avail  in  influencing  retail 
trade  if  held  in  January;  for  by  the  time 
the  buying  season  comes  two  or  three 
months  later  the  public  will  have  forgot- 
ten all  about  the  models  they  have  seen 
and  all  the  value  of  the  advertisement 
will  be  lost.  A  local  show  in  January 
will  be  of  no  profit  to  the  dealer  and  he 
will  have  spent  his  good  money  without 


benefiting  any  one  but  the  promoter  of 

the  show." 

"How  has  the  loss  of  advertisement  by 
the  abandonment  of  shows  affected  sales 
since  they  were  given  up?" 

"Not  only  have  the  exhibiting  makers 
saved  the  thousands  of  dollars  the  shows 
cost  them,  but  among  the  recognized 
makers  of  standard  goods  at  least  there 
has  been  no  complaint  of  a  falling  off 
in  sales.  As  for  ourselves,  we  have 
gained  in  sales.  It  is  the  unsuccessful 
maker  every  time  who  is  found  advanc- 
ing the  theory  that  his  falling  off  in  bus- 
iness is  due  to  the  loss  of  show  advertise- 
ment. Some  cycle  makers  want  to  ex- 
hibit other  goods  than  bicycles,  for  in- 
stance, motor  carriages.  Why  should  the 
bicycle  makers  of  the  country  be  asked 
to  pay  big  money  merely  to  make  an 
exhibit  of  their  rivals'  motor  vehicles  a 
success?  I  tell  you  the  trade  should  at 
ODce  announce  an  emphatic  refusal  to 
lend  itself  to  a  mere  private  money  mak- 
ing scheme  before  damage  comes 
through  upsetting  trade.  A  cycle  show 
is  not  only  extravagant,  unwarranted  and 
unnecessary,  but  will  prove  a  serious  in- 
jury to  the  trade  as  well." 


Spaulding  flachme  Screw  Co.'s  Affairs. 

Carlton  H.  Ladd,  who  was  appointed 
referee  in  the  proceedings  to  wind  up  the 
affairs  of  Spaulding  Machine  Screw  Com- 
pany, has  made  a  report  to  the  Supreme 
Court.  Mr.  Ladd  took  a  mass  of  testi- 
mony, and  reports  that  there  is  due  John 
R.  Keim,  of  New  York  city,  $52,000  for 
money  advanced  to  conduct  the  business 
and  which  is  secured  by  a  mortgage.  The 
referee  holds  that  the  mortgage  should 
be  foreclosed.  Counsel  for  Mr.  Keim 
made  a  motion  before  Judge  Laughlin  in 
special  term  Saturday  to  confirm  the  re- 
port. He  also  asked  for  $1,500  costs  in 
the  proceedings.  The  judge  withheld  his 
decision.  In  all  probability  the  plant  will 
be  sold  about  the  first  of  December. 
Loran  L.  Lewis,  receiver  of  the  business, 
hopes  to  sell  the  plant  for  a  sum  that  will 
satisfy  all  the  indebtedness  against  the 
company  and  still  have  money  for  the 
stockholders. 

Poor  Goods  by  Fall  Shipments. 

It  is  estimated  that  from  1,200  to  1,500 
American  bicycles  were  sold  in  Rotter- 
dam, Netherlands,  during  the  season  of 
1897,  and  it  is  expected  that  when  the 
figures  for  the  current  year  are  com- 
pleted they  will  show  a  heavy  increase 
over  the  preceding  year.  Unfortunately, 
most  of  those  imported  last  year  were  of 
the  lower  grades,  and  the  impression  got 
abroad  that  no  first  class  machines  were 
made  in  this  country.  Probably  on  this 
account  the  English  bicycle  had  the  pref- 
erence when  a  first  class  machine  was  de- 
sired. However,  it  has  lately  become 
generally  understood  that  a  cheap  Amer- 
ican machine  is  better  for  the  price  than 
the  average  British  machine.  Rotterdam 
dealers  complain  that  some  American  bi- 
cycles show  that  they  are  made  in  a 
hurry,  and  that  better  goods  are  sent  out 
in  the  spring  than  in  the  fall. 


Parts  riakers  Soon  to  rieet. 

The  leaders  in  the  Stockton  movement 
for  organization  of  makers  of  hubs,  ped- 
als and  other  parts  announce  that  a  meet- 
ing of  the  manufacturers  to  adopt  plans 
of  organization  and  elect  permanent  offi- 
cers will  be  held  at  Waldorf-Astoria  ho- 
tel in  New  York  city,  Thursday,  Novem- 
ber 1/,  at  11  o'clock,  a.  m. 


When  a  sale  of  goods  is  made  for  cash 
on  delivery  and  the  goods  are  delivered, 
but  the  price  is  not  paid,  the  title  remains 
lit  the  seller. 


The  Cycle  Age  and  Trade  Review 


31 


WANTS  OF   BRITISH  RETAILER 


NET  PRICE  SYSTEfl  IN  ENGLAND 


Changes    io    Bicycle    Equipment    That 

English  Dealers  Would  Appreciate 

— Latitude  in  Price  Neeaed 


Tardily  following  the  example  of  the 
Rudge-Whitworth  company,  which  de- 
clared a  net  selling  price  for  its  bicycles 
shortly  after  the  $75  price  had  been  gen- 
erally announced  in  United  States  by 
leading  makers  in  the  fall  of  1897,  and 
whose  dividend  and  surplus  for  the  cur- 
rent season  seem  to  have  convinced  other 
English  makers,  the  whole  English  in- 
dustry is  now  alive  with  pronunciamen- 
tos  of  new  net  prices.  The  nominal  re- 
ductions announced  in  the  figures  given 
are  very  radical,  but  the  practical  price- 
lowering  is  much  smaller,  as  in  most 
cases  agents  heretofore  have  taken  it 
upon  themselves  to  bring  the  figures  to  a 
competition  level  by  shaving  down  their 
abnormally  large  trade  discounts.  The 
new  move  contemplates  to  tie  the  agents 
down  to  a  fixed  selling  price  and  thereby 
enable  the  large  manufacturers  to  quote 
prices  in  advertising  which  will  not  make 
the  machines  built  by  local  assemblers 
appear  as  the  cheapest  in  the  market. 
A  real  reduction  of  prices,  besides  the 
nominal  one,  has  been  necessary  to  create 
the  desired  effect,  but  it  seems  that  sev- 
eral makers  have  gone  so  far  in  this  di- 
rection as  to  interfere  seriously  with  the 
agent's  profit  and  latitude  in  negotiating 
sales.  It  is  this  side  of  the  matter  which 
has  called  forth  a  letter  from  a  prominent 
English  dealer  to  Cycle  Referee,  which  is 
of  interest  to  American  exporters  as  well 
as  to  English  manufacturers,  by  stating 
the  requirements  of  English  agents  in 
regard  to  construction  and  equipment  of 
the  cycles  he  shall  sell.  The  letter  is  as 
follows: 

Competition  With  Local  Makers. 

"Time  is  money,  but  the  agent  has  to 
have  his  time  monopolized  from  day  to 
day  with  clients  who  over-patronize  him, 
not  to  say  anything  of  little  repairs,  ad- 
justing, inflating,  oiling,  etc,  which  is  not 
expected  to  be  charged  for.  If  net  prices 
are  generally  decided  upon  sufficient  mar- 
gin must  be  allowed  for  a  substantial 
profit  to  cover  all  the  agent  has  to  con- 
tend with. 

"It  appears  to  me  that  manufacturers 
have  taken  up  the  net  price  question  in 
order  to  compete  against  local  makers, 
but  for  the  agent  who  does  not  build  net 
prices  will  be  too  final  in  treating  with  a 
customer,  consequently  the  intending 
purchasers  will  not  call  again,  and  the 
small  maker  will  be  better  able  to  treat 
with  them.  If  a  change  is  necessary  bet- 
ter not  list  the  price  at  all;  that  can 
safely  be  left  to  the  agent  in  quoting. 
Points  for  American  bxporters. 

"There  are  a  few  suggestions  I  would 
like  to  throw  in  for  next  year's  machines 
which  are  of  significance,  such  as  chain- 
wheels  minus  of  the  shroud,  chains  run- 
ning more  silent  and  easier  without  lat- 
eral support.  Ladies'  machines  to  be 
geared  higher,  spokes  of  all  machines  to 
be  enameled  or  stained  instead  of  plated, 
and  straight-laced  dress-guards.  As  it 
rests  with  the  agent  to  suit  his  client 
with  saddles,  full  allowance  to  be  made 
by  cycle  firms  less  saddles  when  so  or- 
dered, foot-rests  that  can  be  fixed  with 
the  bolt  and  screw  on  the  outside  of  the 
forks,  and  so  avoid  the  accidents  caused 
by  the  foot-rests  becoming  loose  and 
slipping  down  into  the  spokes  of  the 
wheel,  a  little  more  handlebar  and  brake 
rod  for  adjustment,  a  more  acceptable  in- 
flator  than   the   one   generally     supplied 


with  tires,  and  tires  that  will  not  crack 
and  break  to  pieces." 

Commenting  upon  the  net  price  prob- 
lem. Cycle  Referee  suggests  a  modifica- 
tion in  favor  of  small  discounts.  From 
opinions  that  have  been  expressed  by 
agents  throughout  the  country,  says  the 
Referee  editor,  it  would  seem  that,  if  the 
reduction  in  both  net  and  list  price  is  to 
have  the  effect  of  increasing  the  enthusi- 
asm of  the  agent  for  the  factory-made 
machine,  it  will  be  advisable  to  still  leave 
a  margin  between  the  price  at  which  the 
machine  is  listed  and  the  lowest  figure 
at  which  the  agent  can  sell,  he  still  ob- 
taining a  living  profit.  By  no  other 
means  can  the  agent  make  the  adjust- 
ment which  is  necessary  in  dealing  with 
people  who  require  different  lengths  of 
credit.  It  is  not  intended  that  any  re- 
turn should  be  made  to  the  20  and  25  per 
cents,  of  the  old  days,  but  there  is  un- 
doubtedly a  strong  feeling  that  from  5 
to  10  per  cent  difference  between  net  and 
list  prices  will  be  of  benefit  rather  than 
otherwise. 

TRADE  IN  OLD  MEXICO 


DOUBLE  LICENSE  FOR  AGENTS 


EXCHANGE  OF  MACHINES  TAXED 


Flourisliing  Neighbor  Republic  Has  No  Bicycle  Fac- 
tories—Excellent Field  if  Properly  Cultivated. 


Our  bicycle  trade  with  Mexico  has 
trebled  within  the  last  year  or  two,  and 
yet  it  is  only  in  its  infancy.  The  move 
for  better  streets  and  roads,  a  move  that 
comes  with  the  bicycle  everywhere,  has 
reached  Mexico  and  is  bound  to  benefit 
the  bicycle  trade.  Monterey,  one  of  the 
principal  cities  of  the  republic,  since  the 
laying  of  a  few  miles  of  modern  brick 
pavement,  has  taken  to  the  bicycle  in  a 
way  that  is  bewildering.  The  same  re- 
sults can  be  counted  on  in  every  one  of 
the  chief  cities.  As  there  is  now  not  a 
single  bicycle  factory  in  the  republic,  al- 
though a  concession  for  one  at  the  capital 
has  been  granted,  it  behooves  our  manu- 
facturers in  this  line  to  press  their  goods 
with  vigor. 

Manufacturers  should  consider  Mexico 
as  they  would  a  state  of  the  Union,  and 
should  seek  trade  there  as  they  would 
at  home.  They  should  remember  that  it 
is  only  a  few  hours'  ride  from  us  and  has 
a  population  as  large  as  that  of  Canada, 
New  England,  and  all  of  the  Rocky  moun- 
tain and  Pacific  states  and  territories 
combined.  Trade  must  be  talked  for  in 
Spanish.  Nothing  works  so  well  in  Mex- 
ica  as  a  local  agency.  Competent  Span- 
ish-speaking agents  are  next  in  eificiency. 
Every  point  of  importance  has  an  Ameri- 
can consulate  and  more  or  less  Spanish- 
speaking  Americans,  who  are  available 
as  trade  seekers.  Every  route  by  rail  in- 
to Mexico  has  its  customs  agent,  whose 
business  is  to  give  information  as  to  du- 
ties and  to  facilitate  the  passing  of  goods 
through  the  Mexican  custom  house. 
They  are  men  of  exceptional  intelligence 
and  experience,  whom  it  is  well  for 
American  manufacturers  to  consult.  Long 
credits  are  the  rule  in  Mexico,  and  with 
well  established  houses  are  entirely  safe. 
A  mercantile  agency  under  American 
auspices  is  in  thorough  working  order 
in  Nuevo  Laredo  and  performing  those 
functions  so  necessary  to  the  safeguard- 
ing of  trade.    

Sundries  Makers  Robbed. 

Minneapolis,  Nov.  7. — Thiem  &  Co.,  St. 
Paul,  manufacturers  of  the  Thiem  toe- 
clips,  have  for  some  time  past  been  sys- 
tematically robbed,  the  thieves  paying 
particular  attention  to  the  small  tools  in 
their  die  making  department.  Last  week 
they  carried  off  a  complete  set  of  twist 
drills  and  fluted  spiral  reamers  to  match 
drills.  Two  employes  were  arrested  and 
a  large  amount  of  stolen  property  recov- 
ered. 


Washington   Dealers  Compelled  to  Pay 

Junk  Shup  License  Tax  or  Quit 

Trading'ln  Practise. 


Washington,  Nov.  7. — The  cases  of  the 
several  bicycle  dealers  who  were  recent- 
ly arrested  for  alleged  violations  of  the 
law  requiring  second-hand  dealers  to  pay 
an  annual  license  tax  of  $40,  were  called 
in  the  police  court  last  Friday.  The 
prosecuting  attorney  and  the  attorneys 
for  the  defense  agreed  that  one  defendant 
should  be  selected  for  trial,  and  in  this 
case,  should  the  court  decide  that  the 
law  was  applicable  to  bicycle  dealers, 
the  question  involved  could  be  taken  to 
the  court  of  appeals  and  finally  settled. 
J.  D.  Lasley,  who  was  one  of  the  first 
dealers  arrested,  and  who  is  one  of  the 
most  prominent  dealers  in  this  city,  was 
selected  to  stand  trial.  Counsel  for  the 
defense  then  made  a  motion  to  quash, 
alleging  legal  reasons  why  the  paper 
filed  should  be  set  aside.  The  form  of 
the  information  was  even  attacked,  but 
all  these  attempts  to  end  the  case  were 
overruled  by  the  court. 

Regular  Second  hand  Business. 

The  prosecuting  attorney  argued  that 
the  handling  of  second-hand  bicycles  by 
dealers  brought  them  within  the  provi- 
sions of  the  law.  He  pointed  to  the  fact 
that  dealers  accept  these  bicycles  in  part 
payment  for  new  machines,  and  that  af- 
ter repairing  these  old  bicycles  the  deal- 
ers then  put  them  on  sale.  The  defense 
admitted  these  facts.  Counsel  then  cited 
various  authorities  in  support  of  their 
position  and  the  case  was  then  given  to 
the  jury,  who  brought  in  a  verdict  of 
guilty.  Mr.  Lasley  was  placed  under  $200 
personal  bonds. 

The  prosecuting  attorney  stated  that 
should  the  court  of  appeals  uphold  the 
decision,  it  will  mean  an  annual  increase 
of  about  $100,000  in  the  revenues  of  the 
district.  A  decision  against  the  dealers, 
he  said,  will  mean  that  all  business  men 
who  take  second-hand  goods  in  part  pay- 
ment for  new,  and  then  dispose  of  the 
old  goods,  will  be  liable  to  a  license  tax 
of  $40.  Dealers  in  bicycles,  typewriters 
and  harness  will  be  among  those  who 
will  be  most  affected.  The  decision  of 
the  court  of  appeals  will  be  awaited  with 
interest. 

WOOD  RIM  JOINT  PATENTS 


Milwaukee    Judge     Renders     Sweeping    Decision 
Affecting  Rim  Makers. 


A  decision  was  rendered  last  Monday  in 
the  United  States  circuit  court  in  Mil- 
waukee which  may  prove  of  interest  to 
wood  rim  makers.  The  suit  was  brought 
by  Indiana  Novelty  Mfg.  Co.  of  Ply- 
mouth, Ind.,  against  Crocker  Chair  com- 
pany of  Sheboygan,  Wis.,  and  the  Smith- 
Flanders  company  of  Milwaukee  to  enjoin 
these  firms  from  making  wood  rims  with 
the  Plymouth  joint.  The  court  found  ob- 
jection to  the  validity  of  the  Indiana 
company's  patent  in  the  fact  that  wood 
rims  were  used  long  before  the  date 
when  the  company's  patents  were  ob- 
tained and  declined  to  sustain  the  injunc- 
tion. 

From  reports  so  far  obtained  it  seems 
uncertain  whether  the  decision  has  ref- 
erence to  the  manufacture  of  wood  rims 
in  general  or  only  to  the  employment  of 
certain  means  for  joining  the  meeting 
ends  of  the  hoop. 


The  size  of  a  bill  is  never  reduced  by 
filing. 


^2 


The  Cycle  Age  and  Trade  Review 


"*^<^i 


I- 


MARKTHEHIGH  GRADE  WHEEL 


NEW  YORK  OrnCESf  66-68  READE  ST. 


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The  Cycle  Age  and  Trade  Review 


33 


TheCitcleAge 

AND  TRADE   REVIEW 

Entered  at  the  Chicago  Postoffice  as  Second-Class  Mattee. 


Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
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Copyrighted,  1898.    All  rights  reserved. 


The  sideline  idea,  as  first  advocated  and 
DEALERS'        elaborated  in  this  paper,  is  being  strangely 

PROPER  distorted  by  correspondents  and  editors  who 

FIELD  ^*  ^  ^^^^  hour  have  perceived  the  necessity  of 

of  paying  attention  to  this  phase  of  cycle  re- 
tail business.  Found  napping  when  there  was  first  need  of  mis- 
sionary work  for  the  idea  in  its  general  features,  they  now  fail 
to  perceive  its  natural  limitations  and  run  afoul  of  another  trade 
phenomenon — the  department  store — which  has  nothing  to  do 
with  cycle  trade  as  such.  They  are  to  all  intents  and  purposes 
championing  the  promiscuous  adoption  of  all  other  lines  of  goods 
by  cycle  dealers  and  advocating  that  every  cycle  dealer  should 
strive  to  sail  as  close  to  the  department  store  plan  as  his  purse 
and  opportunities  will  permit.  Their  advice  may  do  no  great 
harm,  for  cycle  dealers  are  far  ahead  of  these  advisers  in  under- 
standing of  the  situation.  They  will  in  many  instances  take  up 
a  line  of  goods  which  seems  to  be  neglected  in  their  community, 
and  will  make  money  out  of  it  even  though  it  has  nothing  in 
common  with  cycle  trade,  but  they  know  full-well  that  they 
are  not  taking  the  first  or  the  second  or  any  step  toward  con- 
ducting a  general  store  by  so  doing,  but  are  simply  availing 
themselves  of  the  privilege  to  turn  an  honest  dollar,  which  is 
open  for  any  business  man  whose  perceptions  of  trade  chances 
are  not  dimmed  by  the  routine  of  his  own  particular  business. 
If  they  find  that  their  facilities  for  selling  cigars  or  stoves  or 
millinery  are  really  of  permanent  value  they  will  naturally  be  as 
willing  to  make  profits  out  of  those  lines  as  from  bicycles,  and 
a  few  may  discover  in  themselves  a  formerly  unsuspected  genius 
for  trade  in  such  other  lines  which  will  insure  them  greater  suc- 
cess than  they  could  hope  to  attain  in  the  bicycle  trade.  Noth- 
ing would  be  more  natural  under  such  circumstances  than  to 
abandon  the  bicycle  business  for  the  better  paying  line  or  to 
continue  combining  them  if  possible.  But  these  are  rare  in- 
stances which  should  not  be  magnified  into  an  example  for  the 
whole  retail  trade  to  follow. 

It  is  ridiculous  to  suppose  that  any  considerable  number  of 
bicycle  dealers  should  find  it  practicable  to  establish  new  gen- 
eral stores  in  their  respective  communities  and  make  them  prof- 
itable, or  that  very  many  of  them  should  have  special  ability 
for  any  one  of  the  lines  of  goods  which  are  regularly  handled  in 
those  established  channels  of  retail  trade  in  which  competition 
is  strong  enough  beforehand. 

As  a  remedy  for  the  short  season  and  limited  sales  in  the 
cycle  trade  generally  expansion  on  a  promiscuous  basis  promises 
no  better  results  than  generally  attends  the  opening  of  a  new 
place  of  business,  and  those  who  recommend  it  might  as  well 
recommend  anybody  who  has  money  enough  to  open  a  store  to 
go  straightway  and  do  so.  The  great  difference  between  adding 
bicycles  in  a  small  way  to  the  stock  of  an  establishment  which 
has  already  hundreds  of  customers  for  other  goods  and,  on  the 
other  hand,  adding  other  goods  to  the  stock  of  a  bicycle  estab- 
lishment, needs  to  be  recognized.  Unless  it  is  possible  to  point 
out  a  certain  class  of  goods  which  the  public  would  readily  ac- 
custom itself  to  find  in  a  bicycle  store  and  which  cannot  be  reg- 
ularly found  in  any  other  kind  of  store  under  local  conditions, 
all  rational  foundation  for  expansion  of  the  bicycle  trade  falls 
away  and  nothing  remains  of  the  sideline  idea  except  a  vacuous 


and  idle  exhortation  to  display  enterprise.  And  enterprise  un- 
der untoward  conditions  is  a  much  overrated  quality. 

The  attempt  has  been  made  in  previous  issues  of  Cycle  Age 
to  show  that  there  is  a  large  range  of  articles,  however,  which 
are  nowhere  handled  together  except  in  some  modern,  pro- 
gressive bicycle  stores,  and  each  of  which  has  a  too-limited  sale 
to  be  the  main  article  in  a  special  store,  except  in  very  large 
cities.  To  articles  of  this  kind  the  sideline  idea  must  be  re- 
stricted if  it  shall  be  consistent  with  the  requirements  of  the 
whole  retail  bicycle  trade.  On  this  idea  every  bicycle  store  in 
the  country  may  expand  its  scope  and  take  in  as  varied  an 
assortment  of  articles  as  are  found  in  a  drug  store,  a  hardware 
store  or  a  stationery,  and  yet  the  general  character  of  all  bi- 
cycle stores  would  be  recognized  as  the  same  all  over,  varying 
only  in  completeness  according  to  the  size  and  conditions  of  the 
town  of  location.  The  bicycle  store  under  such  a  development 
would  be  a  sort  of  commercial  missionary  station  in  its  locality, 
where  the  inhabitants  might  be  reasonably  sure  of  finding  all 
those  numerous  things — largely  the  products  of  modern  inven- 
tion—of which  they  could  not  be  certain  of  finding  any  in  any 
other  one  class  of  the  commercial  establishments  to  which  the 
particular  locality  would  afford  permanent  support. 

It  should  even  at  this  early  stage  be  possible  to  furnish 
lists  of  articles  approximately  representing  the  possible  scope  of 
bicycle  sidelines  graded  from  a  long  list  for  towns  of  five  to 
ten  thousand  inhabitants  to  shorter  lists  for  larger  cities  and 
also  shorter  lists  for  the  minor  towns  and  villages.  To  com- 
pile such  lists  and  offer  the  goods  embraced  in  them  to  the  re- 
tail trade  in  a  practical  commercial  manner,  remains  one  of 
the  business  opportunities  which  enterprising  sundry  jobbers 
have  before  them. 


With  a  winter  before  them  and  prospects 
CHANCES  none  too  promising  for  turning  the  days  to 

OF  THE  account  by  assembling  bicycles  in  competi- 

CHAINLESS  *^°^  with  larger  establishments,  repairmen 
may  have  time  to  familiarize  themselves  with 
bevel-gear  and  other  chainless  bicycles,  and  those  who  avail 
themselves  of  the  opportunity  for  doing  so  are  likely  to  have  a 
considerable  advantage  over  competitors  when  next  riding  sea- 
son shall  have  rolled  around  to  its  zenith.  It  has  for  some  time 
been  fairly  well  understood  that  the  probationary  period  for 
bevel-gear  bicycles  has  been  passed  and  that  manufacturers  no 
longer  harbor  any  serious  misgivings  in  regard  to  them.  A 
year  ago  conditions  were  different.  There  were  considerable 
stocks  of  finished  and  unfinished  chain-and-sprocket  bicycles  on 
hand,  making  it  undesirable  to  market  a  large  product  of  chain- 
less  machines  at  any  ordinary  price. 

It  was  not  quite  certain  what  part  repairs,  under — or  over^ 
the  guarantee,  would  play  in  the  chainless  trade.  The  possibili- 
ty of  radical  improvements  was  not  precluded.  In  brief,  there 
w"ere  so  many  risks  to  be  taken  by  forcing  the  sales  of  the  new 
type  of  machines  that  all  manufacturers  who  took  it  up  at  all, 
as  of  one  mind  readily  fell  in  with  the  ultra-conservative  price 
and  policy  that  marked  its  introduction.  All  these  things  have 
changed,  however.  First  of  all  the  market  was  forced  down 
by  the  appearance  of  cheaper  models  of  the  same  general  type. 
This  alone  has  had  a  strong  influence,  but  of  still  greater  im- 
portance for  prognosticating  the  probable  position  of  chainless 
machines  in  the  '99  retail  market  is  the  general  cleaning  up  of 
old  stock  which  has  been  characteristic  for  this  business  season, 
and  which  has  cleared  the  atmosphere  for  any  amount  of  vigor- 
ous campaigning  for  chainless  machines  that  the  manufacturers 
of  the  same  may  see  fit  to  indulge  in.  Their  convictions  in  re- 
gard to  mechanical  fitness,  elegance  and  saleability  are  no  longer 
handicapped  by  tender  regards  for  money  invested  in  other 
directions,  routine  of  their  shops  and  similar  considerations. 
They  are  practically  foot-loose,  and  the  first  admonition  of  what 
may  be  coming  has  already  been  given  in  the  form  of  a  radical 
price  reduction. 

As  if  made  to  order  to  assist  the  makers  of  chainless  ma- 
chines, a  good  sized  fad  for  SO-inch  wheels  has  at  the  same  time 
put  in  its  appearance,  removing  to  some  extent  the  objection 
which  might  be  raised  against  the  bevel-gear  type  on  the  score  of 
its  weight,  by  increasing  the  weight  of  that  class  of  chain-bicy- 


34 


The  Cycle  Age  and  Trade  Review 


cles  wWch,  by  novelty  and  courtesy  if  by  nothing  else,  migbt  be 
classed  as  a  competing  article.  When  to  all  this  conies  that  the 
public  during  the  present  season  has  gone  through  the  slow  pro- 
cess of  learning  to  "embrace  the  monster" — no  reflection  on 
chainless  machines  implied — and  has  abandoned  its  borrowed 
pseudo-scientific  objections  to  "transmission  around  corners," 
"side-thrusts,"  &c.,  &c.,  which  were  so  faithfully  absorbed  by  it 
last  fall,  winter  and  spring,  it  becomes  a  matter  for  careful  con- 
sideration by  dealers  and  repairmen  as  well  as  manufacturers  to 
form  an  advance  estimate  of  the  proportion  of  chainless  ma- 
chines which  is  likely  to  be  sold  next  year. 

This  proportion  will  not  be  alarmingly  great.  The  price 
after  all  precludes  that.  But  it  will  probably  be  sufficiently 
great  to  spell  a  good  margin  of  profit  or  loss  accordingly  as  the 
estimate  is  more  or  less  close  to  the  actual  trade  results.  It 
seems  also  to  be  worth  considering  that  possibly  there  may  prove 
to  be  a  close  interdependence  between  sales  of  chainless  bicycles 
on  one  side  and  30-inch  wheel  bicycles  on  the  other.  There 
would  seem  to  be  a  certain  probability  that  the  two  styles  will 
not  thrive  together  in  the  same  locality.  Where  the  chainless 
gains  the  ascendancy  among  those  looking  for  "up-to-date" 
mounts,  the  large  wheeled  machine  will  probably  be  frowned  up- 
on, and  vice-versa.  For  the  public  rarely  favors  two  fashions  at 
the  same  time  in  an  article  like  bicycles. 

****** 

That  the  value  of  a  pneumatic  tire  depends  very  largely  on 
the  facility,  or  otherwise,  with  which  it  may  be  mended  when 
punctured  or  cut,  is  usually  taken  as  one  of  the  recognized  truths 
in  bicycle  lore  nowadays.  Mending  of  large  rents  will  perhaps 
always  remain  a  precarious  job,  so  far  as  the  rider  is  concerned, 
but  it  is  being  more  and  more  vehemently  insisted  upon  that  or- 
dinary punctures  shall  not  cause  permanent  trouble.  In  this  re- 
spect the  usual  single  tube  road  tire  with  canvas  fabric  has  suf- 
fered in  public  estimation.  Fabric  leaks  and  the  unreliability 
of  plug  repairs  have  been  the  two  drawbacks  to  this  class  of 
tires,  even  more  than  excessive  adulteration  of  the  rubber  which 
enters  into  their  composition.  The  latter  is  simply  a  question 
of  price  for  which  the  remedy  lies  in  the  public's  own  hands. 
They  can  get  good  single  tube  tires  with  canvas  fabric  as  well 
as  with  thread  fabric,  if  they  will  pay  for  them.  Some  tire  man- 
ufacturer might  make  the  experiment  of  publishing  the  exact 
proportion  of  ingredients  that  go  into  his  tires  at  the  various 
prices,  and  await  results.  If  he  takes  the  trouble  of  safeguard- 
ing his  statements  so  as  to  carry  conviction  to  the  most  incredu- 
lous, it  seems  likely  enough  that  he  would  enjoy  a  gratifying 
trade  in  his  best  article,  for  the  public's  inclination  for  the 
cheapest  grades  has  undoubtedly  been  due  very  largely  to  the 
apprehension  that  a  better  price  would  not  always  be  sure  to  se- 
cure them  a  better  article. 

f*  ■*■  T  ^  ■(•  ^ 

I  In  regard  to  construction  and  repairs  of  single  tube  tires 
with  canvas  fabric  there  are  two  points,  however,  on  which  it 
seems  as  if  something  might  be  done  to  improve  the  situation. 
The  suggestions  are  those  of  a  layman  on  tire  science,  but 
no  convincing  objections  have  so  far  been  offered 
against  them  by  men  in  the  tire  industry  to  whom  they 
have  been  mentioned.  To  prevent  tire  fabric  leaks  of  the  sinu- 
ous and  insidious  kind  which  makes  the  locating  of  a  puncture 
as  hard  a  task  as  its  mending,  it  is  thought  that  it  might  be 
useful  to  dip  or  soak  the  fabric  in  a  very  weak  solution  of  rub- 
ber before  it  is  wound  on  the  mandrel  or  otherwise  placed  in 
position  between  the  other  layers.  In  thread  fabric  tires  fabric 
leaks  are  partly  obviated  by  imbedding  the  threads  in  rubber; 
still  leakage  occasionally  takes  place  through  the  threads.  Even 
this  class  of  tires  might  therefore  perhaps  be  improved  by  the 
proposed  process.  With  fabric  leaks  eliminated  the  value  of 
single  tube  tires  would  undoubtedly  be  enhanced.  When  a  re- 
liable and  facile  repair  method  were  added  the  eventual  results 
in  regard  to  trade  would  be  incalculable.  Plug  repairs  have  not 
been  a  decided  success,  and  the  question  arises  if  the  use  of 
plugs  is  not  wrong  in  principle  as  well  as  in  application. 

The  popular  tendency,  when  the  "repair  strip"  is  not  availa- 
ble, is  in  favor  of  plugs  with  very  large,  patchlike,  disks  or 
heads,  but  in  reality  the  plug  stem  is  a  hindrance  for  the  inser- 


tion of  such  large  plugs  through  a  small  puncture.  The  stem 
is  too  bulky  and,  moreover,  its  attachment  to  the  fiat  circular 
portion  makes  it  necessary  to  mold  the  latter  with  greater  thick- 
ness than  would  be  necessary  for  a  patch,  lest  the  violence  of 
.insertion  shall  tear  a  hole  where  stem  and  disk  are  joined. 
Much  might  be  gained  if  makers  of  single  tube  tires  would  re- 
solutely devise  suitable  means  for  the  insertion  of  thin  patches 
through  a  puncture.  A  very  simple  instrument  would  sufiice, 
it  seems.  It  might  comprise  a  thin  hollow  rod,  with  butted  end, 
around  which  the  patch  would  be  wrapped  with  its  center 
against  the  butted  end;  and  an  outer  split  metal  protector  which 
might  be  gathered  around  the  patch  by  means  of  a  friction  ring, 
as  in  a  slate-pencil  holder,  coming  together  at  a  point  below  the 
patch  and  guiding  rod.  In  this  position  the  instrument  should 
be  forced  through  the  puncture,  lubricated  with  water  or  saliva 
if  necessary,  and  the  protector  should  be  withdrawn  while  the 
hollow  rod  pressed  the  patch  against  the  rim  side  of  the  tire. 
Being  perfectly  dry  the  patch  would  spread  out  by  its  own  elas- 
ticity. Then  cement  could  be  poured  or  pressed  into  the  hollow 
rod  from  the  outside  of  the  tire  and  caused  to  flow  out  of  holes 
near  its  butted  end.  A  little  manipulation  of  the  tire  would 
serve  to  spread  the  cement  over  the  patch  without  any  danger 
of  gumming  more  than  one  side  of  it,  and  when  the  desired  de- 
gree of  "tackiness"  were  obtained,  the  punctured  portion  of  the 
tire  could  be  permanently  joined  to  the  generous-sized  patch 
while  the  rod  were  withdrawn. 


Probably  the  method  might  be  further  simplified.  The  main 
thing  seems  to  be  that  manufacturers  of  single  tube  tires  should 
cut  loose  from  their  exclusive  allegiance  to  the  plug  repair,  and 
try  methods  by  which  the  vicinity  of  the  puncture  may  be  cov- 
ered for  a  greater  area  than  usually  spanned,  by  a  plug  disk,  so 
as  to  guard  against  the  uncertainty  which  arises  from  "cement- 
ing in  the  dark." 

****** 

The  latest  cry  among  bicycle  constructors  is  directed  against 
front  forks  of  oval  section.  They  are  too  stiff,  it  is  said,  and 
throw  too  much  strain  and  vibration  on  to  the  stem  and  frame. 
Much  more  trouble  has  been  experienced  with  the  modern  shapes 
of  forks  than  with  the  forks  of  round  section  which  were  used 
by  some  manufacturers  several  years  ago,  but  which  are  now 
employed,  so  far  as  known,  by  only  one  American  manufacturer. 
In  England  the  round  forks  used  on  the  new  Triumph  spring 
frame  models  have  raised  the  same  question  and  Mr.  Lovelace, 
an  English  manufacturer,  who  has  specified  round  forks  for  all 
his  machines  for  fourteen  years,  states  that  the  advantages  of 
the  springy  front  fork  are  beyond  questioning  and  experiment. 
The  truly  scientific  front  fork,  it  is  claimed,  should  be  made  of 
tubing  not  only  tapering  in  diameter  but  also  in  gauge,  running 
from  %  inch  by  16  gauge  at  the  junction  with  the  crown  to  % 
inch  by  20  gauge  at  the  axle  end. 

¥  7  ■a*  7  >1«  ^ 

An  amendment  to  the  spring  fork  idea  is  offered  by  a  manu- 
facturer who  claims  that  the  crown  is  too  stiff  and  heavy.  By 
making  the  crown  lighter  and  sufficiently  soft  to  bend  under  ex- 
cessive stresses  he  proposes  to  obviate  all  chances  of  having 
the  forks  strained  or  the  fork-stem  broken.  Whether  this  meth- 
od also  produces  the  easy  riding  which  is  claimed  as  one  of  the 
advantages  of  the  round-section  forks,  is  not  stated. 

****** 

The  argument  on  the  whole  seems  likely  to  be  taken  up  by 
makers  of  wood  forks  who  might  easily  prove  that  suitably 
tapered  one  piece  hickory  or  ash  forks  would  respond  perfectly 
to  the  requirements  of  springiness  at  a  cost  much  below  that  of 
taper-gauged  tapered  tubing.  Manufacturers  of  open-seam  steel 
fishing  rods  may  also  be  able  to  offer  a  solution  of  the  problem. 


The  Cycle  Age  and  Trade  Review 


35 


m. 


i 


^1 


i 


i 


i 
I 


I 


1 


®^§ 


We  are  Prepared 

to  talk  '99  business 
with   a  few    large 


M 


m 

i 
i 


jobbers 


MARCH-DAVIS  CYCLE  MFG.  CO. 


m 


m 


m 


i 


I 


I 


47  WARREN  ST.,  NEW  YORK. 


Mention  The  Cycle  Age 


44TH  AND  NORTH  AVES.,  CHICAGO,  ILL. 


mmm^s^^^^^^^^^^sms^^^mM^M^sms^^^^^^^m^^^^^^^^^^^^^^m^^^^ 


^^^WWSA^^^^^^^A^^ 


SPALDING, 
WOLFF-AMERICAN, 
ACME, 

IVER-JOHNSON, 
READING-STANDARD,  THOMAS, 
ECLIPSE, 


PIERCE, 
STEARNS, 
ORIENT, 
COLUMBUS, 


and  other  American  Bicycles,  besides 


HUMBER, 
ROVER, 


TRIUMPH, 
RUDGE-WHITWORTH 

and  others  in  Engfland, 
will  be  equipped  with  the 


morrow  *  * 
Huioitiatic  Coaster 

and  BrakcMM 

Mention  The  Cycle  Age 


Initial  Tension        OFJ   A  ^p    DHCT 
Expansion  Spring    ^|^/Y  1      if  V/^  1 

The  Only  True  Jar  Absorber. 

(Patent  Pending.) 

PRICE,   $2.50  EACH. 


A  SYNONYM     FOR    THE  BEST   IS  THE 
NAME    OF 

THE  BUESCHER  MFG.    CO. 

BI/KHART,    IND. 


Practical, 
Sensible, 
Health 
Preserving 
Riders 
Like  It. 
Physicians 
Endorse  it. 


Tbe  jobber,  tbe  dealer 
and  the  user  of  bic;^cle  sun- 
dries know  tbis. 

Oar  products  are  stand- 
ard and  reliable  In  style, 
quality  and  price. 

'99  CATALOGUE 


No.  3  TOE-CLTP 
C"rrect  practical 
design,  35c  pair. 


mailed  at  your  request.  It 
will  pay  yon  to  see  same 
before  ordering  a  single 
sundry. 

Complete  lines  of 
Pumps,  Liamp  Brackets, 
Toe  Clips,  Coasters,  tbe 
best  Spring  Seat  Post,  etc., 
are  shown  in  it. 

See  our  Tronser  Guard. 

We  make  specialties — 
irrite  for  estimates. 

Mention  The  Cycle  Age 


No.  7  FOOT- 
PUMP,  barrel 
11^x12.  Solid 
stirrup.  Price 
80c  Each. 


36 


The  Cycle  Age  and  Trade  Review 


FATE  OF  NATIONAL  BOARD 


Disruption  of  the  Board  Threatened  By  a  Faction— Stock= 
holders  Will  Decide  Its  Future 


New  York  City,  November  8.— Mixed 
emotions  agitate  tlie  members  of  the  Na- 
tional Cycle  Board  of  Trade  as  they  en- 
deavor to  pierce  the  mystery  contained  in 
the  following  surprising  announcement: 

To  Board  Members.— You  are  hereby  given 
notice  that  a  special  meeting  of  the  stock- 
holders of  the  National  Board  of  Trade  of 
Cycle  Manufacturers  will  be  held  at  the  of- 
fices of  the  corporation.  No.  320  Broadway, 
in  the  City  of  New  Tork,  on  Thursday,  Nov. 
17,  1898,  at  10  o'clock  in  the  forenoon,  for  the 
purpose  of  considering  the  future  work  of 
the  board. 

This    call   is    issued   under    authority    of    a 
resolution  passed  at  a  meeting  of  the  direc- 
tors of  this  board,  held  on  Nov.  3,  1898. 
Yours  truly, 

Walter   Wardrop, 
Secretary. 

New  York  City,   Nov.  4. 

The  interpretation  of  the  foregoing  offi- 
cial communication  is  that  the  stockhold- 
ers of  the  Board,  who  are  its  members, 
will  be  asked  on  the  day  of  the  meeting 
to  provide  for  the  support  of  the  organi- 
zation without  resorting  to  the  discredit- 
able practice  of  holding  cycle  shows.  At 
this  moment  the  Board  is  in  receipt  of  no 
greater  income  than  is  derived  from  the 
dues  of  its  300  members — about  $1,500  a 
year.  The  present  administration,  not 
deeming  it  courteous  or  fair  that  the  next 
board  of  directors  should  face  the  work 
of  another  year  with  insufficient  funds,  is 
in  doubt  about  the  proper  course  to  pur- 
sue. 

Income  Is  Insuiflcient. 

At  the  meeting  of  the  directors  held  on 
November  3  it  was  the  prevailing  opin- 
ion that  the  dues  should  be  raised  from 
$5  per  annum  to  something  like  $50.  If 
this  is  not  done  it  will  be  necessary  to  so 
reduce  the  operating  expenses  of  the 
Board  that  the  sum  of  money  now  in  the 
treasury  will  last  for  a  longer  time  than 
it  would  under  conditions  which  tolerated 
heavy  expenditures  without  any  sign  of  a 
supporting  income.  There  is  in  the  treas- 
ury of  the  Board  at  the  present  moment 
about  $10,000  in  cash.  The  annual  ex- 
penditures under  the  existing  form  of 
government  are  in  the  neighborhood  of 
$11,000.  It  is,  therefore,  quite  plain  that 
If  additional  income  is  not  obtained  the 
Board  cannot  carry  on  its  business  un- 
less severe  retrenchment  is  practiced. 

At  the  special  meeting  of  the  stockhold- 
ers it  is  probable  that  efforts  will  be 
made  to  disrupt  the  organization,  the 
value  of  which  is  again  gravely  doubted 
by  the  controlling  spirits  in  the  organiza- 
tion. This  intention,  however,  in  no  way 
foreshadows  the  action  of  the  stockhold- 
ers, who  have  never  been  taken  into  the 
confidence  of  the  directors,  either  under 
the  present  administration  or  in  previous 
reigns.  To  offset  the  determination  of 
the  powerful  people  who,  it  is  alleged, 
are  ready  to  undertake  the  strangling  of 
the  Board,  there  is  the  declared  intention 
of  a  minority  of  the  directors  and  a 
strong  following  of  stockholders  to  con- 
tinue the  organization,  though,  as  it  may 
well  be  supposed,  not  under  the  present 
form  of  dynastic  rule. 

Radical  Changes  In  Organization. 

If  two- thirds  of  the  stockholders — that 
is,  two-thirds  of  the  stock  issued — shall 
say  that  the  Board  work  is  worthy  of 
continuation,  some  radical  changes  will 
in  all  likelihood  follow  this  decision,  chief 


among  which  will  be  that  all  members 
shall  exercise  equal  voting  power.  To  this 
end  it  may  be  necessary  to  return  the 
charter  under  which  the  Board  now 
transacts  business  and  make  the  organ- 
ization voluntary. 

The  future  of  the  Board  lies  with  the 
stockholders.  In  this  respect  the  situa- 
tion is  considerably  different  from  what 
it  was  last  January  when,  after  much  per- 
fervid  talk  of  dissolution,  the  effort  to 
disband  was,  through  the  activity  of  the 
loyalists,  completely  frustrated. 

Between  the  present  unsound  method  of 
financing  the  organization  and  the  re- 
newed talk  of  dissolving  the  corporation 
there  is  intimate  connection.  Between 
the  ardent  hope  of  the  reconstructionists 
and  the  disappointment  arising  out  of  the 
past  year's  work  there  is  an  equally  inti- 
mate relation.  Thus  the  forces  are  di- 
vided—one party  believing  that  the  Board 
has  a  thorough  right  to  enjoy  perpetua- 
tion, though  perhaps  not  in  its  present 
form  on  account  of  the  opportunities 
which  it  has  taken  advantage  of  as  well 
as  the  opportunities  which  have  been 
neglected;  and  the  other  party  contend- 
ing that  by  virtue  of  the  inability  of  the 
Board  to  rise  superior  to  all  obstacles 
placed  in  its  way,  it  should  be  disbanded. 

Exiatlns;  Conditions  Untenable. 

Whatever  the  outcome  of  the  contro- 
versy which  is  imminent,  it  is  not  to  be 
denied  that  for  the  good  which  in  the 
past  the  Board  has  accomplished,  though 
the  nature  of  its  good  works  is  habitually 
viewed  through  a  telescope,  it  is  worthy 
of  perpetuation  in  some  form  or  other. 
The  confession  of  inability  to  make  prog- 
ress under  existing  conditions  is  by  no 
means  an  irrefutable  argument  for  the 
dissolution  of  the  Board. 

The  present  roster  of  the  Board  mem- 
bership is  as  follows: 

Arnstein,  Eugene,  88  "West  Lake  St.,  Chi- 
cago, 111. 

Abbott,  W.  L.,  Duquesne  Mfg.  Co.,  Pitts- 
burg. Pa. 

Andrae,  H.  P.,  Julius  Andrae  &  Sons  Co., 
Milwaukee,  "Wis. 

Blaurock,  B.  A..  American  Tire  Co.,  Have- 
meyer  BIdg.,  N.  Y.  City. 

Billings,  F.  C,  Billings  &  Spencer  Co., 
Hartford,  Conn. 

Black,  Geo.  I.,  Black  Mfg.  Co.,  Erie,  Pa. 

Bowe,  J.  L.,  Syracuse  Cycle  Co.,  Syracuse, 
N.  Y. 

Brownridge,  "W.  T.,  Rex  Cycle  Co.,  Chi- 
cago,   111. 

Butler,  C.  J.,  Peoria  Rubber  &  Mfg.  Co., 
Peoria,  111. 

Benjamin,  C.  A.,  Olive  Wheel  Co.,  Syra- 
cuse, N.  Y. 

Bailey,  B.  M.,  Fairbanks  Boston  Rim  Co., 
Bedford,   Mass. 

Bunker,  W.  I.,  Bunker  Saddle  Co.,  Chi- 
cago, 111. 

Beach,  N.  M.,  Bridgeport  Brass  Co., 
Bridgeport,   Conn. 

Blanchard,  T.  F.,  Mechanical  Rubber  Co., 
230  E.  Randolph  St.,  Chicago. 

Becker,  J.  H.,  Elmore  Mfg.  Co.,  Clyde, 
Ohio. 

Bentley,  W.  H.,  Straight  Mfg.  Co.,  James- 
town, N.  Y. 

Bidwell,  Geo.  R.,  Spalding-Bidwell  Co.,  29 
W.  42nd  St..  N.  Y.  City. 

Brown,  Kirk.  American  Dunlop  Tire  Co., 
Belleville.  N.  J. 

Bruff,  W.  J.,  Remington  Arms  Co.,  315 
Broadway.  N.   Y.  City. 

Burris.  Elliott,  Humber  &  Co.,  Amer.  Ltd., 
3  Park  Place,  N.  Y.  City. 

Caswell.  D.  "W.,  Adams  &  Westlake  Co., 
Chicago,  111. 

Carey,  F.  W.,  Thomas  Chain  &  Stamping 
Co..  Norwich,  Conn. 

Clark,  Geo.  C,  Wheeler  Saddle  Co.,  De- 
troit, Mich. 

Centlivre,  L.  A.,  L.  A.  Centlivre  Mfg.  Co., 
Fort  Wayne,  Ind. 


Chapman,  T.  B.,  Columbus  Bicycle  Co., 
Columbus,  Ohio. 

Child,  A.  Kennedy,  Hartford,  Conn. 

Connon,  H.  B.,  Bridgeport  Gun  Imp.  Co., 
315  Broadway,  N.  Y.  City. 

Carter,  J.  A.,  Geneva  Cycle  Co.,  Geneva, 
Ohio. 

Climo,  Jos.  D.,  Cleveland  Machine  Screw 
Co.,   Cleveland,  Ohio. 

Cole,  G.  W.,  G.  W.  Cole  &  Co.,  Ill  Broad- 
way, N.  Y.  City. 

Coleman,  R.  Lindsay,  Western  Wheel 
Works,  36  Warren  St.,  N.  Y.  City. 

Colton,  Geo.  B.,  Colton  Cycle  Co.,  Toledo. 
Ohio. 

Cockley,  D.  L.,  Shelby  Steel  Tube  Co., 
Shelby,  Ohio. 

Crawford,   R.   S.,   Crawford  Mfg.  Co.,   Ha- 
gerstown,  Md. 
erstown,  Md. 

Curtis,  A.  B.,  Reed  &  Curtis  Mch.  Screw 
Co.,  Worcester,  Mass. 

Cushman,  Jos.  W.,  Cushman  &  Denison, 
172  9th  Ave.,  N.  Y.  City. 

Davis,  J.  E.,  Boston  W.  H.  &  Rubber  Co., 
Boston,  Mass. 

Davis,  W.  E.,  March-Davis  Cycle  Co., 
West  44th  St.,  Chicago,  111. 

Day,  Geo.  H.,  Hartford  Cycle  Works,  Hart- 
ford, Conn. 

Dickerson,  C.  W.,  Sterling  Cycle  Works, 
Chicago,  111. 

Dikeman,  C.  S.,  Eagle  Bicycle  Mfg.  Co., 
Torrington,  Conn. 

Dunbar,  J.  Frank,  Newton  Rubber  Works, 
123  Pearl  St.,  Boston,  Mass. 

Eldridge,  B.,  National  Sewing  Mach.  Co., 
Belvidere,  111. 

Faxon  &  Co.,  O.  J.,  2  Appleton  St.,  Boston, 
Mass. 

Fitchenburg,  M.,  The  League  Cycle  Mfg. 
Co.,    Milwaukee,   "Wis. 

Fowler,  Frank  T.,  136  W.  Washington  St., 
Chicago,  111. 

Funnell,  C.  H.,  Buffalo  Cycle  Mfg.  Co., 
Buffalo,    N.    Y. 

Friedenstein,  J.,  Amer.  Cycle  Fittings  Co., 
320  Broadway,  N.  Y.  City. 

Fries,  G.  Frank,  Day  Mfg.  Co.,  Idlewood, 
Erie  Co.,   N.  Y. 

Fulton,  H.  H.,  Eclipse  Bicycle  Co.,  Elmira, 
N.  Y. 

Fletcher,  E.  C,  Indianapolis  Chain  & 
Stamping  Co.,  Indianapolis,   Ind. 

Frost,  W.  H.,  Frost  Gear  Case  Co.,  Indian- 
apolis, Ind. 

Faulkner,  Arthur,  Trinity  Cycle  Mfg.  Co., 
Keene,  N.  H. 

Finkenstadt,  F.  C,  National  Cycle  Mfg. 
Co.,  Bay  City,  Mich. 

Fanning,  Frank  J.,  Fanning  Cycle  Mfg. 
Co.,    Chicago,    111. 

Fallanbee,  H.  S.,  Brown  Saddle  Co.,  Elyria, 
Ohio. 

Featherstone,  A.,  A.  Featherstone  &  Co., 
32  Warren  St.,  New  York  City. 

Fisher,  C.  H.,  Gendron  Wheel  Co.,  Toledo, 
Ohio. 

Fewsmith,  L.,  Peerless  Mfg.  Co.,  Cleveland, 
Ohio. 

Garford,  A.  L.,  Garford  Mfg.  Co.,  Elyria, 
Ohio. 

Gilbert,  Jr.,  A.,  Fenton  Metallic  Mfg.  Co., 
Jamestown,  N.  Y. 

Goetz,  P.,  Albany  Mfg.  Co.,  Albany,  Ind. 

Goodspeed,  C.  E.,  Geo.  Barnard  &  Co., 
Brooklyn,   N.  Y. 

Gormully,  R.  Phillip,  Gormully  &  Jeffery 
Mfg.  Co.,  Chicago,  111. 

Graham,  W.  A.,  New  Departure  Bell  Co., 
Bristol,  Conn. 

Gump,  A.  W.,  The  Shelby  Cycle  Mfg.  Co., 
Shelby,  Ohio. 

Goodrich,  P.  N.,  Ideal  Plating  Co.,  3  Ap- 
pleton St.,  Boston,   Mass. 

Greenburg,  Geo.  G.,  S.  D.  Childs  &  Co.,  140 
Monroe  St.,  Chicago,  111. 

Gates,  W.  H.,  Baldwin  Cycle  Chain  Co., 
Boston,   Mass. 

Griggs,  R.  F.,  The  Matthews  &  Willard 
Co.,  Waterbury,  Conn. 

Hastings,  W.  W.,  New  York  Standard 
Watch  Co.,  11  John  St.,  New  York  City. 

Hord,  A.  C,  Mcintosh-Huntington  Co., 
Cleveland,  Ohio. 

Hulbert,  M.  H.,  Mesinger  Bicycle  Saddle 
Co.,  70th  St.  &  Ave.  A.,  New  York  City. 

Hunt,  J.  A.,  Hunt  Mfg.  Co.,  Westboro, 
Mass. 

Halladay,  L.  B.,  Marion  Cycle  Co.,  Marion, 
Ind. 

Hawks,  Edw.  W.,  Ariel  Cycle  Mfg.  Co., 
Goshen,  Ind. 

Hardy,  H.,  42  West  67th  St.,  N.   Y.  City. 

Hatt,  Fred  H.,  Empire  Cycle  Co.,  Syracuse, 
N.  Y. 

Hay,  Thomas,  Hay  &  Willits  Mfg.  Co., 
Indianapolis,  Ind. 

Hodgman,  Geo.  F.,  Hodgman  Rubber  Co., 
459  Broadway,  N.  Y.  City. 

Hoffman,  L.  E.,  Hoffman  Bicycle  Co., 
Cleveland,    Ohio. 

Hopewell,  John,  L.  C.  Chase  &  Co.,  Boston, 

Hulbert,  W.  A.,  Hulbert  Bros.  &  Co.,  70th 
St.,  &  Ave.  A.,  City. 

Hunter,  Thos.  (2),  Hunter  Arms  Co.,  Ful- 
ton, N.  Y. 

Huffman,  F.  T.,  Davis  Sewing  Machine  Co., 
Dayton,  Ohio. 

Indiana  Novelty  Co.,  Plymouth,  Ind  (Geo. 
H.  Thayer). 

Tngersoll,  C.  H.,  R.  H.  Ingersoll  &  Bros., 
156  Washington  St.,  City. 


The  Cycle  Age  and  Trade  Review 


37 


Johnson,  F.  I.,  Iver-Johnson  Arms  &  Cycle 
"Works,  Fitchburg,  Mass. 

Johnson,  Llewellyn  H.,  Cycle  Health  Sup- 
ply Co.,  107  Chambers  St.,  New  York  City. 

Kundtz  Bending  Co.,  Cleveland,  Ohio. 

Kirk,  Ezra  E.,  The  Kirk  Mfg.  Co.,  Toledo, 
Ohio. 

Kurtz,  S.  S.,  Gilliam  Mfg.  Co.,  Canton, 
Ohio. 

Keating,  Kobt.  M.,  Keating  Wheel  Co., 
Middletown,    Conn. 

Kenfield,  W.  W.,  Rochester  Cycle  Mfg.  Co., 
Roches  tor    N.  Y, 

Kiser,  J.'w.,  Monarch  Cycle  Co.,  32  N.  Hal- 
sted   St.,   Chicago. 

Kelley,  A.  L.,  Mechanical  Fabric  Co., 
Providence,  R.  I. 

Kirkpatrick,  T.  J.,  Kirkpatrick  Saddle  Co., 
Springfield,    Ohio. 

Li'Hommedleu,  S.  V.,  National  India  Rub- 
ber Co.,  223  Broadway,  City. 

Lovell,  Ben.  J.,  John  P.  Lovell  Arms  Co., 
Boston,  Mass. 

Lozier,  H.  A.,  H.  A.  Lozier  &  Co.,  34  Su- 
perior St.,  Cleveland,  Ohio. 

Lyall,  Wm.,  Brighton  Mills,  540  W.  23rd 
St.,   New   York  City. 

Llewellyn,  Jno.  T.,  Ferrite  Steel  Cycle  Fit- 
tings Co.,  Racine,  Wis. 

Lester,  H.  W.,  The  Veeder  Mfg.  Co.,  Hart- 
ford, Conn. 

Lonn,  E.  Julius,  J.  Lonn  &  Sons  Co.,  La 
Porte,  Ind. 

Mowry,  W.  C,  Hopkins  &  Allen  Mfg.  Co., 
Norwich,   Conn. 

Metz,  C.  H.,  Waltham  Mfg.  Co.,  Waltham, 

Maslin,  H.  B.,  Tourist  Cycle  Co.,  Syracuse, 
N.  Y. 

MoLymonds,  L.  K.,  N.  Y.  Belting  &  Pack- 
ing Co.,  25  Park  Place,  New  York  City. 

McDonald,  Hugh,  Demorest  Mfg.  Co.,  Wil- 
liamsport.   Pa. 

McKee,  Joseph,  McKee  &  Harrington,  175 
Grand  St.,  N.  Y.  City. 

Measure,  Walter,  Union  Cycle  Mfg.  Co., 
Highlandville,  Mass. 

Mendenhall,  W.  B.,  American  B.  H.  O.  & 
Sewing  Machine  Co.,  Philadelphia,  Pa. 

Miller,  John  R.,  Relay  Mfg.  Co.,  Reading, 
Pa. 

Moore,  A.  L.,  A.  L.  Moore  Co.,  Cleveland, 
Ohio. 

Morse,  Henry  C,  Revere  Rubber  Co.,  Bos- 
ton, Mass. 

Manson,  Louis  H.,  Manson  Cycle  Co.,  153 
W.   Jackson    St.,    Chicago. 

Meiselbach,  A.  D.,  A.  D.  Meiselbach  Co.,  N. 
Milwaukee,  Wis. 

Meyercord,  Geo.  R.,  The  Meyercord  Co., 
Chicago,  111. 

Oliver,  John  I.,  Bardons  &  Oliver,  Cleve- 
land, Ohio. 

O'Connell,  W.  J.,  Arnold  Schwinn  &  Co., 
214  W.  Lake  St.,  Chicago,  111. 

Page,  T.  C,  Lamb  Mfg.  Co.,  Chicopee 
Falls,   Mass. 

Palmer,  J.  F.,  Palmer  Pneumatic  Tire  Co., 
Chicago,  Til. 

Peck,  A.  R.,  Barnes  Cycle  Co.,  Syracuse, 
N.  Y. 

Pepper,  C.  L.,  Spaulding  Pepper  Co.,  Chico- 
pee Falls,  Mass. 

Pierce,  Geo.  N.,  Geo.  N.  Pierce  Co.,  Buf- 
falo, N.  Y. 

Pierrez,  J.  C,  Columbia  Rubber  Works,  65 
Reede  St.,  New  York  City. 

Pope,  A.  A.,  Pope  Mfg.  Co.,  Hartford, 
Conn. 

Pope,  Geo.,  Hartford  Rubber  Co.,  Hart- 
ford, Conn. » 

Prial,  F.  P.,  The  Wheel,  88  W.  Broadway, 
N.  Y.  City. 

Punnett,  R.  A.,  Punnett  Cycle  Mfg.  Co., 
Rochester,  N.  Y. 

Patee,  Fred,  Patee  Bicycle  Co.,  Peoria,  111. 

Peacock,  F.  B.,  E.  P.  Peacock,  Chicago, 
111. 

Post,  D.  J.,  The  Cycle  Supply  Co.,  Hart- 
ford, Conn. 

Pratt,  D.  S.,  Elastic  Tip  Co.,  Boston,  Mass. 

Packer,  G.  D.  Packer  Cycle  Co.,  Reading, 
Pa. 

Porter,  Fred  H.,  National  India  Rubber 
Co.,  Boston,  Mass. 

Rempiss,  W.  F.,  Reading  Standard  Mfg. 
Co.,  Reading,   Pa. 

Ryman,  R.  L.,  Strieby  &  Foots,  Newark, 
N.  J. 

Reber,  J.  C,  Acme  Mfg.  Co.,  Reading,  Pa. 

Redding,  W.  A.,  Redding.  Kiddle  &  Greely, 
Potter  Bldg.,  New  York  City. 

Rockwell,  E.  D.,  P.  &  F.  Corbin,  New  Brit- 
ain, Conn. 

Rouse,  H.  G.,  Rouse,  Hazard  &  Co.,  Peoria, 
111. 

Rountree,  H.  H.,  Turner  Brass  Works,  122 
Klnzie  St.,  Chicago,  111. 

Richmond,  F.  B.,  American  Specialty  Mfg. 
Co.,  Hartford,  Conn. 

Rastetter,  W.  C,  Louis  Rastetter  &  Sons, 
Fort  Wayne,  Ind. 

Smith,  C.  S.,  C.  S.  Smith  &  Sons  Co.,  Mil- 
waukee, Wis. 

Scheffey,  A.  M.,  A.  M.  Scheffey  &  Co.,  92 
Read   St.,   New   York. 

Schlesinger,  Leo,  Stanley  Cycle  Mfg.  Co., 
281  9th  Ave.,  N.  Y.  City. 

Schlesinger,  Louis,  Capital  Mfg.  Co.,  125 
Rees  St.,  Chicago,  111. 

Shrader,  Geo.  H.,  A.  Shrader's  Sons,  32 
Rose  St.,  N.  y.  City, 


Seiberling,   C.   W.,    The   India  Rubber  Co., 
Akron,  Ohio. 

Smith,   C.  F.,  Indiana  Bicycle  Co.,   Indian- 
apolis, Ind. 

Snell    Samuel,  Snell  Cycle  Fittings  Co.,  To- 
ledo, Ohio. 

Spalding,   A.   G.,   A.    G.    Spalding  &   Bros., 
147  Wabash  Ave.,  Chicago,  111. 

Stall,  W.  W.,  Room  1318,  320  Broadway,  N. 
Y.  City. 

Stearns,  E.  C,  E.  C.  Stearns  &  Co.,  Syra- 
cuse, N.  Y. 

Smyth    Hill  C,   Keating,  Smyth  &   South- 
ard, Chicago,  111. 

Sturgess,  Lee,  Chicago  Stamping  Co.,  Chi- 
cago,  111. 

Smith,    O.    H.,    Indianapolis    Rubber    Co., 
Indianapolis,  Ind. 

Stover,  D.  C,  Stover  Bicycle  Co.,  Freeport 
Ind. 

Sidway,    H.    T.,    Sidway   Mfg.    Co.,    240   W. 
Lake  St.,  Chicago,  111. 

Spencer,  Geo.  G.,  318  Royal  Ins.  Bldg.,  Chi- 
cago, 111. 

Sidwell,  Arthur,  Sidwell  Pedal  Co.    Boston, 
Mass. 

State,  John  C,  Ames  &  Frost  Co.,  Chicago, 
111. 

Spraker,  D.  C,  Kokomo  Rubber  Co.,  Koko- 
mo,  Ind. 

Silverman,    I.,    Artemis   Plating  Works,   74 
W.  .lackson  Boul.,  Chicago. 

Tinkham    J.  R.,  Tinkham  Cycle  Co.,  306  W. 
59th  St.,  N.  Y.  City. 

Thayer,  C.  L.,  Hamilton  Cycle  Co.,  Hamil- 
ton, Ohio. 

Thompson,    A.    G.,    Phillips    Mfg.    Co.,    307 
Broadway,  N.  Y.  City. 

Thompson,  Geo.  L.,  Geo.  L.  Thompson  Mfg. 
Co.,  Chicago,  111. 

Thomas,   W.    S.     The    Thomas     Mfg.     Co., 
Springfield,  Ohio. 

"Very,   A.    O.,   Warwick   Cycle  Co.,    Spring- 
field, Mass. 

"Van  Arsdale,   H.,   Beebe  Mfg.   Co.,  Racine, 
Jet.,  Wis. 

Williams,   H.   C,   Fay     Mfg.     Co.,     Blyria, 
Ohio. 

Wainwright,  L.   M.,   Roger  B.  McMullen  & 
Co.,  309  Broadway,  N.  Y.  City. 

Ward,  Eugene,  Butler  &  "W"ard  Co.,  New- 
ark   N.  J. 

White,   Frank  N.,   New  York  Tire   Co.,   59 
Reade  St.,  N.  Y.  City. 

White,    W.    T.,    White   Sewing   Mach.    Co., 
Cleveland,  Ohio. 

Whitten,    W.    W.,    W.    W.    Whitten    Cycle 
Mfg.  Co.,  Providence,  R.  I. 

Wilmarth,   L.  T.,   Grand  Rapids   Mfg.   Co., 
Grand  Rapids.  Mich. 

Wilson,  Wm.  F.,  Liberty  Cycle  Co.,  4  War- 
ren   St.,   New  York  City. 

Wilson,    Wm.    N.,    Richmond    Bicycle    Co., 
Richmond,  Ind. 

Wolff,  R.   H.,  R.  H.  Wolff  &  Co.,  Foot  E. 
118th  St.,  N.  Y.  City. 

Wright,    Rufus,    Morgan    &    Wright,    Chi- 
cago, 111. 

Wood,  F.  W.,  Indiana  Chain  Co.,  Indiana- 
polis, Tnd. 

Webster,  G.  W.,   Chicago  Handle  Bar  Co., 
Chicago,  111. 

Welles,    R.    H.,    Badger    Brass    Mfg.    Co., 
■  Kenosha,  Wis. 

Warren,   J.   M.,   J.   J.  Warren  Co.,  Toledo, 
Ohio. 

Williams,  J.   H.,   J.   H.   Williams   &   Co.,   9 
Richard  St.,  Brooklyn,  N.  Y. 

Wilmot,   Frank   A.,    The  Wilmot   &  Hobbs 
Mfg.  Co.,  Bridgeport,  Conn. 

Yost,  Jos.  L.,  Toledo,  Ohio. 


DECISION  ON  WAR  TAX 


Circuit  Court  Judge  Holds  tliat  Express  Companies 
May  Put  Revenue  Burden  on  Sliippers. 


Ne'w  York,  Nov.  7. — In  a  test  suit 
brought  by  Merchants'  Association  of 
New  York  in  the  name  of  "William  Cra"w- 
ford,  against  Adams  Express  Company, 
United  States  Circuit  Judge  Lacombe  has 
handed  do"wn  an  opinion,  according  to 
"Which  express  companies  have  the  right 
to  compel  shippers  of  goods  to  pay  the 
1-cent  war  stamp  tax  upon  bills  of  lad- 
ing, imposed  by  the  act  of  congress, 
which  became  operative  on  July  1,  1898. 
The  case  has  attracted  widespread  atten- 
tion among  New  York  business  men,  and, 
being  a  test  suit  selected  from  a  large 
number  of  similar  suits  pending,  involves 
thousands  of  dollars  besides  the  general 
question  of  the  right  of  public  carrier 
companies  to  shift  tax  burdens  imposed 
upon  them  onto  their  customers.  Numer- 
ous suits  brought  in  United  States  courts 
throughout  the  country  have  been  held 
in  abeyance  pending  Judge  Lacombe's  de- 
cision. The  judge,  however,  finds  it 
needless  to  examine  the  case  thoroughly, 
as,  he  says,  it  is  undoubtedly  destined  to 
be  carried  to  the  Supreme  Court  of  the 


United  States  whatever  his  decision 
might  be,  and  a  final  determination  at 
an  early  date  is  the  most  important  ob- 
ject sought  by  the  litigants.  A  part  of 
his  opinion  as  he  chooses  to  deliver  it,  is 
as  follows: 

"I  start  with  the  proposition  that  as 
between  individual  citizens  originally 
there  is  the  right  as  to  who  should  bear 
the  burden  of  service  rendered.  That  a 
common  carrier  is  subject  to  regulations 
by  congress  as  to  limitations  upon  its 
powers  to  make  agreement  with  the  in- 
dividual citizens  is  not  disputed.  The 
proposition  is.  Has  congress  prohibited 
in  this  particular  case  the  carrier  from 
requiring  the  shipper  to  pay  the  in- 
creased expense  of  performing  the  act  of 
transportation?  There  is  no  express  lan- 
guage in  the  act  that  I  can  find  laying 
the  burden  of  that  prohibition  upon  the 
carrier,  and  inasmuch  as  restrictions  of 
the  right  to  contract,  which  is  a  right  of 
a  great  deal  of  value  to  the  citizen, 
should  not  be  spelled  out  of  any  uncer- 
tain language,  I  am  induced  to  reach  the 
conclusion,  without  the  careful  examina- 
tion and  analysis  of  the  cases  which 
might  lead  me  to  a  different  conclusion. 
I  am  constrained,  I  say,  to  reach  the  con- 
clusion that  the  act  has  not  prohibited 
the  carrier  from  requiring  the  party  ten- 
dering the  goods  to  pay  to  the  carrier  the 
increased  cost  which  the  act  of  congress 
has  made. 

"It  seems  to  be  of  the  utmost  impor- 
tance, not  only  to  the  express  company, 
but  to  the  individual  shipper,  to  have 
this  matter  authoritatively  settled.  It  is 
extremely  necessary  that  there  should  be 
an  early  decision  in  the  court  of  last  re- 
sort. A  decision  here  is  worth  nothing; 
it  will  not  settle  the  question." 


BROOKLYN  BOARD  ON  SHOWS 


Announces  Tfint  It  Will  Neitlier  Support  Nor  Oppose 
a  Bicycle  Exiilbltion  niven  by  Cycling  Clubs. 


The  Brooklyn  Cycle  Board  of  Trade  has 
passed  the  following  resolutions  in  order 
to  declare  its  attitude  toward  shows: 

Resolved.  That  this  board  repudiates  In 
their  entiretv  the  statements  recently  made 
in  a  Brooklyn  paper  purporting  to  show 
animated  opposition  on  the  part  of  the 
board  to  the  cycle  show  to  be  given  bv  the 
Associated  Cycling  Clubs  of  Long  Is'nnd, 
a'fid  characterizes  such  statements  as  being 
without  foundation  and  untrue  in  every  par- 
ticular. That  this  board,  while  still  of  the 
opinion  that  a  cvcle  show  is  neither  neces- 
sary nor  advisable,  so  far  as  the  welfare  of 
its  members  is  concerned,  will  not  obnect  to 
nor  oppose  In  any  manner  an  exhibition 
held  by  any  other  responsible  body  or  asso- 
siation. 

President  George  W.  Bennett  of  the 
board  has  also  issued  an  open  letter  stat- 
ing that  while  the  board  as  a  body  will 
not  support  shows,  it  will  not  oppose  the 
one  being  promoted  by  the  Associated  Cy- 
cling Clubs  of  Long  Island. 


Small  Boys  Steal  Accessories. 

Toledo,  Nov.  7.— The  theft  of  license 
tags,  bells  and  repair  kits  from  bicycles 
have  recently  become  so  frequent  that 
the  police  made  it  their  business  to  look 
for  the  perpetrators  of  the  troublesome 
crimes.  Late  last  week  two  ten-year-old 
boys,  sons  of  prominent  parents,  were  ar- 
rested. The  boys  were  given  a  hearing 
and  were  sent  to  the  industrial  school. 


Error  In  An  Advertisement. 

In  the  one-page  advertisement  of  Pope 
Mfg.  Co.,  which  appeared  in  this  paper 
in  the  October  27  issue,  the  price  of  "Ve- 
dette, pattern  No.  22,  for  women  was  giv- 
en at  $25,  or  the  same  as  the  "Vedette  pat- 
tern for  men.  The  price  should  have  been 
$26,  or  one  dollar  more  than  the  diamoii^ 
franie  pattern, 


38 


The  Cycle  Age  and  Trade  Review 


REPAIR  SHOP  ECONOiWICS 


Broken    Pedals  Are  Usually  Replaced   But  Sometimes  It 
Pays  to  fiend  Them— Various  flethods 


If  there  is  any  branch  of  cycle  repair- 
ing concerning  which  the  average  repair 
man  has  but  very  vague  ideas  it  is  work 
on  pedals.  But  little  attempt  has  ever 
been  made  to  do  actual  repair  work  on 
pedals,  the  extent  of  the  operations  com- 
monly performed  being  to  replace  broken 
parts  by  substituting  new  ones  obtained 
from  the  makers.  However,  this  method 
of  substitution  has  always  proved  unsatis- 
factory and  many  are  the  repair  men  who 
have  cursed  pedals  and  pedal  injuries  in 
general.  Pedals  are  constantly  breaking 
in  some  way  or  another,  and  while  it 
seems  simple  to  replace,  the  work  of  doing 
so  is  greatly  hindered  by  the  inability  to 
get  parts  with  which  to  replace  the  broken 
ones.  There  was  never  a  time  when  pedal 
breakages  were  not  common  and  the  re- 
cent introduction  of  the  low  hung  frame 
coupled  with  the  reckless  riding  of  the 
same  over  rough  and  stony  roads  has 
made  such  breakages  now  more  frequent 
than  in  the  past. 

Riders  Like  to  Save  Whole  Parts. 

That  there  should  be  some  way  for  the 
repairer  to  get  around  pedal  injuries  in 
a  more  facile  and  remunerative  manner 
than  by  replacement  is  apparent.  Just 
what  this  way  is,  is  not  so  plain.     But 


there  are  several  courses  which  may  be 
adopted  at  times  according  to  the  judg- 
ment of  the  repairer,  and  which  may  be 
adopted  with  more  profit  than  the  com- 
mon practice  of  selling  new  pedals  to 
take  the  place  of  old  ones  which  are  in- 
jured in  some  respect  that  does  not  make 
the  pedal  as  a  whole  worthless.  The  prac- 
tice of  putting  on  new  pedals  is  sometimes 
the  best,  but  there  are  times  when  if  it  be 
possible  to  repair  or  to  replace  only  cer- 
tain parts,  the  latter  course  should  be 
taken.  The  selling  of  new  pedals  may 
save  money  for  the  rider  as  it  gives  him  a 
permanent  and  first-class  repair,  and  it 
may  often  save  money  for  the  repairer  as 
it  gives  him  a  sure,  though  perhaps  a 
small  profit.  But  in  pedals,  as  in  every- 
thing else,  the  average  rider  dislikes  to 
throw  away  whole  parts  merely  to  get 
some  small  item  fixed.  The  supplying  of 
whole  new  pedals  suits  some  customers, 
but  the  repairer  might  as  well  get  also 
the  trade  of  those  who  do  not  want  to 
abandon  their  old  parts,  even  though  he 
have  to  do  a  little  thinking  in  order  to  ac- 
complish a  repair  in  an  instance  where 
with  another  patron  he  would  replace  the 
entire  pedal.  The  main  difficulty  in  the 
way  of  putting  new  parts  in  pedals  arises 
from  the  fact  that  there  are  many  differ- 
ent kinds  of  pedals  which  are  very  similar 
in  design  and  that  it  is  extremely  difficult 
to  get  parts  even  though  the  customer  is 
satisfied  to  wait  three  or  four  days  for  the 
repair,  because  only  one  or  two  brands  of 
pedals  have  the  maker's  name  stamped  on 
them  and  the  repairer  has  hard  work  re- 


cognizing the  pedal.  By  supplying  a 
whole  new  pedal  he  does  not  have  to  ex- 
actly duplicate  the  old  one,  but  can  supply 
from  common  standard  patterns  carried  in 
stock. 

Three  Courses  Open. 

There  being  three  courses  open  to  the 
repair  man  it  becomes  the  best  policy  not 
to  adopt  any  one  of  them,  but  rather  to 
adopt  all  and  in  each  instance  of  pedal  re- 
pairing to  judge  which  one  is  best  suited 
according  to  the  circumstances  governing 
the  job.  He  may  replace  entirely,  he  may 
replace  certain  parts  by  ordering  from  the 
factory  or  supply  house,  or  he  may  repair 
the  broken  parts.  Some  pedal  repairs 
which  may  be  successfully  put  into  ope- 
ration are  given  below.  If  the  repairer 
can  use  any  of  them  in  the  place  of  his 
common  method  of  sending  for  new  parts, 
it  will  pay  him  to  do  so,  as  he  thereby 
gains  the  good  will  of  his  patron  and 
saves  himself  the  risk  of  misfits,  a  very 
common  occurrence  in  ordering  new  parts 
for  old  pedals.  Where  the  repairs  sug- 
gested are  not  available,  and  where  new 
parts  cannot  be  immediately  or  satisfac- 
torily obtained,  the  remaining  option  of 
putting  on  complete  new  pedals  is  still 
open. 

Difficulties  In  MakInK  Pedal  Pins. 

The  known  facts  concerning  the  home 
making  of  pedal  cups,  cones  and  spindles 
are  about  the  same  as  those  relating  to 
cups,  cones  and  axles  for  hubs  and  hang- 
ers. If  the  repairer  has  a  lathe  and  is  ex- 
pert enough  to  turn  out  cups  and  cones 
he  may  make  such  parts  for  pedals  as 
well  as  for  anything  else.  He  is  presented 
with  one  new  difficulty,  however.  The 
pedal  spindle  cannot  be  made  with  the 
ease  with  which  a  hub  or  hanger  axle  may 
be  turned  up.  In  the  latter  there  are  no 
bearing  surfaces  made  integral  with  the 
spindle.  On  the  pedal  pin  there  are  two 
ball  races.  In  order  to  harden  the  ball 
races  the  entire  pin  must  be  hardened, 
leaving  it  without  the  toughness  properly 
needed  to  withstand  the  strains  to  which 
it  is  subjected.  Accordingly  the  working 
of  tool  steel  into  pedal  spindles  which 
may  be  tempered  in  order  to  harden  the 
ball  races  is  not  satisfactory  with  regard 
to  strength.  The  repairer  may  make  a 
tool  steel  spindle,  but  he  has  no  assurance 
as  to  the  length  of  time  which  will  elapse 
before  it  breaks.  He  must  case  harden 
mild  steel  in  order  to  get  the  proper 
spindle.  Unless  the  repair  shop  be  pre- 
pared to  meet  this  need  for  case  harden- 
ing or  unless  the  proprietor  is  satisfied  to 
put  on  a  thin  shell  by  case  hardening 
with  potassium  cyanide  leaving  the  spin- 
dle in  first  class  shape  for  limited  wear, 
new  spindles  had  better  be  obtained  from 
the  maker. 

Treatment  nf  Loo!ie  Pins  and  Plates. 

A  frequent  injury  to  pedals  is  the  wear- 
ing out  of  the  threads  on  the  end  of  the 
spindle  that  screws  into  the  outer  crank 
end.  This  wearing  out  is  usually  accom- 
panied by  a  similar  wearing  of  the  threads 
in  the  crank,  thus  making  both  spindle 
and  crank  practically  worthless.  As  each 
part  is  beyond  permanent  repair  a  make- 
shift job  may  be  executed,  which  whil<^  it 
spoils  the  nickel  on  the  crank,  enables 
the  rider  to  go  his  way  rejoicing  with  a 
tight  nedal.  The  pedal  narts  should  be  re- 
moved from  the  pin  and  the  latter  wired 
in  its  proper  place  in  the  crank  end.  It 
is  then  brazed  tight  and  the  superfluous 
spelter  filed  off.  The  pedal  is  then  re- 
placed on  the  pin.    After  such  a  job  has 


been  accomplished  it  is  rather  difficult 
work  taking  the  pedal  apart,  as  either  the 
whole  bicycle  has  to  be  tipped  over  on  its 
side,  or  the  crank  has  to  be  removed 
from  the  shaft.  The  repair  cannot,  of 
course,  be  executed  on  machines  having 
the  one-piece  crank  system  in  which  the 
larger  cones  and  cups  have  to  be  slipped 
off  over  the  cranks. 

On  many  of  the  cheaper  varieties  of 
pedals  the  riveting  which  secures  the  side 
plates  to  the  pedal  frame  arms  is  very 
light  and  occasionally  gives  way.  The 
repairer  can  re-rivet  nearly  as  securely  as 
before  by  simply  driving  the  plate  down 
to  place,  and  with  a  center  punch  or  a 
small  cold  chisel,  upsetting  the  end  of  the 
arm.  This  is  a  bad  repair  to  make,  how- 
ever, as  the  riveting  put  in  by  the  shop 
man  is  very  liable  to  give  way  within  a 
short  time.  There  are  other  kinds  of  re- 
riveting  which  may  be  satisfactorily 
done     by     the     repairer,     that     shown 


in  Fig.  1,  being  an  example. 
The  frame  arm  in  this  instance 
comprises  a  fiat  plate  and  the  riveting  is 
originally  accomplished  by  automatically 
pounding  down  two  or  three  crosswise  de- 
pressions, A,  in  the  projecting  end  of  the 
arm,  thus  upsetting  the  arm  at  these 
points.  When  such  riveting  gives  way  it 
may  be  riveted  again  by  pounding  down 
the  end  of  the  arms  at  those  points  be- 
tween the  original  riveting  depressions, 
leaving  the  rivet  as  strong  as  formerly. 
In  the  ease  of  a  common  round  rivet  in 
Fig.  2,  the  best  plan  is  to  file  down  the 
plate  seat  on  the  arm  before  re-riveting, 
thus  allowing  for  extra  projection  and  an 
entirely  new  rivet  head.  The  cold  chisel 
or  center  punch  method  of  riveting  is  too 
light  to  afford  permanent  repair.  Some  of 
the  later  pedals  of  high  grade  make  have 
arms  which  are  hollow  at  their  outer  ends 
and  spun  over  at  the  edges,  thus  riveting 
the  side  plates  in  place,  the  construction 
being  illustrated  in  Fig.  3.  If  such  rivet- 
ing comes  loose  or  if  the  side  plate  is  to 
be  replaced,  the  remains  of  the  original 
spun-over  edge  should  be  removed  with  a 
file  and  the  seat  filed  down  for  the  dis- 
tance necessary  to  afford  new  riveting 
stock.  In  order  to  properly  spin  over  the 
new  edge  a  tool  must  be  made  which  re- 
quires a  lathe  for  its  application.  The 
tool  is  shaped  like  that  illustrated  in  Fig. 
4.  It  is  a  head  stock  center,  turned  with 
a  head  shaped  as  shown,  and  filed  off  on 
two  parallel  sides.  A  plain  center  is 
placed  in  the  tail  stock  of  the  lathe  and 
the  special  center  inserted  in  the  head 


stock.  The  pedal  with  the  plate  driven  to 
position  against  the  seat  on  the  arm  is 
placed  against  the  tail  stock  center  with 
the  center  entering  the  open  end  of  the 
pedal  frame  arm  opposite  to  that  which  is 
to  be  riveted.  The  tail  stock  is  then 
screwed  up,  forcing  the  riveting  center 
into  the  hollow  end  of  the  arm  and  spin- 
ning its  edge  over,  the  lathe,  of  course, 
running  at  the  time. 

Renewing  Worn  Teeth. 

The  diflSculty  in  the  way  of  refiling 
teeth  in  rat-trap  pedals  on  which  the 
original  teeth  have  worn  down  till  they 
fail  to  hold  is  that  the  filing  will  reduce 
the  width  of  the  plate  to  such  an  extent 
that  the  rider's  foot  will  touch  the  pedal 
barrel.  To  get  over  this  obstacle  the  old 
teeth  may  be  filed  off  entirely,  leaving  the 
edge  of  the  plate  smooth,  as  shown  by 


The  Cycle  Age  and  Trade  Review 


39 


( 


TRADE 
MARK     \< 


-30 

MANUFACTURERS   ARE   FURNISHING 

Dunlop  Detacbabk  Circs 


On  their  wheels  AT  NO   EXTRA  COST,  either  wholesale 
or  retail..^*^.^^!^^ 

Agents  should  see  that  the  manufacturers  whom  they  repre- 
sent are  among  this  number.    Write  us  about  it.ji^,^,^jijfj>^ 

1899  IS  GOING  TO  BE  A  DUNLOP  YEAR.^^ 

Cbe  jlmerkan  Dunlop  tire  €o. 


Bclkclllc,  (north  ncwark)  n.  3. 


TRADE 
MARK 


Mention  The  Cycle  Age 


Coronto,  Can.:   36-3$  Combard  $t. 


"They  are  after  you,  Mr.  Bicycle  Manufacturer." 

WHO? 
Our  Travelers! 

They  are  looking  tor  all  manufacturers  who  are  looking  for  the  best  in  our  line. 

We  don't  make  cheap  tubing  for  use  in  cycle  construction  and  don't  believe 
any  bicycle  manufacturer  who  makes  a  good  wheel  and  stands  behind  it  will 
consider  seriously  the  use  of  interior  tubing  for  one  minute. 

"SHELBY" 

is  made  from  the  highest  grade  Swedish  Charcoal  Steel  that  can  be  obtained. 
'^SHELBY  "  has  the  capacity  and  equipment  to  meet  all  demands. 

"S^r^XJBF'' has  the  reputation  of  making  tubing  of  the  highest  standard. 
Catalogues  and  further  information  on  application  to  our  offices. 

SHELBY  STEEL  TUBE  COMPANY, 

General  Sales  Offices:      CLEVELAND,  OHIO,  U.  S.  A. 


14  4  Cbatnbers  St  , 

NEW  YORK,  H.  T. 


Brancli  Offices  and  Warerooins: 

135  i;ake  St., 

CHICAGO,  11414. 

Mentioii  Tbe  Cycle  Age 


29  Constlttitloti  Hill, 

BIRMINGHAM,  BNG. 


40 


The  Cycle  Age  and  Trade  Review 


the  dotted  lines,  R,  A,  in  Fig.  5.  A  piece 
of  flat  metal  is  then  cut  out  to  proper 
shape  and  teeth  filed  in  its  edge,  when  it 
is  then  riveted  to  the  plate  as  indicated 
by  the  piece,  B,  in  the  same  illustration. 
C  indicates  the  rivets,  which  must  be 
placed  near  the  center  of  the  plate  in  or- 
der to  avoid  the  rivet  heads  which  hold 
the  original  plates  to  the  pedal  arms. 
Depressions  or  holes  must  be  made  in  the 
new  plates  to  accommodate  these  latter 
heads  and  allow  the  second  plate  to  fit 
snugly  against  the  inner  one. 

Entire  new  side  plates  may  be  cut  out  of 
sheet  steel  and  placed  on  pedal  frames  as 
a  substitution  for  the  old  ones,  but  unless 
the  owner  of  the  pedal  is  satisfied  to  have 
them  go  without  nickel  plating,  the  work 
had  better  not  be  done.  If  the  repairer 
has  to  go  to  the  trouble  of  having  the 
home  made  plates  nickeled  he  had  better 
order  new  plates  from  the  maker.     But 


EXPORT  PACKING  AND  MARKING 


RULES  ARE  SELDOM  OBSERVED 


should  the  rider  be  in  a  hurry  and  want  a 
fairly  cheap  repair,  not  caring  for  nickel, 
there  need  be  no  trouble  in  fitting  the 
plates.  The  only  difficulty  will  be  that 
after  the  blanks  are  cut  out  and  bent 
into  the  standard  U  shape  the  outer  end 
will  be  straight,  as  shown  at  A,  in  Fig.  6, 
while  in  the  original  pedal  the  end  is  like- 
ly to  have  been  slightly  concave,  as  shown 
at  B.  This  makes  no  great  practical  dif- 
ference, and  the  repairer  had  better  leave 
the  end  straight  than  attempt  to  hollow  it 
out,  working  as  he  is  by  hand  without  dies 
or  forms. 

METHODS  IN  EXPORT  TRADE 


Purchases  Induced  by  Considering  Foreigners'  Con- 
venience—Busy Men  Will  Not  Translate. 


There  are  some  elementary  principles 
of  foreign  trade,  which,  although  enunci- 
ated in  almost  every  commercial  article 
written  upon  this  subject,  still  permit  of 
constant  repetition.  First,  the  language 
of  the  country  in  which  sales  are  solicit- 
ed should  be  used  in  all  correspondence. 
Equally  important  in  effect  are  the  stand- 
ards of  weights,  measures  and  prices.  A 
busy  man  will  not  stop  to  reduce  foreign 
weights  and  measures  to  his  own  stand- 
ard, and  frequently  he  who  does  makes 
vital  errors.  The  metric  system  is  the 
only  one  understood  in  many  parts  of 
Europe,  and  the  American  seller,  without 
conforming  to  this  standard,  leaves  the 
first  chances  of  even  courteous  consider- 
ation of  his  goods  to  the  amiability  of  his 
prospective  buyer.  The  result  is  that,  in 
one-half  of  such  cases,  the  letter  goes  to 
the  waste  basket.  Continental  nations 
have  a  decided  advantage  in  this  respect. 
They  use  the  same  standard  of  weights 
and  measures.  This  is  one  of  the  most 
important  lessons  our  manufacturers 
have  to  learn.  If,  in  foreign  trade.  Unit- 
ed States  manufacturers  and  exporters 
would  use  the  currency  and  measures  of 
the  country,  there  is  every  reason  to  be- 
lieve that  results  would  justify  the  orig- 
inal trouble  and  expense. 

Prices  must  be  made  free  on  board  at 
some  well-known  seaport  of  this  country; 
even  better  in  attracting  trade,  the  price 
should  be  given  at  the  European  port  of 
arrival,  or  some  statement  as  to  sea 
freight  should  be  made.  This  informa- 
tion would  enable  the  purchaser  to  ap- 
proximately determine  the  cost  of  the 
goods  after  arrival  in  his  store,  and  this 
he  must  know  before  he  buys.  In  many 
cases  European  buyers  have  been  de- 
terred from  buying  in  the  United  States 
because  they  have  an  exaggerated  idea  of 
freight  rates. 


Annoyance    and  Losses  Caused  by  In- 
difference of  Our  Shippers — Uniform 
Rule  for  Countries  South 


One  of  the  chief  complaints  against 
the  exporters  of  the  United  States  is  that 
they  do  not  pack  their  goods  for  ship- 
ment in  the  manner  in  which  they  are 
explicitly  directed  to  arrange  them.  This 
subjects  their  customers  to  great  annoy- 
ance, and  both  the  exporters  and  import- 
ing firms  to  pecuniary  losses.  The  result 
is  that  both  present  and  prospective  cus- 
tomers are  driven  to  other  markets.  A 
case  in  point  is  that  cited  by  a  Venezuela 
paper  in  a  recent  issue.  The  article  con- 
tains hints  as  to  the  manner  of  packing 
and  an  explanation  of  why  different 
kinds  of  merchandise  should  not  be 
in  the  same  package  when  passing 
through  the  custom  houses  of  Cen- 
tral and  South  American  countries. 
In  view  of  the  interest  awakened  by  the 
present  exhibition  of  United  States  pro- 
ductions in  the  warehouse  of  the  Manu- 
facturers' Association  at  Caracas,  such 
warnings  to  merchants  and  manufactu- 
rers who  anticipate  trade  with  our  sis- 
ter republics  are  timely. 

Fined  for  Shipper's  Error. 

The  above  mentioned  paper  states  that 
quite  recently  the  customs  authorities  at 
La  Guaira  found  themselves  obliged  to 
impose  a  heavy  fine  on  a  firm  at  Caracas 
which  was  in  receipt  of  a  large  quantity 
of  goods  coming  from  the  United  States, 
and  which  did  not  in  anything  corre- 
spond with  the  consular  invoice.  The  re- 
sult was  the  house  had  to  pay  a  fine  of 
$200  and  undergo  all  sorts  of  unpleasant- 
ness. It  is  painful  to  have  to  say,  con- 
tinues the  paper,  but  it  is  a  fact,  that  in 
the  United  States  only  the  commission 
houses  trouble  themselves  about  pack- 
ing. Meanwhile  it  remains  a  vital  point 
for  those  who  wish  to  trade  with  Venez- 
uela, and  other  South  American  countries 
as  well,  and  unless  they  manage  to  learn 
this  branch  so  as  to  meet  the  exigencies 
of  the  customs  in  those  countries  they 
cannot  hope  for  success. 

Goods  Should  Not  be  nixed. 

Double  the  amount  of  care  should  be 
taken  in  packing  goods  for  the  South  and 
Central  American  trade  that  is  exercised 
in  preparing  goods  for  shipment  to  do- 
mestic markets  in  the  United  States. 
Packages  should  be  new,  clean,  and  neat- 
ly packed,  and  suggestive  of  new  and  at- 
tractive goods  inside;  and  while  suflEi- 
ciently  strong  and  durable,  the  question 
of  weight,  which  figures  materially  in  the 
matter  of  customs  dues,  should  not  be 
overlooked.  It  is  also  necessary  that 
goods  of  a  kind  be  placed  in  the  same 
package  and  not  mixed  with  other  goods. 
Duties  are  levied  on  the  gross  weight, 
and  determined  upon  the  highest  priced 
article  within  the  package. 

Regulations  of  Southern  Countries. 

On  this  subject  Cycle  Age  published 
an  article  on  February  17,  which  is  here- 
with reprinted: 

Much  delay  and  displeasure  Is  experienced 
by  both  shipper  and  consignee  in  shipping 
bicycles  to  the  South  American  countries, 
due  to  the  ignorance  of  the  shipper  regard- 
ing the  packing  rules  and  regulations  in 
vogue  in  the  various  countries,  and  as  the 
volume  of  trade  between  the  United  States 
and  the  countries  to  the  south  of  It  in- 
crease these  complications  will  naturally 
multiply.  To  obviate  the  difficulty  a  set  of 
regulations  bearing  on  the  subject  has  been 
compiled  from  public  documents,  and  is 
herewith  presented: 

There  Is  no  restriction  whatever  placed  on 
marking  In  any  of  the  countries,  with  the 
exception  of  Colombia,   Ecuador,    Honduras 


and  Nicaragua.  In  the  countries  named  it 
Is  necessary  to  be  restricted  to  one  uniform 
mark  for  each  consignee.  Two  marks  will 
require  two  sets  of  bills  of  lading. 

In  Brazil,  Chili,  Honduras,  Peru,  Uruguay 
and  the  Argentine  Republic,  each  package, 
piece,  etc.,  must  bear  one  individual  mark, 
each  differing  from  the  other. 

In  Bolivia,  Colombia,  Costa  Rica,  Cuba 
and  Porto  Rico,  Ecuador,  Guatemala,  Hay- 
ti,  Mexico,  Nicaragua,  Paraguay,  Salvador, 
Santo  Domingo  and  Venezuela,  the  regula- 
tions provide  that  packages  of  the  same 
kind  may  be  numbered  alike.  But  manu- 
facturers are  warned  not  to  mix  two  dif- 
ferent kinds  of  packages  under  the  same 
number.  The  following  countries  require 
that  gross  and  net  weight  be  given  in  the 
metric  system  for  each  package:  Bolivia, 
Chili,  Colombia,  Costa  Rica,  Guatemala, 
Hayti,  Honduras,  Paraguay,  Peru,  Salvador, 
Santo  Domingo,  Uruguay,  Venezuela  and 
Argentina.  In  Ecuador,  Nicaragua  and 
Cuba  and  Porto  Rico  only  the  gross  weight 
for  each  package  is  required.  In  Brazil  and 
Mexico  it  is  required  that  gross  weight  of 
package,  net  weight  of  parcels  Inside  of 
packages,  and  actual  weight  of  goods  shall 
be  in  the  metric  system. 

Relative  to  contents,  only  one  kind  of 
merchandise  can  be  packed  in  one  package 
sent  to  Argentine  Republic,  Brazil,  Bolivia, 
Cuba  and  Porto  Rico,  Ecuador,  Peru,  Sal- 
vador and  Venezuela.  In  Colombia,  Costa 
Rica,  Guatemala,  Hayti.  Honduras,  Mexico, 
Nicaragua,  Paraguay,  Santo  Domingo  and 
Uruguay,  packages  may  contain  several 
kinds  of  merchandise  packed  together,  but 
the  net  weight  and  measurements  of  each 
must  be  supplied.  Several  kinds  of  mer- 
chandise may  be  packed  together  for  ship- 
ment to  Chili,  and  there  is  no  restriction  as 
to  the  supplying  of  the  weight  and  meas- 
urement of  each. 

From  these  regulations  it  will  ibe  found 
practical  to  devise  one  uniform  rule  for 
shipment  to  Central  and  South  American 
countries,  which  can  be  followed  In  all  cases 
and  will  save  the  trouble  of  looking  up  the 
special  regulations  for  each  of  the  repub- 
lics. The  general  use  of  kilograms  Instead 
of  pounds  to  designate  weight  must,  how- 
ever, be  one  of  the  features  of  the  rule 


SOUTHERN  TRADE  ENTERPRISE 

Season  Is  Long  in  South  Carolina  but  Dealers  Carry 
Sidelines-Roller  Skating  Rink  Opened. 


Columbia,  S.  C,  Nov.  5.— The  conditions 
of  trade  in  this  section  may  be  readily 
summed  up.  Repairs  are  on  the  increase, 
as  the  weather  is  almost  ideal  for  rid- 
ing. Second-hand  bicycles  are  in  active 
demand  and  prices  are,  as  a  rule,  well 
maintained,  although  considerable  ex- 
citement has  been  created  by  recent  an- 
nouncements of  '99  prices.  The  30-inch 
wheels  are  not  regarded  with  favor  by  lo- 
cal riders,  most  of  whom  will  bestride  a 
28-inch  mount  in  '99  as  they  did  this  sea- 
son. 

As  wheeling  is  good  in  South  Carolina 
except  two  months  of  the  year,  side  lines 
to  carry  over  dull  times  are  not  strictly 
necessary,  however  desirable  they  may  be 
in  some  respects,  but  six  of  the  seven 
dealers  in  this  city  carry  them,  neverthe- 
less. 

One  dealer,  J.  D.  Strong,  has  made  ar- 
rangements for  a  roller  skating  rink, 
which  is  to  be  opened  today  and  is 
equipped  with  Raymond's  Improved 
skates. 


Motor  Vehicle  Race  in  Russia. 

The  first  road  race  for  motocycles  in 
Russia  was  run  from  Tsarskoye-Sselp 
to  Strena  and  return — ^about  twenty-five 
miles— on  October  23.  There  were  six 
starters,  and  all  the  machines  were  tri- 
cycles. Two  had  accidents.  The  others 
finished  in  the  following  order  in  the 
times  given:  Belajeff,  1:33:36;  Merle, 
1:45:36;    Stepanow,   2:04:00. 


HAWAII  AND  THE  PHILIPPINES. 

Send  four  cents  (in  stamps)  for  an  Illus- 
trated booklet  Issued  by  the  Chicago,  Mil- 
waukee &  St.  Paul  Railway,  the  direct  route 
across  the  American  Continent  to  the  New 
Trans-Pacific  possessions  of  the  United 
States.  Full  of  latest  reliable  information 
and  valuable  for  reference.  Can  be  used  as  a 
text  book  in  school.  Address  Geo.  H.  Heaf- 
ford,  Gen'l  Pass,  and  Ticket  Agent,  Chicago, 
111. 


The  Cycle  Age  and  Trade  Review 


41 


Fauber  im  Hanger. 

NEW  IDEAS— NEW  PRICES. 

MANUFACTURERS  who  used  Fauber  Hangers  were  very  successful  and  well  satisfied. 

DEALERS  found  them  good  sellers  and  bicycles  fitted  with  them  not  dead  stock. 

RIDERS  appreciate  the  simple  and  practical  construction  of  the  Fauber  Hanger   and   the    advantage    of   a 

standard  article  for  which  yoa  can  get  any  necessary  repairs. 
We  are  Pioneers  in  the  manufacture  of  One.-Piece  Crank-Axles  and  own  more  than  twenty  allowed  and  pending 

patents,     The  Success  of  the  Fauber  Hanger  is  unparalleled  in  the  bicycle  trade. 

OUR  RECORD. 


Outpat  over 


200 
9,000 
30  000 
100  000 
300,000 


40,000 
hand. 


complete     hangers     on 


A    capacity  of    1,000    per  day, 
which  we  are  fast  increasing. 


Our  improved  Spanner  Lock  Nut  makes 


-^\;?=^^    ^^®  ^^^  °^  *^®  hanger  flush  and  dust-proof . 
Note  this  is  our  {^^^''^j^'^'  '"*'g^^^^    special  construction. 

NEW  SPANNER  LOCK  NUT 

IMPROVED  FAUBER  REAR  FORKS  AND  BACK  STAYS. 


FORK  COaPLETE. 


PIECES  SEPARATE. 


PEND  1N&. 


THE  COMING  CONSTRUCTION— These  forks  are  made  of  three  pieces  ; 
the  neck  tube  is  slotted  ;  the  ends  overlap  in  the  joint,  making  it  flush  and  rein- 
forcing the  bend.  We  furnish  the  forks  ready  to  assemble.  They  line  up,  are 
easily  brazed,  finished,  strong  and  light.  The  shape  and  style  of  this  fork  are 
perfect.  To  supply  a  part  of  our  trade  for  '99  we  have  contracted  for  500,000  feet 
of  Shelby  Tube. 

W.  H.  FAUBER, 

Manufacturer, 

Jackson  and  Clinton  Streets,  Chicago. 

Mention  The  Cycle  Age 


K 


42 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


New    Brakes   in    Two    Types  —  Screw    flaking   Tool    For 
Ordinary  Lathe— Cliainiess  Designs 


Coaster-Brake.— A  clamp  bracket  is  se- 
cured to  the  rear  forks  and  near  its  lower 
end  is  mounted  a  rock-sbaft  upon  which 
the  brake-arm  is  fixed.  A  spiral  spiing 
wound  around  the  rock-shaft  and  at- 
tached to  the  brake-arm  serves  to  hold 
the  brake  out  of  action.  The  brake  arm 
is  in  line  with  the  sprocket  wheel  plane 
and  its  forward  extension  carries  a  tooth 
which  in  the  normal  position  of  the  parts 
is  out  of  the  path  of  travel  of  the  sprock- 
et wheel.  A  second  tooth  is  so  mounted 
in  a  slot  in  the  arm  as  to  be  lifted  and 
thrust  aside  to  the  inner  extremity  of  the 


slot  by  the  rotation  of  the  sprocket 
wheel.  When,  however,  the  sprocket  is 
rotated  backward  the  movable  tooth  is 
engaged  by  a  sprocket  tooth  and  the 
brake  arm  is  turned  on  its  shaft  until  the 
fixed  tooth  comes  into  engagement  with 
the  sprocket.  The  fixed  tooth  thus  bears 
the  strain  of  the  application  of  the  brake. 
In  order  to  permit  backward  rotation  of 
the  front  sprocket  unhindered  by  the 
progress  of  the  machine  the  rear  sprocket 
is  mounted  on  a  ratchet  clutch.  The 
spring  holding  the  brake  out  of  action  is 
sufficiently  strong  to  permit  the  rider  to 
rest  his  feet  on  the  pedals  while  coasting. 
The  inventor  is  W.  D.  Robinson  of  Phil- 
adelphia. 

Cuntz's  Chainless. — This  is  a  construc- 
tion, intended  for  bevel-gear  bicycles,  in 
which  the  power-transmitting  shaft  is  not 
run  through  one  of  the  lower  fork  sides. 
The  bearings  of  the  shaft  are  left  acces- 
sible for  adjustment  without  removal  or 
detachment  of  any  of  the  parts.  Some  of 
the  various  cross-sectional  shapes  which 


i2§^^ 


may  be  used  for  the  tie-rod  that  takes 
the  place  of  a  tubular  forkside  are  shown 
in  the  illustration.  The  patent  carries 
ten  claims  and  is  numbered  613,621,  dated 
November  1.  The  inventor  is  H.  F. 
Cuntz  of  Hartford,  Conn.,  assignor  to 
Pope  Mfg.  Co.  of  the  same  place. 

Thread-Cutting  Tool. — The  device  is  in- 
tended for  cutting  threads  by  attachment 
to  an  ordinary  lathe.  The  tool  consists, 
essentially,  of  the  combination  of  a  shank 
adapted  for  adjustment  in  the  usual  way 
In  the  tool-post  of  a  lathe,  a  movable 
head  or  bit-holder  connected  with  the 
shank  at  an  angle,  and  means  for  impart- 
ing a  reciprocating  movement  to  the 
head,  whereby  the  cutting-bit  carried  by 
the  head  may  be  applied  to  its  work  from 


time  to  time  as  the  depth  of  the  thread 
progresses.  The  outer  end  of  the  tool 
shank  is  chamfered  and  has  a  dovetail 
groove  and  a  projection  to  connect  with 
the  bit-holder  formed  to  correspond.  For 
convenience  of  assembling  the  parts  and 
to  compensate  for  wear  and  readily  take 
up  any  slack  that  may  for  any  reason  oc- 
cur between  the  parts,  a  key-plate  is  pro- 
vided to  fill  the  space  between  the  dove- 
tail tongue  of  the  shank  and  the  wall  of 
the  groove  in  the  movable  head  and  one 
or  more  set-screws.  The  parts  are  to  be 
coupled,  held,  and  guided  firmly  one  upon 
the  other,  but  so  that  the  head  may  be 
freely  moved  forward  and  backward  upon 
the  shank.  Means  for  operating  the  mov- 
able head  consist  of  a  screw,  engaging  the 
projection  on  the  shank,  and  a  bracket, 
connected  with  the  movable  head.  The 
screw  itself  is  operated  through  a  thumb- 
wheel. The  cutting-bit  is  firmly  held  in 
its  socket  by  means  of  a  clamping-plate 
and  set-screws.  For  means  of  gaging  the 
forward  movement  of  the  head  with  re- 
lation to  the  shank,  a  bracket  and  an  ad- 
justable screw  are  provided.  "In  operation 
the  shank  of  this  tool  is  adjusted  in  the 
same  way  that  an  ordinary  tool  is  ad- 
justed in  the  tool-post,  the  movable  head 
of  the  shank  is  arranged  at  the  angle  of 
the  screw-thread,  and  thus  as  the  differ- 


chainless  bicycle  made  by  Sterling  Cycle 
Works.  The  patent  is  numbered  613,282, 
of  date  November  7,  and  carries  three 
claims,  of  which  the  first  and  second  are 
as  follows: 

1.  In  a  machine  of  the  class  described,  the 
combination  of  a  longitudinal  intermediate 
driving-shaft,  a  bracket  portion  in  which  it 
is  held  and  mounted  provided  with  longitudi- 
nal perforations,  a  bearing  portion  movably 
mounted  in  the  bracket  portion,  an  adjust- 
able ring  on  the  exterior  of  the  bracket  por- 
tion provided  with  projecting  lugs  inserted 
through  the  longitudinal  perforations  of  the 


ent  cuts  are  made  the  side  of  the  cutting- 
bit  will  move  forward  in  a  right  line  at 
the  proper  angle  and  the  cut  will  be  tak- 
en or  made  by  the  beveled  end  of  the  cut- 
ting bit,"  explains  the  inventor.  "In  other 
words,  there  will  be  only  one  cutting 
edge  for  cutting  a  thread,  whereas  accord- 
ing to  the  usual  system  both  faces  of  the 
angular  point  of  the  tool  are  cutting 
edges.  In  cutting  the  thread  the  shank  is 
clamped  in  the  tool-post  and  the  cutting- 
bit  adjusted  in  contact  with  the  surface  of 
the  stock  to  be  threaded,  the  screw  being 
adjusted  so  as  to  firmly  clamp  the  head  of 
the  shank  and  yet  permit  of  free  for- 
ward movement  of  the  head,  then  setting 
up  the  feeding-screw  and  starting  the 
lathe.  The  cutting-bit  will  enter  the 
work  and  take  off  the  first  chip.  Then 
withdraw  the  movable  head  and  return 
the  work  to  the  starting  point,  again  set 
up  the  head  to  bring  the  cutter  in  engage- 
ment with  the  stock,  and  repeat."  The 
inventor  is  John  E.  Goddard  of  Spencer, 
Mass. 

Sterling  Chainless. — The  accompanying 
illustration  shows  the  general  features  of 
improvements  in  bevel-gear  transmission 
designed  to  facilitate  adjustment  and  po- 
sitioning of  the  pinions.  Previous  pat- 
ents by  the  same  inventor  have  been  the 
foundation  for  the  special  features  in  the 


same  and  arranged  to  contact  the  bearing 
portion,  and  means  for  adjustably  holding 
the  adjustable  ring  in  position. 

2.  In  a  machine  of  the  class  described,  the 
combination  of  a  main-frame  portion,  a  rear- 
fork  portion,  a  driving  wheel  provided  with 
an  axle  screw-threaded  into  one  part  of  the 
rear -fork  portion  and  with  a  polygonal  head 
at  the  opposite  end  thereof,  a  removable 
piece  dovetailed  into  and  forming  a  continu- 
ation of  the  other  rear-fork  portion  provided 
with  a  transverse  perforation  to  fit  the  head 
of  the  axle  and  adapted  to  embrace  the 
same  and  hold  it  in  position,  and  means  for 
clamping  and  holding  the  removable  end  of 
the  rear-fork  portion  and  thereby  the  axle 
in   position,   substantially  as  described. 

The  inventor  is  F.  A.  Kershaw  of  Keno- 
sha, Wis. 

Rear  Wheel  Foot  Brake. — A  short  fork 
is  clamped  to  the  lower  portion  of  the 
lower  frame  tube.  Between  the  members 
of  the  fork  is  pivoted  a  block,  the  free 
end  of  the  block  being  provided  with  a 
loop  for  the  reception  of  the  brake-lever, 
the  forward  end  of  which  is  provided 
with  foot-rests,  by  which  the  same  may 
be  depressed.  At  the  free  end  of  the  rear 
curved  extension  of  the  lever  is  mounted 
a  roller-brake.  A  wire  spring  holds  the 
brake  out  of  action  when  not  depressed. 


By  adjusting  the  brake  lever  within  the 
loop  which  embraces  it  the  brake  may  be 
adjusted  according  to  the  size  of  the  par- 
ticular bicycle  frame  to  which  it  is  de- 
sired to  fit  it.  The  invention  might  read- 
ily be  modified,  it  seems,  so  as  to  co-oper- 
ate with  coasters  attached  to  the  lower 
frame  tube.  The  inventor  is  S.  S.  Gold- 
man of  St.  Louis,  Mo.,  assignor  of  one- 
half  to  F.  F.  Espenschied  of  the  same 
place. 


The  Cycle  Age  and  Trade  Review 


43 


PEERLESS  BELLS 


HOLIDAY 


TRADE  ^ 


ARTISTIC  DESIGNS 


SCREWLESS  CLAMPS 


CORBIN  BELLS 


Catalogs  and 
Cuts  Ready 


STANDARD  BELLS 


ADJUSTABLE  LEVERS 


The  Bristol  Bell  Co.  Bristol,  Conn.,  U.S.A. 


i*riii* ■ 


44 


The  Cycle  Age  and  Trade  Review 


ROAD  CONTACT  OF  WHEEL5 


rieans  Employed  for  Obtaining  Adhesion  by  All  Wheels 

to  Uneven  Road  Surfaces 


The  Whitney  steam  wagon  of  which  the 
engine  portion  and  driving  mechanism 
were  described  and  illustrated  in  last 
week's  issue  of  this  paper,  furnishes  by 
its  construction  of  other  ^jortions  an  ex- 
ample of  the  special  care  which  is  re- 
quired in  the  construction  of  the  car- 
riage body  and  the  supporting  truck  of 
motor  vehicles  in  which  the  wheels  are 
geared  to  the  power,  and  which  are  not 
to  the  same  degree  necessary  in  ordinary 
carriages  the  wheels  of  which  are  ro- 
tated by  ground  contact. 

sii^Dt  Kise  ot  ouuy  and  Load. 

Whitney's  one  grand  objective  point,  is 
the  proauccion  oi  a  wagon  wnicn  will 
run  ou  common  roads  wua  periect  safety 
and  certainty,  \vicn  tuis  point  in  view, 
he  Has  ae voted  much  tnougnt  to  the 
steering  lever,  anu  nas  given  great  con- 
siaerauon  to  tne  springs  and  trame,  with 
tne  result  oi  piouucmg  a  trame  wnicn  is 
very  strong  lor  its  weignt,  and  wnicn 
supports  tne  wheels  in  such  a  manner 
tUat  tney  are  auaoiuieiy  tree  to  accom- 
mouate  tnemseives  to  any  road  surface, 
however  rougn  and  uneven,  witn  tHe 
smallest  posoiDie  vertical  rise  and  tall 
01  tne  wagon  body  and  tne  load  wnicn  it 
carries.  Inis  problem  of  individual 
wneei  rise  or  fan  is  not  freely  unuerstood 
by  all  4-wneel  road  wagon  maaers.  in 
the  case  ot  a  tricycle  tue  prouiem  does 
not  appear,  because  tne  three  points  of 
support  can  always  remain  relatively  in 
one  plane,  and  yet  will  always,  ail  tnree, 
toucn  tne  road  suriace,  no  matter  now 
uneven  it  may  be.  But  in  tne  case  ot  the 
4-wheeied  carriage  it  is  of  the  greatest 
importance  tnat  tne  load  shall  be  raised 
anil  lowered  to  the  least  possible  extent 
by  road  level  variations,  and  this  "least 
load  lift  or  drop"  is  better  obtained  by 
tne  construction  used  by  Whitney  than 
by  any  other  method  known  to  tne  writer. 

Queatiun  uf  frunt  or  Kear  Urivine. 

There  is,  perhaps,  an  admitted  question 
as  to  whether  in  a  4-wheeled  vehicle,  the 
front  or  the  rear  wheels  shall  be  used  as 
drivers.  Morris  «tnd  Salom  and  perhaps 
others,  assert  that  the  front  wheels 
should  be  drivers  and  the  trailing  wheels 
should  be  used  to  steer  with;  this  ar- 
rangement has  been  patented  by  Salom, 
and  is  used  in  uue  New  York  Electric 
cabs.  Other  motor  wagon  makers  do  not 
view  this  point  as  of  great  importance, 
and  adopt  tne  more  natural  method  of 
making  the  rear  wheels  the  drivers. 
There  seems  to  be  but  little  practical  dif- 
ference in  the  results  obtained.  With 
some  forms  of  mechanism,  such  as  wheels 
or  rollers  running  on  cams,  which  wheels 
are  supported  on  the  free  ends  of  pivoted 
levers,  che  relation  of  the  point  of  lever 
pivoting  to  the  Qirection  of  the  cam  ro- 
tation is  of  the  utmost  significance,  so 
much  so  that  such  a  chain  of  elements 
may  operate  with  perfect  smoothness 
where  the  motion  of  the  cam  surface  is 
from  the  lever  pivot  toward  the  cam 
wheel  or  roller  carried  by  the  lever, 
while  with  a  reverse  construction,  mak- 
ing the  cam  revolution  from  the  wheel 
towards  the  lever  supporting  pivot,  the 
cam  could  not  be  forced  to  make  a  revo- 
lution. Something  of  this  sort  does  doubt- 
less belong  to  the  action  of  a  set  of  driv- 
ing and  driven  wheels  on  an  uneven  road 
surface;  but  the  road  surface  must  be 
extremely  uneven  before  any  detrimental 
action  of  this  sort  takes  place.  Under 
ordinary  road  conditions  a  four-wheeler 


seems  to  run  about  the  same  with  either 
front  or  rear  wheels  made  the  drivers, 
and  hence  it  may  be  considered  good 
practice  either  way,  with  leading  drivei's 
or  with  trailing  drivers. 

Advantages  of  Pivotal  Construction. 
But  a  free  lift  or  drop  for  two  of  the 
wheels  of  a  4-wheeled  carriage  is  of  real 
and  undeniable  importance.  Suppose  all 
four  wheels  to  bear  equally  on  a  level 
road,  and  that  a  single  elliptic  spring,  set 
crosswise,  supports  the  front  part  of  the 
wagon,  all  in  the  usual  manner,  and  sup- 
pose, also,  that  there  is  no  provisioa  made 
in  the  wagon  frame  for  permitting  the 
front  wheels  to  rise  independently.  Un- 
der these  conditions,,  let  one  of  the  front 
wheels  be  lifted  a  foot.  If  the  wagon 
frame  is  rigid  two  of  the  wheels  will  then 
clear  the  ground;  these  two  cleared 
wheels  may  be  either  the  two  front 
wheels,  or  one  front  wheel  and  one  rear 
wheel,  depending  upon  the  load  distribu- 
tion. Again,  suppose  the  two  front 
wheels  to  be  carried  on  axles  forming  the 
extremities  of  a  beam  pivoted  in  the 
middle  horizontally  so  as  to  permit  a 
free  vertical  movement  of  either  wheel: 
as  before  let  one  front  wheel  be  lifted  12 
inches;  the  result  is  that  the  other  three 


^£  CYC^£jiO£^ 


Fig.  1— Showing  front  axle  and  elliptic  spring. 

wheels  remain  on  the  road  surface,  each 
bearing  its  normal  load,  while  the  middle 
part  of  the  front  of  the  wagon  frame  is 
raised  6  inches,  and  the  back  part  of  the 
wagon  is  not  raised  at  all,  thus  making 
the  total  lift  of  the  whole  wheel  load,  if 
the  wheel  load  per  wheel  is  equal  to  be- 
gin with,  3  inches  only.  But  with  a  rigid 
axle  support  and  equal  wheel  loads  to  be- 
gin with,  the  whole  load  is  raised  12  in- 
ches at  one  end,  which  is  equivalent  to 
lifting  the  entire  load  6  inches,  instead  of 
3  inches,  as  is  the  case  with  a  pivoted 
front  axle  permitting  free  individual  ver- 
tical motion  to  the  front  wheels.  There 
is  a  third  case,  in  which  the  wagon  frame 
is  not  absolutely  rigid,  but  is  elastic  and 
can  be  twisted  to  a  greater  or  less  de- 
gree by  raising  one  front  wheel,  the  other 
three  wheels  standing  on  a  level  plane. 
In  this  third  case  the  total  lift  of  the 
whole  load  is  greater  than  with  the  free 
front  wheels,  and  less  than  with  the  rigid 
frame,  proportionately  to  the  resistance 
which  the  wagon  frame  offers  to  twisting. 
Load  Lifted  Over  Obstructions  by  Motor. 
The  importance  of  this  loaa  lift  win  D3 
apparent  when  it  is  remembered  the  load 
lifting  must  be  done  by  the  motive  power. 
Hence  we  may  say,  roughly  speaking, 
that  it  takes  about  twice  the  power  to 
surmount  a  given  road  obstacle  with  all 
four  wheels  carried  on  a  rigid  frame, 
which  is  consumed  in  surmounting  the 


same  obstacle  when  the  steering  wheels 
are  on  pivoted  axles  so  as  to  give  them 
a  free  rise  and  fall.  True,  if  there  were 
no  friction,  and  rise  and  fall  were  exactly 
equal,  then  the  lifted  wheel  in  running 
down  the  incline  after  the  top  was 
reached,  would  act  to  propel  the  wagon, 
and  there  would  be  no  loss  of  driving 
power  due  to  the  rise  and  fall  of  one 
wheel  of  a  4-wheel  carriage  over  a  dou- 
ble incline.  But  this  supposition  is  en- 
tirely outside  of  obtainable  conditions  of 
practice,  and  the  only  safe  procedure  is 
to  consider  anything  which  lifts  one 
wheel  as  an  obstacle,  demanding  an  ef- 
fort of  the  motive  power  to  lift  the 
whole  load  a  certain  distance,  and  return- 
ing nothing  for  the  subsequent  down  hill 
effect. 

Assuming  this  reasoning  to  be  correct, 
the  vast  importance  of  a  free  front  axle 
vibration  in  the  vertical  plane  at  once 
becomes  apparent. 

Supposing,  however,  once  more,  that 
the  body  of  the  carriage  be  made  to 
serve  as  the  wagon  frame,  as  is  often 
done,  mounting  tnis  body  on  two  springs 
disposed  lengthwise  of  the  body  on  the 
rear  axle,  and  on  one  front  axle  spring, 
disposed  crosswise  of  the  body.  This 
front  spring  permits  a  small  lift  of  either 
front  wheel  with  very  little  more  total 
lift  of  the  load  than  if  the  front  wheels 
were  absolutely  free  to  lift  vertically.  But 
if  the  obstacle  is  large,  then  the  front 
spring  strongly  opposes  the  front  wheel 
rise,  and  thus  causes  a  much  greater  total 
load  lift  than  would  occur  with  a  free 
front  axle. 

From  all  of  this  it  appears  that  to  meet 
the  conditions  of  common  road  driving, 
the  front  axle  should  be  pivoted  so  as  to 
give  either  front  wheel  a  free  lift. 

Absolute  Rigidity  of  Rear  Axle  Desirable. 

Another  part  of  this  problem  relates 
to  the  rear  axles  and  the  frame  and  the 
motor.  Here  absolute  rigidity  is  greatly 
to  be  preferred  so  far  as  the  action  of  the 
motor  on  the  driving  wheels  is  con- 
cerned; to  secure  this  unchanging  rela- 
tive position  of  the  motor  and  the  driv- 
ing wheels,  the  motor  is  often  mounted 
directly  on  the  rear  axle.  Here  the  pneu- 
matic tire  comes  in.  So  far  as  the  art 
of  the  motocycle  is  defined  at  the  present 
time,  the  use  of  the  pneumatic  tire  seems 
to  be  clearly  indicated.  In  addition  to 
fhis.  it  is  well  known  that  the  pneumatic 
tire  should  carry  the  least  possible  load. 
Up  to,  say  about  250  pounds  load  per 
wheel  it  is  easy  to  obtain  durable  pneu- 
matic tires.  As  soon  as  this  load  is  ex- 
ceeded troubles  begin,  and  increase  rap- 
idly with  every  pound  of  increase  of  dead 
load  on  the  tires.  But  if  this  tire  load 
can  be  carried  on  springs  placed  between 
the  load  and  the  axle,  the  destructive  ef- 
fect of  the  load  on  the  pneumatic  wheel 
tires  is  greatly  mitigated.  Hence  it  is 
not  favorable  to  long  tire  life  to  mount 
the  motor  directly  on  the  rear  axle,  if  the 
motor  is  of  any  considerable  weight. 
The  better  way  is  to  place  as  little  dead 
weight  as  possible  on  the  wheel  axles, 
and  place  springs  of  the  easiest  known 
form  between  the  wheel  axles  and  the 
load. 

Three  Varieties  of  Springs. 
'Springs  may  be  divided  broadly  into 
coiled  springs,  half  elliptic  springs  and 
full  elliptic  springs,  the  coiled  springs  be- 
ing tne  harshest  in  effect,  and  the  full  el- 
liptic being  the  softest,  and  hence  most 
favorable  to  long  tire  life.  Still  softer 
than  the  full  elliptic  springs  are  the  var- 
ious well  known  forms  of  C-springs,  com- 
pounded with  linked  half-elliptics,  but 
for  the  sake  of  simple  and  substantial 
construction,  there  is  a  strong  tendency 
among  motocycle  designers  to  use  only 
the  three  forms  of  springs  mentioned,  the 
coiled  spring,  the  half-elliptic,  and  the 
full  elliptic.  Once  more,  there  are  two 
forms  of  the  full  elliptic  spring,  one  hav- 
ing each  member  shaped  in  substantially 


The  Cycle  Age  and  Trade  Review 


45 


'£X,i£gX,M£\ilS^iM£^^iiS^iii£\ 


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Mention  The  Cycle  Age 


46 


The  Cycle  Age  and  Trade  Review 


a  single  curve,  while  the  other  form  has 
each  half  formed  with  one  middle  curve 
joined  by  two  reversed  curves  which  form 
the  ends  of  the  springs;  this  3-curve  form 
is  by  far  the  more  delicately  elastic,  and 
is  therefore  the  more  suitable  for  use  in 
a  motocycle,  as  it  absorbs  vibrations  due 
to  small  differences  in  the  road  surface 
height  much  more  perfectly  than  the  sin- 
gle curve  form. 

Springs  Supported  on  Pedestals. 

All  of  this  reasoning  leads  to  the  Whit- 
ney steam  wagon  frame,  as  shown  in 
Figs.  1  and  2,  which  are  oblique,  front 
and  rear  views,  taken  from  two  different 
wagon  frames,  one  with  and  one  without 
tires. 

Beginning  at  the  rear  axle,  see  Fig.  2, 
Whitney  raises  pedestals  therefrom 
which  support  the  two  rear  full  elliptic 
3-curve  springs,  and  connects  these  pe- 
destals by  a  substantial  cross  tube;  from 
this  rear  cross-tube  two  horizontal  side 
tubes  lead  forward,  which  are  connected 
by  a  cross-tube  in  front,  see  Fig.  1,  and 
by  a  third  intermediate  cross-tube  located 
a  considerable  distance  to  the  rear  of  the 
front  one.  The  front  elliptic  spring  is 
bolted  to  the  top  of  the  front  cross-tube, 
as  clearly  shown  in  Fig.  1. 

Pivotal  Arrangement  of  Front  Axle. 

Whitney's  front  axle  is  composed  of  a 
chevron-bent  tube,  reaching  upward  in 
the  middle  nearly  to  the  under  side  of 
the  front  cross  tube  of  the  frame,  to 
which  it  is  pivoted  by  a  horizontal  pin, 
axially  disposed  lengthwise  of  the  wagon, 
the  front  axle  having  its  bow-strung 
girder  form  completed  by  a  straight  ten- 
sion rod  underneath.  Whitney's  very 
peculiar  and  effective  steering  bar  is  sup- 
ported at  its  lower  end  by  a  radius  rod, 
jointed  to  the  front  axle  support  at  the 
right,  and  to  the  horizontal  part  of  the 
steering  lever  at  its  inner  end;  this  rad- 
ius rod  forms  the  fulcrum  of  the  steering 
lever,  the  links  from  the  free  end  of  the 
steering  lever  lower  arm  being  seen  in  the 
rear.  The  steering  lever  joints  must  be 
universal,  and  are  of  very  complicated 
construction,  which  need  not  be  specified 
in  detail  here.  As  so  far  described,  the 
whole  bow-string  girder  which  supports 
the  front  axles  is  perfectly  free  to  vibrate 
in  a  vertical  plane,  but  is  very  meagerly 
supported  against  fore  and  aft  stresses. 
To  give  the  fore  and  aft  support,  two 
oblique  truss  tubes  lead  from  near  the  top 
Ox  the  wheel  axle  pivots  upward  and 
backward  until  they  meet  in  an  eye  at 
the  midcross-tube  of  the  frame,  to  which 
they  are  pivoted  by  a  free  bolt  in  the 
prolongation  of  the  horizontal  axial  line 
of  the  pin  which  pivots  the  axle  girder  to 
the  front  cross  bar,  and  about  24  inches  or 
30  inches  to  the  rear  thereof.  This  gives 
perfectly  supported  front  wheel  axles, 
carried  on  widely  separated  free  joints, 
and  rising  and  falling  to  suit  road  sur- 
face inequalities  in  the  easiest  and  most 
perfect  manner  possible. 

Compensating  Qear  and  Brake  Drum. 

From  the  rear  cross-tube  of  the  frame, 
pendants  are  dropped  to  support  the  com- 
pensating gear,  and  at  the  lower  ends  of 
these  pendants  the  forked  chain  adjust- 
ing strut  is  pivoted.  Whitney's  brake 
drum,  see  Fig.  2,  is  not  formed  on  the 
side  of  the  compensating  gear  box,  but  is 
placed  on  the  right  hand  section  of  the 
rear  axle,  presumably  to  bring  it  in  direct 
line  with  the  brake  treadle  in  front  and 
thus  carry  the  brake  rod  in  a  straight  line 
past  the  boiler.  This  is  a  faulty  arrange- 
ment, as  it  makes  the  brake  act  princi- 
pally on  the  tire  adhesion  of  the  driver 
only. 

The  springs  of  Whitney's  No.  3  wagon 
are  particularly  good,  and  I  have  never 
ridden  in  another  automotor  so  little  af- 
fected by  Belgian  block  pavement,  or  so 
smoothly  riding  over  rough  and  deeply 
rutted  country  roads.  Whitney  reached 
his  very  superior  frame  construction 
through  a  long  course  of  severe  practical 


tests,  and  he  has  great  cause  to  be  proud 
of  its  perfect  adaptation  to  all  the  vary- 
ing conditions  of  road  service. 

Chain  Drive  Still  Unsatisfactory. 

Whitney's  first  drive  was  a  cycle 
chain,  half-inch  blocks,  with  small 
sprockets;  the  chain  width  and  sprocket 
diameter  have  been  gradually  increased, 
step  by  step,  until  he  is  now  using  a  rear 
axle  sprocket  of  about  20-inch  diameter, 
2-inch  pitch,  40  teeth,  1-inch  working 
face.  Ihe  front  sprocket,  on  the  engine 
shaft,  has  eight  teeth,  and  is  made  of  ma- 
chine steel,  case  hardened.  The  large 
sprocket  was  made  from  a  blank  of 
boiler  plate  steel  weighing  well  towards 
a  hundred  pounds  to  begin  with,  and 
whittled  down  to  16  pounds  finished. 

The  chain  is  of  Jessup  tool  steel;  the 
chain  blocks  are  not  solid,  but  are  made 
up  of  five  smaller  pieces,  each  1-5-inch 
thick;  the  chain  rivets  are  of  %-inch  dia- 
meter, Stubb's  steel.  The  side  links  are 
5-32  of  an  inch  in  thickness.  This  for- 
midable power  transmitting  chain  does 
not  give  promise  of  long  life,  and  Whit- 
ney does  not  regard  it  as  meeting  the 
conditions  of  its  use.  The  object  of  mak- 
ing the  chain  blocks  in  five  sections  in- 
stead of  one  piece  is  to  increase  the  twist- 
ing flexibility.  All  of  the  chains  Whit- 
ney has  used  have  been  short  lived,  and 
he  believed  the  rapid  wear  was  due  to 
chain  resistance  to  twisting.  This  lami- 
nated block  does  make  a  chain  which 
twists  a  little  way  readily,  but  it  does 
not  seem  to  wear  any  better,  or  at  best 
not  very  much  better,  than  the  solid 
block  chains.    Whitney  has     also     tried 


Fig.  2— Showing  rear  axle  and  spring  arrangement. 

large  spur  gearing,  of  far  more  strength 
and  wearing  surface  than  the  power 
of  his  engines  demands,  and  a  few  thou- 
sand miles  of  travel  sufficed  to  wear 
these  gears  out  so  that  the  teeth  bent. 
I  myself  believe  that  all  of  this  trouble 
with  chains  and  gears  both,  would  cease 
if  all  of  the  working  parts  were  enclosed 
in  a  perfectly  dust  proof  casing,  and  it 
appears  to  me  that  it  should  not  be  a 
difficult  matter  to  apply  such  a  casing  to 
Whitney's  transmission  elements. 

The  Whitney  steam  wagon  No.  3,  which 
I  am  most  familiar  with,  weighs  about 
1,120  pounds,  with  gasoline  for  75  miles 
and  water  for  30  miles  on  board.  The 
tires  are  very  heavy,  3-inch  diameter 
being  used  with  100  pounds  air  pressure. 

Hugh  Dolnar. 


BOSTON  MOTOCYCLE  CONTEST 


Ten  Competitors  Enter  for  Trials— Electric  Vehicle 
riakers  Want  Short  Runs  at  High  Speed. 


The  Massachusetts  Charitable  Mechan- 
ic Association,  in  connection  with  its  ex- 
hibition of  motor  vehicles  at  Mechanics' 
hall,  in  Boston,  has  announced  a  contest 
of  motor  carriages  to  ta,ke  place  at 
Charles  River  park  on  November  9.  The 
prizes  aggregate  $1,100  and  the  object  of 
the  trials  is  to  determine  the  practicabil- 
ity and  adaptability  of  motor  vehicles  for 
all  purposes  where  the  ordinary  horse  and 
carriage  is  now  used,  and  the  following 
points  are  to  be  given  consideration  by 
the  judges  in  making  their  report:  Speed, 


manageability,  simplicity  of  construction, 
brake  efficiency  and  grade  climbing. 

In  considering  these  points  the  judges 
are  instructed  to  recognize  that  the  art 
at  present  is  in  a  somewhat  crude  state, 
mainly  in  the  hands  of  the  inventor,  and 
the  newer  types  of  motor  vehicles  will  re- 
ceive as  careful  consideration  as  those 
older  and  better  known. 

Ten  competitors  are  named,  represent- 
ing electric,  gasoline  and  steam  driven 
wagons,  and  the  contest  should  be  of 
great  interest,  although  it  is  scheduled  to 
take  place  on  a  four-lap  cycle  track  of 
the  wash-bowl  type.  The  makers  of 
electric  vehicles  do  not  want  more  than 
five  miles  at  top  speed,  as  that  distance 
is  about  their  limit.  The  steam  and  gaso- 
line wagons  of  course  want  long  runs,  as 
the  electrics  can  outfoot  them  for  a  short 
distance,  but  would  be  nowhere  in  a  long 
distance  competition.  The  two  classes  of 
carriage,  those  driven  by  storage  battery 
and  those  driven  by  heat  motors  of  any 
type,  are  so  wholly  different  as  to  make 
the  devising  of  a  really  fair  competitive 
test  between  them  difficult.  For  a  few 
miles  the  electrics  can  make  the  best 
time,  so  that  they  would  show  well 
against  the  gasoline  and  steam  wagons, 
while  in  a  long  run  the  electrics  would 
exhaust  their  storage  batteries  and  be 
forced  to  fall  out  of  the  race. 

The  greatest  interest  will  attach  to  the 
rivalry  between  gasoline  carriages  and 
light  steam  motocj'^cles,  which  will  be 
shown  on  this  occasion  for  the  first  time. 


MOTOR  VEHICLE  INQUIRIES 


Parties  Wishing  to  Handle  Hotocycles  In  a  Com- 
mercial Way  Seek  Information  Not  at  Hand. 


Cycle  Age  is  in  daily  receipt  of  inquiries 
in  regard  to  motor  vehicles.  The  develop- 
ment in  the  new  industry  is  so  rapid,  how- 
ever, &Dd  withal  so  uncertain,  that  the  in- 
formation on  hand  cannot  always  be  relied 
upon  as  being  up  to  date  and  unbiased. 

Until  further  inquirers  will  therefore 
find  their  questions  reproduced  in  these 
columns  and  manufacturers  may  answer 
them  by  mail  through  this  paper  accord- 
ingly as  the  address  of  the  inquirer  is 
given,  or  otherwise. 

Among  the  latest  communications  are 
the  following: 

Editor  Cycle  Age:  I  have  read  many  in- 
teresting' articles  on  motor  cars  in  your 
paper  and  would  be  obliged  to  you  for  ask- 
ing some  of  the  makers  to  make  us  offers, 
especially  for  vehicles  which  work  without 
noise.  Any  possible  inventor  of  a  motor 
driven  by  explosion  of  flour  or  sawdust  (?) 
is  also  requested  to  write. 

A.  Schubert  Mfg.  Co. 

Stockholm,  Sweden. 

Editor  Cycle  Age:  Kindly  forward  to 
Stanley  Brothers,  whose  address  was  not 
given  in  your  recent  article  on  their  steam 
road  wagon,  our  request  for  further  details 
and  representation  of  the  wagon  in  Holland 
and  her  colonies.  Van  Rosendael  &  Co., 
The  Royal  Dutch  Metalware  Works. 

Nijmegen,  Holland. 

Editor  Cycle  Age:  Can  you  give  us  any 
Information  In  regard  to  a  motor  carriage 
that  will  carry  from  6  to  8  people  (we  don't 
want  an  electric  machine).  We  have  not 
noticed  anything  in  Cycle  Age  of  that  size. 
We  don't  want  anything  with  less  than 
three  seats.  Rex  &  Dean, 

Novelty  Machine  Works. 
■  East  Liverpool,  O. 

It  was  mentioned  in  Cycle  Age  some 
time  ago  that  the  Reeves  Pulley  company 
of  Columbus,  Ind.,  constructed  large  steam 
power  motor  vehicles,  one  with  capacity 
for  20  persons  having  been  shipped  to  Da- 
kota. Several  companies  are  un- 
doubtedly prepared  to  manufacture  large 
vehicles  to  order,  especially  the  Duryea 
company  in  Springfield,  Mass.,  and  Peoria, 
111.;  American  Motor  company,  32  Broad- 
way, N.  Y. ;  Pittsburg  Motor  Vehicle  com- 
pany, Pittsburg,  Pa.;  Winton  Motor  Car- 
riage company,  Cleveland. 


The  Cycle  Age  and  Trade  Review 


47 


Jl  CCStittlOllidl  «  «  «  «  '^^  ^"lE  TH'^G  FOR  HOLIDAY  TRADE) 


X^ 


TINY  FiniNGS  for 
TINY  BICYCLES  for 
TINY  BOYS  and  GIRLS 

Por  Christmas. 


COMPLETE  SET  EXCEPT  TIRES 
$20  LIST  PRICE. 

You  know  our  discount.    No  net  prices 
advertised. 


"In  my  judgment  they  make  the  hest  wheel  I  ever  rode  in  my  whole 
life.    I  win  everything  I  go  out  after." 


B.  E.  HARRIS  &  C2 

47  West  Washington  Street, 

CHICAGO, 


fX/%/Sl^%/X/%/%/%/X%/%/%/%/%/%'%/%/X/^^ 


■ 


i 


i 


1 


p 


^^ 


i 

m 


T 

We  Have  the 

H 

E 

Same  Aeents... 

Year  after  year.     There 

X.  M 

must  be  a  reason  for  this. 

^/ 

It  is  not  difficult  to  guess. 

T 

Our  BICYCLES  always 

■ 

please. 

A 

THE  KIRK  MFG.  CO. 

1 

TOLEDO,  OHIO. 

L 

E 

Distributing  Agents: 

Conroy  Mfg.  Co.,  28  John  St.,  New  York. 
H.  B.  Shattuck  &  Son,  Boston,  Mass. 
Jas.  Bailey  Co.,  Portland,  Me. 
Carlin  &  Fulton,  Baltimore,  Md. 
Mlstrot  Bros.  &  Co.,  Houston,  Tex. 
Boutell  Bros.,  Minneapolis,  Minn. 
Powell  &  Clement  Co.,  Cincinnati,  Ohio. 
P.  E.  Allison,  Louisville,  Ky. 

Mention  The  Cycle  Age 

i 


m 


m 


m 

i 


SiS 


m 


SJsS 


m 
1 

m 


I 


% 


m. 


A  record  of  over 
40,000  MILES  01^  a 


DIAMOND  CHAIN 


demonstrates  that  EXPERIENCE  and 
GOOD  MATERIAL  count.  Our  '99 
line  will  be  the  MOST  COMPLETE 
ever  offered  to  the  trade.     Ready  soon. 


Don't  forget  that  we  have  the 
ONLY  SATISFACTORY  BOLT  LOCK. 


Closed. 


Opco. 


INDIANAPOLIS  CHAIN  &  STAMPING  CO. 


INDIANAPOLIS,    IND. 


R.  B.  MeMULLEN  CCO., 

General  U.  S.  Sales  Agents, 
S09  Broadway,  New  York, 
88-90  Lake  St.  Cbicago,  lU., 


NEW  YORK  DEPOT: 
J.  S.  Leng's  Son  St  Co., 
4  Fletcher  St 
Mention  The  Cycle  Age 


48 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


STBRLINQ  MODELS  AND  PRICES. 

The  1899  prices  anmounced  this  week  by 
Sterling-  Cycle  Works  are  In  line  with  the 
prices  made  by  other  manufacturera  of 
standard  first  class  machines,  the  chain  mod- 
els being  quoted  at  ?50  and  the  chainless  at 
$75.  Several  important  changes  in  construc- 
tion embodying  up-to-date  ideas  have  been 
made  in  the  Sterlings  and  the  company  an- 
ticipates that  with  quality  unimpaired  and 
prices  reduced  there  will  be  a  largely  In- 
oreasied  demand  for  these  machines  and  is 
preparing  for  the  coming  season  with  this  in 
view.  Mannesmann  tubing  of  lEirger  diame- 
ter than  that  formerly  used  in  Sterling 
frames  has  been  imported  for  use  the  coming 
winter.  Frame  joints  will  be  made  flush  and 
the  hang-ers  will  have  2%  inches  drop.  All 
nickeling  will  be  over  copper  and  the  enamel 
will  be  hand  polished. 


STEARNS  LOCKING  AUTOMATIC  STAND. 

A  bicycle  stand  and  lock  that  Is  admirably 
adajpted  to  use  in  storage  rooms  in  office 
buildings,  factories,  schools,  clubs  and  ottier 
places  where  space  is  limited  has  just  been 
brought  out  by  E.  C.  Stearns  &  Co.,  of  Syra- 
cuse, N.  Y.  Two  styles  are  made,  one  hav- 
ing the  long  extension  of  the  upper  part  as 
shown  herewith  and  the  other  terminating 
at  the  third  set  of  arms,  but  the  mechanism 


THtCra^Aoe- 


of  the  locking  arms  is  identical  in  both.  The 
pressure  of  the  tire  against  the  rear  ends  of 
the  miovaJble  arms  releases  a  spring  which 
causes  them  to  autimatically  close  around 
the  rim.  The  ends  of  the  arms  are  provided 
with  small  rubber  tired  rollers  that  prevent 
marrinig  of  the  enamel  or  varnish  of  the 
rims.  The  n,ovel  feature  of  fhe  Stearns 
stand  is  its  adaptability  to  the  different  po- 
sitions of  the  bicycle.  It  will  be  commonly 
screwed  to  the  wall  to  receive  the  rear  wheel, 
but  may  be   placed  on  the  floor  If  desired. 


7i/£Crci£.AG£. 


In  places  wlier©  economy  of  floor  space  is  a 
desideratum,  It  can  be  secured  to  the  wall  at 
the  right  height  to  grasp  the  rim  and  tire  of 
the  front  wheel  while  the  rear  wheel  rests  on 
the  floor  at  the  base  of  the  wall.  Still  an- 
other manner  of  use  is  to.  secure  a  series  of 
them  upon  a  plank  supported  about  a  yard 
from  the  floor  on  posts  or  iron  pedestals 
furnished  by  the  Stearns  company.  In  this 
position  the  bicycles  can  be  arranged  upon 
either  side  with  the  front  wheels  supported 
in  the  locks  and  the  rear  wheels  resting  on 
the  floor.  This  affords  a  very  compact  stor- 
age arrangement  of  the  bicycles,  which 
saves  almost  50  per  cent  of  the  floor  space, 
as  the  sidewise  measurement  over  two  ma- 
chines' Is  little  more  than  that  of  one  w'hen 
both  wheels  are  on  the  ground. 


THE  THOR  ECCENTRIC  HANGER. 

Axirora  Automatic  Machinery  Co.,  of  Au- 
rora, 111.,  Is  distributing  Its  catalogue  of 
component  cycle  parts  for  1899.  The  newer 
goods  shown  are  the  Thor  Perfection  hubs. 
Thor  twohplece  hanger  and  Thor  eccentric 
hanger.  In  the  Thor  eccentric  hanger  the  Au- 
rora people  have  dispensed  with  the  lugs  on 
the  bottom  bracket  for  clamping  the  eccentric 


in  place.  This  gives  a  simooth,  finished  ap- 
pearance to  the  hanger  and  obviates  the 
objectionable  weakening  of  the  bracket  by 
splitting.  The  m,echanism  for  adjusting  and 
tightening  the  eccentric  In  the  bracket  is  in- 
genious. A  block  is  fitted  between  the  flang- 
es  of   the  eccentric  and   conforms     to     the 


JM^CrcieACre. 


shape  of  the  Inside  of  the  bracket.  A  hole  is 
drilled  through  a  lug  on  this  block  at  an 
angle  of  6i/^  degrees  and  an  Inside  sleeve, 
drilled  at  the  same  angle  and  screw  threaded 
clear  through,  is  provided  to  fit  in  the  block 
but  is  cut  a  quarter  of  an  Inch  shorter.  A 
screw  bolt  with  hexagonal  head  passes 
through  this  mechanism.  As  the  block  and 
sleeve,  w'hen  assembled,  make  an  angle  of  13 
degrees,  a  few  turns  of  the  bolt  suffice  to  re- 
lease the  clamp  so  that  the  eccentric  can  be 
revolved  with  a  special  spanner.  The  side 
plates  fit  outside  of  the  edges  of  the  bracket 
and  make  a  smooth  finish.  The  Thor  two- 
piece  hanger,  patented  in  August  of  the 
present  year,  is  intendied  to  be  used  with  this 
mechanism,   for  which   patents  are   pending. 


M.  &  W.  LAMPS  AND  PUMPS. 

An  acetylene  gas  lamp  called  the  Lancas- 
ter constitutes  an  Important  part  of  the 
line  of  cycle  goods  made  by  Matthews  & 
Willard  Mfg.  Co.  of  Waterbury,  Conn.,  for 
the  coming  season.  This  new  lamp  has  a 
patent  water  trap  and  gas  seal  device  which 
Is  claimed  to  render  unsteadiness  of  the 
flame  impossible  and  to  prevent  the  water 
reservoir  becoming  hot;  also  it  has  a  com- 
bination water  and  gas  cock  which  automat- 
ically turns  off  the  water  by  the  same  turn 
of  the  cock  that  subsequently  shuts  off  the 
gas  and  preserves  It  for  future  use.  The 
employment  of  this  cock,  the  makers  state, 
makes  it  unnecessary  to  turn  off  the  water 
twenty  to  forty  minutes  before  one  wishes 
to  dispense  with  the  light.  Another  Impor- 
tant point  on  which  superiority  is  claimed  Is 
a  detachable  fish-tail  burner  which  can  be 
readily  removed  and  cleaned.  It  Is  the  poli- 
cy of  the  company  for  the  ensuing  year  to 
sell  these  gas  lamps  to  a  selected  number 
of  jobbers  only,  to  whom  electrotypes  for 
catalogues  and  advertising  purposes  will  be 
furnished.  The  M.  &  W.  kerosene  lamp, 
shown  herewith,  has  not  been  neglected 
through  bestowal  of  attention  on  the  acety- 


7?t£  Crci£  Acre, 


lene  lamp,  however.  The  combustion  has 
been  made  more  perfect,  aji  automatic  wick 
lock  operated  by  pushing  the  turn  button 
Inward  has  been  provided,  and  the  oil  pot  is 
made  reversible  and  securely  locked  so  that 
It  cannot  become  accidentally  detached  from 
the  lamp.    The  other  articles  catalogued  In 


a  folder  which  this  company  Is  sending  to 
the  trade,  are  the  No.  310  double  stroke.  Sil- 
ver Tone,  and  Monogram  bells  and  the  M. 
&  W.  combination  pumps,  constructed  to 
carry  a  complete  charge  of  carbide  for  any 
gas  lamp,  or  a  repair  kit  consisting  of  a 
quick-repair  tool  and  cutter,  tube  of  liquid 
cement,  and  one  or  two  plugs.  The  section 
of  the  pump  In  which  these  articles  are  con- 
tained is  opened  by  turning  the  knob  at  the 
end,  which  unscrews  the  metal  cap.  Instead 
of  having  its  efficiency  diminished  by  this 
novel  combination  arrangement,  the  makers 
state  that  tires  can  be  inflated  with  this 
pump  In  much  less  time  than  with  the  ordin- 
ary hand  pump. 

FORSYTH  WRENCH  AND  PEDALS. 

A  new  style  of  wrench  is  one  of  a  large 
line  of  bicycle  i>arts  and  accessories  manu- 
factured by  Porsyth  Mfg.  CO.,  of  Buffalo. 
This  wrench  is  called  the  Buffalo  and  is 
drop  forged.  It  resembles  other  wrenches  in 
which  the  Inner  jaw  Is  movable,  except  that 
the  usual  knurled  screw  Is  replaced  by  a 
large  knurled  collar  screw  threaded  inter- 
nally and  slotted  nearly  all  the  way  around 
to  receive  the  head  of  a  screw  that  Is 
screwed  Into  one  side  of  the  movable  jaw, 


y/^/^Crat/lo^. 


which  has  two  extensions  that  are  arc- 
shaped  to  conform  to  the  inner  diameter  of 
the  collar.  The  threads  of  this  collar  have 
been  cut  away  longitudinally  to  form  a 
channel  through  which  the  rack  in  the 
handle  may  slide  freely  mti&n  the  collar  has 
been  turned  backward  to  the  farthest  point 
allowed!  by  the  head  of  the  screw  in  the  an- 
nular slot.  By  this  construction  the  movable 
jaw  can  be  set  up  against  the  face  of  a  nut 
and  when  the  collar  is  turned  to  the  right 
the  threads  engage  with  the  racket  and  force 
the  jaws  up  tighter  against  the  nut,  which 
adjustment  it  holds  until  released.  The  ad- 
vantage lies  in  the  saving  in  time  effected 
by  changing  the  adjustment  from  small  to 
large  nuts.  Another  article  of  the  Forsyth 
line  is  the  adjustable  pedal,  w'hich  has  double 
sideplates,  the  outer  ones  'being  stamped  in 
one  piece  and  slotted'  to  receive  bolts  that  at- 
tach it  to  the  smaller  plates  riveted  to  the 
cross  piece.  The  slots  allow  a  variation  of 
%  of  an  inch  in  width  to  fit  shoes  of  different 
sizes.  Other  piedals  of  the  same  line  are  non- 
adjustable,  but  the  bearings  and  body  In  all 


7M^Crci.eACrt^ 


are  alike,  the  barrel  being  of  tubing  of  large 
diameter  w^Ith  cups  pressed  Into  its  ends. 
This  company  also  makes  a  stamped  chain 
guard  wlhose  several  parts  are  riveted  to- 
gether and  which  Is  adjustable  to  fit  differ- 
ent machines.  It  is  very  light  but  sufficient- 
ly strong,  and  being  handsomely  nickeled  anid 
polished,  Is  of  attractive  appearance.  The 
pedals,  wrenches  and  other  goods  are  equally 
well  finisihed  and  are  strongly  made,  as 
shown  by  the  samples  submitted  for  examl^ 
nation. 

THE  NEW  TRIBUNE  LINE. 

The  folder  giving  specifications  and  prices 
of  the  new  Tribune  models  is  being  sent  out 
by  the  Black  Mfg.  Co.,  of  Erie,  Pa.  The  three 
leading  models  will  retail  at  the  popular 
prices  for  1899  standard  bicycles.  These  are 
of  symmetrical  design  and  attractive  appear- 
ance, and  the  makers  state  that  they  consid- 
er them  and  the  entire  Tribune  line  the  best 
they  have  ever  offered.  The  standard  dia- 
mond frame  roadster  is  made  in  21,  23  andi  25 
Inches  helg'ht  of  frame,  has  2%  inches'  drop 
of  hanger,  7-Inch  cranks,  drop  forged  flush 
connections,  detachable  sprockets'  of  26  and  9 
teeth  respectively.  Is  geared  to  80  and  weighs 
22y2  pounds.  The  drop-frame  roadster  is 
made  in  20.  22  and  24-inch  sizes,  has  hangers 
dropped  3  inches,  has  22  and  9  tooth  sprockets 
and  is  geared  to  68.  A  30-Inch  wheel  model  Is 


The  Cycle  Age  and  Trade  Revi£W 


49 


THE  CUAUS  ADJUSTMENT. 


this  is  the  adjustment 

Simple  and  strong, 
tbat  malies  other  adjustments 

Appear  very  wrong. 


JUST  A  MINUTE  WITH  THE 

CLAUS  BAR 

That's  all  we  need. 

That  minute  will  accomplish  for  the  Claus  Bar  what  an 
hour,  day,  week,  month,  year  cannot  accomplish  for  any  other 
bar. 

It  doesn't  take  people  long  to  recognize  a  good  thing — you 
have  looked  at  the  Claus.   You  have  recognized  it,  haven't 

you? 

It's  the  sidewise  and  upwise 
taper  of  each  corrugation  that 
clinches  the  "clinch  of  a  brazing." 
It  can't  budge. 

Study  a  year  and  you  cannot 
find  a  weak  point  on  it — anywhere. 

It   is  not  like  other  bars---it  "don't"  break 
wont  break — simply  can't  break. 

It  is  not  a  bit  like  other 
adjustable  bars,  because  it  can 
be  adjusted  without  a  wrench 
— all  you  need  is  a  thumb  and 

finger. 

And,  another  point — at  all  adjustments  the  chest 

expansion  remains  the  same. 

All  the  parts  interlock.  They'll  sing  the  song 
"you  can't  loose  me." 

It  requires  only  a  Claus  bar  to  have  a  complete 
handle  bar  stock.  No  matter  what  kind  of  bar  a  man  wants  you 

THE  CLAUS  ADJUSTABLE^ haVC   It   lU   thC    ClaUS. 

It  is  a  bar  for  any- 
body —  everybody  — 
any  taste— every  taste. 
We  are  preaching 
the^gospel  of  the  Claus  bar  all  over  the  world. 

Old  riders  will  change  to  it--new  riders  will  want  it. 
We  are  telling  people  that  if  they  insist  the  dealer  will 
furnish  it.    And  they  will  insist--we  are  telling  them  to  do  so. 
A  manufacturer  or  dealer  cannot  well  afford  to  equip  his 
wheels  with  any  other  bar. 

He  need  not.     Our  prices  are  right.    Write  for  them. 

The  Claus  Handle  Bar  Mfg.  Co. 

MILWAUKEE,  WISCONSIN. 


THE 
CLAUS  PLAIN  STEM.   EX 


THE   CLAUS 
PANSION  STEM. 


these  are  tbe  siems 
Expansion  and  plain, 

tbat  help  in  giving 
Che  Claus  its  good  name. 


this  1$  the  bar 

M  complete, 
Chat  other  bar  makers 

Concede  they  can't  beat. 


Patented  in  America  and  all 
Foreign  Countries. 


Mention  The  Cycle  Age 


50 


The  Cycle  Age  and  Trade  Review 


built  similar  to  the  regular  roadster  for  men 
except  that  the  frames  are  23  and  25  Inches 
high,  the  gear  78  and  weight  231^  pounds.  The 
price  is  the  same.  The  Blue  Streak  racer  has 
hangers  dropped  3  inches,  has  28-tooth  front 
sprocket,  7-inch  cranks,  87  gear,  and  weighs 
19  pounds.  With  the  above  mentioned  mod- 
els option  is  given  on  Tribune,  Palmer  or 
Dunlop  tires.  Two  medium-priced  diamond 
and  drop  frame  models  are  also  made  which 
differ  from  the  regular  roadsters  principally 
in  equipment  and  in  the  lack  of  the  latest  im- 
provements in  fork  crown  and  adjusting  de- 
vices which  distinguish  the  higher  priced 
machines.  Other  models  which  complete  the 
Tribune  line  are  a  combinajtion  and  racing 
tandem  and  a  triplet.    The  racing  tandem  is 


geared  to  84  and  weighs  35  pounds.  The  trip- 
let has  86  inches  wheel  base,  hangers  dropped 
1%  inches  and  weighs  58  pounds. 

The  three  leading  machines  of  the  line- 
models  42,  43  and  44 — embody  a  nunuber  of 
new  features  in  cycle  construction  of  which 
detail  illustrations  are  promised  later.  The 
flush  joints  with  'outside  connection  are 
shoiwni  in  the  accompanying  secti'onal  draw- 
ing of  the  seat  post  cluster,  which  also 
shows  the  novel;  internaJ  seat  post  binder 
working  on  a  new  principle.  Turning  the 
screw  threaded  ring  in  the  top  of  the  connec- 
tion forces  down;  the  free  or  upper  end  of  the 
band  or  collar  whose  edges  are  at  irregular 
angles  to  its  sides,  and  as  the  lower  end  rests 
on  a  sihouMer  in  the  connection  a  binding  ef- 
fect is  produced  around  the  post. 


THE  NEW  TRINITY  MODELS. 

Trinity  Cycle  Mfg.  Co.,  of  Keene,  N.  H., 
will  make  three  grades  of  bicycles  for  next 
season,  of  which  the  regular  roadsters  will 
list  at  the  standard  price  for  first  class  ma- 
chines, whiile  a  lower  grade  line  will  sell  for 
$35  and  the  racers  for  $65.  All  of  these  will 
bear  the  Trinity  nameplate,  will  have  the 
Trinity  forks,  diamond-shaped  cranks,  star 
sprockets  and  be  fitted  with  the  new  style 
Trinity  direct  spoke  hubs.  The  adjustment 
arrangement  on  all  models  will  be  simple  and 
of  a  style  that  the  company  has  tried  and 
found  effective.  The  machines  will  have 
short  heads,  deep  drop  of  hangers,  two-piece 
cranks  and  wiill  present  a  rakish  appearance. 
The  company's  traveling  men  are  starting 
out  through  the  east  and  west  witih  complete 
lines  of  samples  to  show  the  trade  and  have 
a  number  of  new  and  interesting  points  to 
call  attention  to.  The  new  Trinity  direct 
spoke  huib  will  be  manufactured  for  the  jo'b- 
bing  and  manufactui-ing  trade  to  compete 
with  other  medium-ipriced  hubs,  so  that  mak- 
ers and  jobbers  who  desire  to  use  this  style 
of  hub  can  com.pete  with  the  ordinary 
flanged   hub. 

nAKB  PEDALS  ONLY. 

Cycle  Components  Co.,  of  9  Maiden  Lane, 
New  York,  is  exclusively  engaged  in  manu- 


/H^CrcitAeE-. 


footuring  a  line  of  pedals,  of  which  Rodger 
B.  McMullen  &  Co.,  of  New  York  and  Chi- 
cago, are  sole  selling  agent.  Two  styles  of 
these  pedals  are  shown  herewith.  The  first 
is  the  Alvin,  whose  barrel  and  cross  pins 
are  made  of  single  forging  machined  down. 


The  ends  of  the  pins  are  spun  over  to  hold 
the  side  plates,  which  are  a  one-piece  stamp- 
ing, bent  to  shape.  This  construction  makes 
a  pedal  of  great  strength  and  durability. 
Cups  are  pressed  intoi  the  ends  of  the  barrel 
and  the  inner  cone  is  formed  on  the  pin 
while  the  outer  one  Is  screw  threaded  on  and 
locked  with  a  ring  and  nut.  A  dust  cap  clos- 
es the  end.  The  pins  and  bearmgs  in  the 
second  pedal  are  the  some,  but  the  barrel  is 
formed  of  heavy  tubing  expanded  at  the 
ends  after  the  stamped  arms  have  been  put 
on.  Two  longitudinal  ridges  are  pressed  in 
the  side  plates  on  either  side  to  strengthen 
them.  All  these  pedals  are  made  of  good 
steel,  the  balls  and  cones  being  of  tool  steel 
case  hardened,  and  the  nickeling  is  over  cop- 
per. Parts  are  Interchangable  and  can  be  re- 
placed when  required. 


WHITE  LINE  FOR  1899. 

Introducing  its  '99  catalogue  to  the  trade. 
White  Sewing  Machine  Co.  calls  attention  to 
the  fact  that  it  hos'  never  sought  to  attain 
a  phenomenal  "mushroom"  growth  by  sensa- 
tionalism, but  the  progress  that  has  been 
made  is  the  result  of  careful  study  and  labor 
in  every  department  of  the  (business.  In  the 
new  models  it  is  not  the  aim  of  the  company 
to  equal  past  merit,  but  to  exceed  it  as  much 
asi  the  added:  knowledge  of  the  year's  ibusl- 
ness  will  permit.  A  new  feature  of  the  road 
wheels  is  the  construction  of  the  crank 
hanger,  which  is  unique.  Each  cup  is  pres- 
sed into  the  bottom  of  one  section  of  a  pair 
of  sleeves  which  screw  together  in  the  mid- 
dle to  form  a  barrel  enclosing  the  whole 
bearing  mechanism.  This  harrel  is  securely 
locked  into  the  bottom  bracket  by  long  trans, 
verse  bolts  acting  through  lugs  on  either 
side  otf  kerfs  in  the  bottom  bracket.  By  this 
construction  the  White  people  apparently 
solve  the  mooted  question  of  disc-adjust- 
ing bearings,  getting  the  acknowledged  ad- 
vantages of  fixed*  conesi  and  at  the  same 
time  getting  cups  that  can  hardly  get  out  of 


alignment.  Adjustment  is  effected  by  loosen- 
ing the  clamp  bolt  on  the  left  hand  side  and 
turning  in  or  out  the  left  half  of  the  harrel. 
The  cones  are  large  and  are  secured  to  the 
ends  of  a  sleeve  of  tubing,  forming  in  ef- 
fect a  single  piece.  The  axle  slides  through 
the  cups  and  cone  sleeve  and  is  brought  to 
its  proper  position  by  a  nut  on  the  left  side. 
Which  looks  the  cones  and  shaft  together. 
Two  chainless  models,  made  under  the 
Pope  license,  are  sliown,  hut  prices  are  not 
quoted.  Besides  these  and  the  two  road  ma- 
chines, the  White  racer  Is  catalogued. 


WELL  MADE  CYCLES  FOR  CHILDREN. 

A  four-page  folder  showing  the  Ilion  mod- 
els of  juvenile  cycles  for  boys  and  girls  made 
by  Remington  Arms  Co.,  313  Broadway,  New 
York,  Is  being  distributed.  These  machines 
are  made  light  In  weight  and  easy  running, 
but  are  of  a  quality  of  material  and  work- 
manship designed  especially  to  withstand  the 
hard  use  to  which  juvenile  machines  are 
subjected.  They  embody  all  standard  mod- 
ern Inuprovements  and  are  finished  and 
equipped!  In  a  manner  that  is  unusual  for 
goods  for  children. 


STANDARD  TOOL  CO.'S  WELDED  PARTS. 

Parts  made  by  the  electric  welding  process 
are  illustrated  and  described  in  an  attractive 
price  list  just  issued  by  Standard  'Tool  Co., 
of  Cleveland,  O.  The  line,  which  is  only  one 
of  many  this  concern  produces,  embraces 
front  fork  sides,  rear  forks  and  stays  crank- 
ed to  different  angles,  combination  rear 
forks  and  stays  welded  to  the  end  lug.  L  and 
T  seat  nosts  so  welded  as  to  anpear  as  one 
piece,  cha,in  adjusters,  and  handle  bars  welcl- 
ed  to  the  stem  with  fiush  joint  and  shipped 
straight  for  Individual  bending.  The  com-. 
pany  commands  attention  by  its  observation 
that  "a  saving  of  several  brazings  produces 
an  economy  beyond  any  other  method."  Any 
goods  that  contribute  to  economy  in  the  fac- 
tory, while  being  In  no  way  inferior  to  simi- 


lar goods  in  the  matter  oif  servioeability, 
style  and  finish,  are  eagerly  sought;  It  is 
on  the  knowledge  of  this  that  the  Standard 
company  is  making  its  bid  for  trade.  An- 
other factor  contributing  to  economy  is  that 
the  welding  process  produces  a  smooth  fin- 
ish and  consequently  can  be  plated  at  re- 
duced expense.  Unusual  strength  is  also 
claimed  for  the  "homogeneous"  steel  tubing 
from  which  the  Standard  forks  and  bars  are 
made.  Other  lines  of  manufacture  toy  this 
company  include  twist  drills,  reamers, 
chucks,  milling  cutters,  taps,  spring  cotters, 
flat  spring  and  riveted  keys. 


THE  PEERLESS  BELLS. 

Bristol  Bell  Co.,  of  Bristol,  Conn,  is  bring- 
ing out  for  next  season  a  new  line  of  bells 
called  the  Peerless,  Which  it  proudly  states 
promise  to  exceed  in  elegance  of  design  and 
finish  all  past  efforts  in  this  line.  The  com- 
plete line  as  illustrated  in  the  catalogue  con- 
sists of  four  new  styles,  distinctly  varied  and 


'f/£Crci£.A&£^ 


admitting  of  special  finishes.  This  combina- 
tion, with  the  feature  of  the  ■ne.m  adjust- 
able lever  described  in  the  October  27  issue 
of  Cycle  Age,  will  greatly  add  to  the  already 
well  established  reputation  of  the  Corbin 
bells.  The  aid  of  a  tool  is  not  required; 
simply  turning  the  gong  to  the  right  locks 
the  bell.  In  attaching,  the  lever  may  be 
turned  in  either  direction,  then  turning  the 
gong  both  fastens  the  base  plate  and  clamp 
to  the  handle  bar  and  fixes  the  lever  at  the 
point  desired.  The  clamp  consists  of  two 
rigid  jaws  which  close  together  and  draw^  up 
into  the  base  or  saddle  part  of  the  bell,  with 
a  double  action,  admitting  a  quick  andi  easy 
adjustment  to  any  handle  bar  varying  in 
size  from  %  to  1%  inches. 


THE  SENTINEL  BICYCLE  LOCK. 

An  ingenious  bicycle  lock,  which  will  no 
doubt  find  very  general  favor  with  wheel- 
men, is  now  being  introduced  by  Yale  & 
Towne  Mfg.  Co.,  9  Murray  street,  New  York. 
As  shown  in  the  illustration,  this  lock  is  In- 
tended to  be  permanently  fastened  to  the 
steering-head  of  a  bicycle,  and  is  designed 
to  hold  the  front  Wheel  at  an  angle  to  the 
frame,  thus  rendering  it  impossible  for  the 
bicycle  either  to  be  led  or  ridden  away.  The 
locking  mechanism  is  that  of  the  well  known 
Yale  pin-tumbler  type,  which  makes  the 
number  of  key  changes  practically  limitless, 
thus  albsolutely  precluding  the  possibility  of 
other  keys  being  in  existence  which  may  fit 
the  lock.  The  lock  is  of  neat  design  and  fin- 
ish.   A  numlber  of  bicycle  manufacturers  are 


expected  to  fit  these  locks  as  a  special  fea- 
ture for  the  coming  season;  but  they  may  be 
easily  a^piplied  to  any  machine.  While  shown 
in  the  present  cut  attached  to  the  head  by 
a  separate  band,  the  Sentinel  lock  may  also 
be  used  directly  behind  the  name  plate,  the 
latter  being  employed  as  a  band  to  secure 
it  to  the  headl  One  of  the  largest  bicycle 
manufacturers  In  the  country,  having  an  ex- 
tensive export  trade,  has  undertaken  to  In- 
troduce the  lock  throughout  Europe. 


IMPORTED  HARD  RED  TIRE  CEMENT. 

The  American  Trading  company,  100  Wil- 
liam street.  New  York,  announce  a  new 
policy  in   regard  to   the  marketing   of  Hard 


The  Cycle  Age  and  Trade  Review 


51 


^ 


^Nw'X^X^ 


ya^  ,-^  Y  r  V^j^^ 


^3^^1Ai^ 


1899 


sJ^ 


V^^nX 


The  Only  Vttizci^^Jt 

ADJUSTABLE 
PEDAL 

Made,  and  a  Beauty. 


GREETING 


ADJUSTABI.E,  TWO  DESIGNS  AND  FOtTK  SIZES. 


SPRING  CLOSING  HEAD 

LAMP 
BRACKET 

FOUR  SIZES..^,^^^,^ 


DETACHABLE 

HAND 

BRAKE.... 

Six  styles  of  brake  shoes.  We 
can  fit  any  wheel. 


SPROCKET 
GUARDS 

In  Foot  Sizes  and  Two  Styles..^.^* 


SPROCKET  GUARD. 


DOES  the  WISE  buyer  consider  price  only?  Does  he 
adopt  the  parts  he  can  buy  by  the  bushel,  and  that 
have  no  other  merit?  Does  the  FOOLISH  buyer  care- 
fully examine  the  accessories  that  he  needs  for  his 
wheel,  determine  if  they  are  well  made  and  well  fin- 
ished in  every  respect  and  cheap  at  the  quoted  price?  Does  the 
WISE  buyer  equip  his  HIGH  GEADE  wheel  (on  which  great 
care,  thought,  time  and  expense  has  been  expended  to  make  it 
beautiful  in  all  respects')  with  the  cheapest  equipment  that  he 
can  buy  and  then  wonder  why  it  does  not  TAKE  with  an  in- 
telligent public?  Does  the  WISE  buyer  who  has  a  wheel  of  the 
cheaper  grade  equip  same  with  a  STILL  CHEAPER  grade  of 
equipment  and  thereby  detract  from  its  selling  qualities? 

"  FAR  BE  IT  FROM  SO.^^ 

We  are  making  GOOD,  HONEST  GOODS,  and  finishing  them 
as  they  should  be  finished  to  go  with  the  finest  wheels  made. 
Our  prices  AEE  RIGHT.  We  sell  only  the  Manufacturer  and 
Jobber.  Investigate  and  count  your  time  well  spent.  Corres- 
pondence invited. 

f  orsytb  manufacturind  €o. 

BUFFALO,  N.  Y. 


(I 


BUFFALO" 


Q 

I 

u 

T 

I 

S 

c 

K 

A 

A 

W 

C 

I 

T 

N 

I 

N 

N 

E 

G 

R 

Our  Rigid  Steel  Frame  Pedal  can- 
not be  excelled  in  Design,  Work- 
manship and  Finish.  Price  at- 
tractive..56<i3ft.^.j'.s* 


Pat.  Nov.  9,  1897. 

ADJUSTABLE  SPANNER. 

FOR  BEST  QUALITY, 

FINEST  FINISH 

AND 

PLATING 

WATCH  OUR 


It  is  admitted  that  our  Ladies^ 
Pedal  is  the  Best  on  the  market. 
Its  distinctive  lines  of  beauty  are 
immediately  recognized. 


'99  Line  ^ 


Mention  The  Cycle  Age 


52 


The  Cycle  Age  and  Trade  Review 


Red  tire  cement.  This  cement  has  been 
known  for  a  number  of  years  to  the  Ameri- 
can public,  being  supplied  in  large  quantities 
to  a  laxge  tire  house  which  made  it  favor- 
ably known  as  the  only  good  hard  cement 
for  securing  tires  to  wheel  rims.  It  was  and 
is  manufactured  in  England,  where  it  is 
known  as  Bourne's  cement,  but  the  import- 
ers, The  American  Trading  Co.,  will  hence- 
forth try  to  sell  It  in  this  country  to  jobbers 
and  retailers,  direct,  sls-  the  tire-  firm  pre- 
viously handling  it  has  started  manufactur- 
ing cements  and'  discontinued  the  use  of  the 
imported  article.  Selling  directly  to  the 
trade  the  importers  now  offer  reduced  prices 
and  guarantee  that  the  cement  will  be  main^ 
tained  at  the  quality  known  to  the  trade  un- 
til the  close  of  last  year.  The  firm  invites 
inquiries  and  is  desirous  of  having  the  goods 
listed  in  jobbers'  catalogues.  A  liquid  ce- 
ment will  also  be  offered  the  trade  under  fhe 
name  of  Liquid  Gutta  Percha  and  will  be 
sold  in  original  packages. 


THE  SANGER  ADJUSTABLE  BAR. 

Samples  of  the  new  handle  bar  here  il- 
lustrated, which  Is  being  brought  out  by 
Sanger  Handle  Bar  &  Plating  Co.,  194  East 


///^Cra^AC'E:- 


Water  street,  Milwaukee,  Wis.,  are  just 
ready  for  delivery,  and  stock  deliveries  in 
quantities  will  commence  December  1.  The 
construction  and  operation  of  the  bar  are 
readily  understood  from  the  drawings.  Par- 
ticular attention,  however,  is  directed  to 
the  fact  that  the  semi-circular  ratchets  on 
the  ends  of  the  two  bars  engage  each  other 
when  the  bar  Is  assembled,  and  by  the  re- 
ciprocating action  thus  produced  both  bars 
are  simultaneously  adjusted  to  the  same 
angle  by  the  movement  of  one,  leaving  the 
other  hand  free  to  lock  the  adjustment. 
The  reverse  side  of  the  bar  ends  have  annu- 
lar toothed  faces  to  engage  those  shown  in 
the  rear  of  the  stem  head,  and  when  the 
two  are  brought  together  by  the  binding 
bolts,  further  movement  of  the  grips  in  a 
vertical  direction  is  impossible.  It  will  be 
noted  that  the  heads  of  these  bolts  are  pro- 
vided with  a  small  stud  to  enter  a  corre- 
sponding hole  in  the  end  of  the  bar,  to  pre- 
vent rotation  of  the  bolts  when  the  nuts 
are  being  tightened.  The  heads  of  these 
bolts  are  large  in  diameter  and  flat,  and 
set  down  Into  the  circular  openings  of  the 
head  so  that  a  flush  surface  is  produced 
and  any  tendency  to  play  of  the  bars  is 
overcome.  One  other  good  feature  of  the 
Sanger  bar  upon  which  much  stress  is  laid 
by  the  makers  is  the  fact  that  the  angle  of 
the  grips  remains  constant,  and  thiere  is  no 
longitudinal  alteration  of  their  position 
with  relation  to  the  saddle,  the  movement 
being  entirely  in  a  vertical  direction. 


CAST  HOLLOW  PORK  CROWN. 

The  Racine  MalleaJble  and  Wrought  Iron 
company,  of  Racine,  Wis.,  manufacture  the 
hollow  cast  fork  crown  shown  in  the  accom- 


panying illustration.     It    requires   little   ma- 
chining except  at  the  fork  stem  connection. 


PREPARING  FOR  INCREASED  BUSINESS. 

The  Eclipse  Bicycle  Company  has  recently 
made  arrange^ments  for  the  production  of  a 
large  mimtoer  of  medium  price  bicycles  at 
Oneonta,  N.  T.  It  hasi  secured  the  services 
of  W.  H.  Ives,  who  has  been  manufacturing 


bicycles  under  the  name  of  Empire  State 
Cycle  Co.  for  the  past  few  seasons,  in  a 
limited  way,  and  they  will  build  all  the  medi- 
um grade  cycles  their  trade  demand  at  One- 
onta, under  the  supervision  of  Mr.  Ives.  All 
the  stock  for  these  machines  is  being  pur- 
chased by  Eclipse  Bicycle  Co.  at  their  office 
in  Elmira,  and  a  general  supervision  of  the 
work  will  be  given  by  the  Eclipse  people. 
They  are  to  occupy  the  plant  formerly  used 
by  the  McKammon  Piano  company  with  a 
floor  space  of  over  300,000  square  feet,  and  a 
large  quantity  of  medium  price  machines  will 
be  produced.  They  will  be  known  as  the 
Waldorf.  

a.  &  J.  TIRES  IN  CANADA. 

Arrangements  have  just  been  completed 
whereby  the  American  Tire  Company,  166 
King  street,  west,  Toronto,  Ontario,  become 
the  licensees  and  manufacturers  of  G.  &  J. 
tires  for  the  Dominion  of  Canada.  These 
tires  are  made  under  the  direction  of  the 
Gormully  &  Jeffery  Mfg.  Co.  and  are  exact 
duplicates  of  the  American  tire,  both  in 
style  and  sizes.  Under  this  arrangement  it 
is  possible  to  ship  bicycles  equipped  with 
G.  &  J.  rims  into  Canada,  and  through  the 
American  Tire  Co.  the  complete  tires  can 
be  procured  there.  G.  &  J.  tires  made  in 
the  United  -States  must  not  be  shipped 
across  the  border  line,  however.  All  per- 
sons so  exporting  said  tires  into  Canada 
will  be  liable  to  suit  for  infringement.  It  is 
for  this  reason  alone  that  this  arrangement 
has  been  made.  By  the  present  means  it  is 
a  very  simple  matter  to  ship  bicycles  with 
rims  only  and  have  legitimate  tires  put  on 
in  Canada.  The  agreement  with  American 
Tire  Co.  makes  the  price  of  G.  &  J.  tires  in 
Canada  lower  than  ever  before. 


THE  '99  W.  &  E.  EXPANDER. 

The  Walker  &  Ehrman  Mfg.  company  has 
recently  moved  Its  works  into  a  larger  fac- 
tory where  its  facilities  for  turning  out  work 
in  large  quantity  and  promptly  are  much  in- 
creased. The  company  caters  especially  to 
the  jobbing  and  large  manufacturing  trade, 
and     makes     the     well     known     W.     &     E. 


hubs,  pedals,  crank-hangers,  turned  head  fit- 
tings and  frame  fittings  for  tandems,  triplets 
and  quads.  For  the  expander  shown  in  the 
accompanying  illustration  it  is  maintained 
that  it  contains  no  pins  or  nuts  that  may  be 
lost,  that  all  screw  threads  run  in  the  same 
sense,  that  it  contains  no  loose  parts  that 
might  drop  into  the  frame  tubing  or  be  mis- 
placed, that  all  parts  are  interchangeable, 
being  turned  to  hardened  gauges,  and  that  it 
has  one-eighth-inch  more  binding  surface 
than  any  other  expander.  These  claims  are 
further  supplemented  by  the  important 
statement  that  the  expander  will  allow  for 
more  variation  in  the  dimensions  of  seat 
posts  and  handlebar  than  other  devices  and 
still  positively  hold. 


CLAUS  BARS  IN  EUROPE. 

Claus  Handle  Bar  Mfg.  Co.,  of  Milwau- 
kee, Wis.,  which  has  several  representatives 
in  Europe,  reports  that  large  foreign  orders 
are  being  received  for  the  Claus  bar.  This 
bar  came  into  popularity  last  year,  and  the 
makers  predict  from  the  present  indications 
a  large  demand  from  the  trade  and  riders 
the  coming  season.  A  feature  that  com- 
mends this  bar  to  the  public  is  its  adjust- 
ability while  riding,  besides  which  the  ma- 
terial used  and  the  workmanship  are  of 
first-class  quality.    

COLE  &  CO  BUY  ADDITIONAL  FACTORY. 

G.  W.  Cole  &  Co.,  of  141  Broadway,  N.  Y., 
announce  that  they  have  recently  purchased 
all  the  rights,  title  and  interest  in  the  fix- 
tures and  business  of  the  Victor  Mfg.  com- 
pany, of  Detroit,  Mich.  The  leading  products 
of  this  concern  are  the  Victor  Concaved 
Nipple  wrench,  Lullaby  baby  seats,  Hercules 
combination  lock,  Hercules  hand  pump  and 
Asbestoline.  Ool.  W.  G.  Latimer,  who  was 
proprietor  of  the  company,  sold  the  business 
because  he  was  unable  to  attend  to  it,  owing 


to  his  having  been  mustered  Into  active  ser- 
vice at  the  head  of  his  reginuent.  Cole  &  Co. 
have  also  acquired  control  of  Basch's  patent 
hook  toe-clip,  which  is  so  constructed  that 
side  slipping  Is  absolutely  prevented.  The 
new  catalogue  of  the  Cole  company,  which 
is  in  preparation,  besides  the  Three-In-One, 
Pacemaker,  and  other  well  known  articles, 
will  show  a  number  of  novelties  for  1899. 


RUSHINO  WORK  ON  BALDWIN  CHAINS. 

By  working  day  and  night  forces  and  with 
the  aid  of  improved  machinery  and  increased 
facilities,  Baldwin  Chain  Co.,  of  Worcester, 
Mass.,  is  making  strenuous  efforts  to  keep 
abreast  of  its  fast  growing  trade  and  hopes 
to  ibe  able  to  deliver  goods  early  and  fill 
promptly  all  orders.  The  past  season  has 
been  a  most  satisfactory  one  for  the  makers 
of  the  Baldwin  chains,  who  nevertheless 
have  reason  for  anticipating  increased  busi- 
ness during  the  coming  season. 


COLUMBIA  MOTOR  CARRIERS. 

Pope   Mfg.    Co.    of  Hartford,     Conn., 


has 


published  a  pamphlet  describing  the  carrier 
vehicles   shown   in  the  accompanying   Illus- 


,''^£.  C'-C/£  4(^^^ 


tration.  The  merchandise  capacity  of  the 
vehicle  is  rated  at  500  pounds  under  which  It 
will  give  its  regular  speed  and  power.  The 
structural  strength,  however,  is  sufficient  to 
pemit  a  load  of  600  or  650  pounds,  although 
under  this  extra  weight  the  motor  will  not 
develop  its  normal  speed.  The  form  and  de- 
sign of  the  carrying  bodies  are  not  neces- 
sarily as  shown,  but  may  be  varied  to  suit 
different  requirements.  The  two  styles  il- 
lustrated show  wide  variation  between  a 
light  motor  truck  wagon  and  a  closed-up  af- 
fair such  as  would  be  suitable  for  a  dry 
goods  establishment.  The  motor  is  a  spe- 
cially designed  gasoline  engine  for  which  no 
water  jacket  or  other  cooling  device  is  nec- 
essary, thereby  saving  many  complications 
and  much  weight,  says  the  company.  A  sup- 
ply of  gasoline  which  is  sufficient  for  about 
100  miles  travel  is  carried  in  a  tank  at- 
tached to  the  frame  between  the  boxes.  Like 
all  gas  or  gasoline  motors,  the  first  explo- 
sion must  be  obtained  by  physical  effort, 
and  bicycle  cranks  and  pedals  were  adopted 
to  give  the  desired  result  in  the  easiest  and 
most  satisfactory  manner.  By  the  attach- 
ment of  a  clutch  with  chain  and  sprocket  to 
the  shaft  of  the  driving  wheels,  foot  power 
may  be  used  to  assist  the  motor  when  on 
steep  grades,  obtaining  higher  speed  than 
the  auxiliary  low  gear  of   the  motor  would 


normally  produce.  When  the  cranks  and 
pedals  are  not  in  use  they  remain  station- 
ary. The  normal  weight  of  this  carrier  ve- 
hicle is  given  as  750  pounds. 


ECLIPSE  PRICES  FOR  1899. 

Eclipse  Bicycle  Co.,  of  Elmira,  N.  T.,  an- 
nounce that  their  prices  for  1899  are  to  be 
as  follows:  Model  64,  men's  light  roadster, 
$50;  model  65,  ladies'  light  roadster,  $55; 
models  52  and  53,  men's  and  ladies'  road- 
sters, 1898  pattern  with  1899  improvements, 
$40;  model  24,  Waldorf  light  roadster,  $35; 
and  model  25,  the  Waldorf  light  roadster  for 
ladies,  also  $35.  The  company  has  concluded 
to  put  Its  best  efforts  Into  the  manufacture 


The  Cycle  Age  and  Trade  Review 


53 


i 


LEAGUEKIT 

mends  any  single  tube  tire. 
Quick  and  sure  cement  repair 
for  small  punctures,  quick  and 
sure  plug  repair  for  large  ones. 
Only  tool  that  does  the  work 
of  two  kits  at  price  of  one. 
Write  for  prices. 


A  MOWING  MACHINE 

costs  more  than  a  scythe — but  it  cuts  more  hay. 

A  fine  tire  costs  more  than  a  cheap — but  it  rides  faster  and 
farther.  What  made  the  solid  tire  give  way  to  the  cushion — 
the  cushion  to  the  pneumatic?  For  precisely  the  same  reason 
the  slow  pneumatic  is  bound  to  give  way  to  the  fast. 

Nobody  wants  slow  tires;  nobody  buys  them  knowingly. 
And  it  isn't  good,  sound  business  to  let  people  do  it  unknow- 
ingly. If  you  don't  tell  them,  somebody  else  will,  and  they  get 
the  impression  that  they've  been  cheated. 

League  Tires  need  no  explanation.  Nothing  goes  into 
them  but  the  finest  rubber  and  fabric;  nothing  comes  out  but 
speed  and  staying  qualities.  "Get  there  and  get  back"  tires 
look  well  in  the  store,  ride  well  out  of  the  store,  and,  present  or 
absent,  are  working  steadily  in  somebody's  interest — yours,  if 
you  handle  them. 

New  York 25  Park  Place. 

Philadelphia 308  Chestnut  Street. 

Chicago 143-145  Lake  Street. 

St.  Louis 210  No.  12th  Street. 

San  Francisco 509-511  Market  Street. 

Mention  The  Cycle  Age 


NEW  YORK  BELTING&FACKING  CO.LTD 


m 


iBuilt  Xike  a  Watch 


TEMNG 

^CLES         Sterling  Quality 

Announcement/ 


Road  Models,         -         -         -  $50.00 

Racer, 65.00 

Chainkss,      .         -         -         -  75.00 

Diamond  Tandem,      -          -         -  75.00 

Convertible  Tandem,        -         -  85.00 

T1RES^^:>8 
Palmer  ^  Kangaj-oo  iM  Goodrich  <M  Dunlop 

SADDLES<^^>J« 
Christy,  Wheeler,  HoUenfaeck,  Garford,  Plcw 


WE  ARE 

PREPARED 

TO 

TALK 

AGENCY 


Mention  The  Cycle  Age 


/S9S  TTfodels  Tfow 
!/^eadi/, ,,,, 


Sterlinff  Ci/cle   Works^ 

J^enoshaj    Wis, 


'^)i^^ 


54 


The  Cycle  Age  and  Trade  Review 


of  only  two  patterns  at  the  Elmira  plant. 
In  the  company's  Oneonta  plant  it  will  pro- 
duce Waldorf  bicycles  in  large  quantities. 
Both  the  Eclipse  and  Waldorf  cycles  will 
be  fitted  with  the  Morrow  Automatic  coast- 
er and  brake  at  an  extra  list  of  $10. 


inPROVED  CLEVELAND  MODELS. 

The  new  models  of  Cleveland  bicycles, 
whose  reputation  of  numerous  improvements 
consistent  with  the  maintenance  of  last  sea- 
son's prices  has  gone  before  them,  are  out 
and  are  now  being  shown  by  H.  A.  Lozier  & 
Co.'s  traveling  salesmen  to  agents  all  over 
the  country.  In  a  few  weeks  the  company 
will  be  making  deliveries.  Regarding  the 
changes  in  the  machines,  the  makers  fur- 
nish the  following  information: 

The  frame  head  of  Model  66  is  larger  than 
formerly,  but  flush  from  end  to  end;  the 
projecting  ball  cups  are  flushed  into  the 
head  out  of  sight.  In  doing  this,  the  head 
adjustments  are  made  neater  and  more  or- 
namental. The  gauge  of  tubing  has  been 
increased,  adding  to  the  strength  of  the 
frame.  The  gauge  of  the  top  is  22.  The 
seat  post  mast  is  22  gauge,  while  the  lower 
front  tube  Is  now  20  gauge.  The  front  fork 
forging  will  be  made  the  same  weight  as 
that  used  on  Model  29  in  1897.  By  thus  slight- 
ly lightening  the  fork  forging  and  increas- 
ing the  strength  of  the  frame,  in  case  of 
hard  nead-end  collision,  the  fork  forging 
will  bend  before  the  frame  will  buckle,  and 
the  frame  will  remain  unharmed.  The  crown 
forging  and  fork  stem  will  be  threaded,  the 
stem  screwed  into  the  forging  and  brazed. 
The  hubs  are  all  formed  out  of  single  pieces 
of  cold-rolled  steel  by  means  of  powerful 
cupping  presses.  An  entirely  new  straight 
spoke  has  been  introduced,  the  hub  end  of 
which  terminates  in  a  ball  of  about  14-inch 
diameter  having  a  lug  extension  in  the  plane 
of  the  spoke.  This  ball  can  be  inserted  in 
the  spoke  hole  in  the  hub  barrel  when  the 
spoke  is  at  right  angles  to  it,  but  after  the 
spoke  is  turned  at  a  tangent  the  lug  en- 
gages beneath  the  edge  of  the  hole  and 
renders  it  impossible  to  pull  the  spoke  out. 
Burwell  bearings  have  been  improved  by 
the  use  of  ball  separators  having  rollers  to 
take  up  the  friction.  Weights  will  be 
slightly  less  than  in  1898.  The  Cleveland  gear 
case  has  been  improved  and  will  be  recom- 
mended to  general  use  for  road  riding.  Bur- 
well  tires  of  1%-inch  diameter  will  be  regu- 
larly fitted.  Cranks  will  be  6%  inches  long 
on  men's  wheels,  with  option  on  7-lnch. 


NEW  TEST  FOR  CLINCHER  CYCLE  TUBING. 

Clincher  cycle  tubing  has  undergone  many 
severe  and  critical  tests,  conducted  by  dis- 
interested parties  who  were  investigating  the 
claims  to  superiority  put  forward  by  the 
makers  of  this  tubing,  The  Wilmot  &  Hobbs 
Mfg.  Co.  of  Bridgeport,  Conn.  At  one  of 
the  most  convincing  of  these  tests,  as  well 
as  the  most  recent,  a  pair  of  rear  forks 
made  of  Clincher  tubing,  was  exposed  to  an 
endwise  compression  test  in  a  regular  power 
testing  machine  in  comparison  with  a  pair 
of  forks  made  from  seamless  tubing  of  the 
same  diameter,  size  and  gauge.  Under  a 
pressure  of  1,400  pounds  the  seamless  tubing 
buckled  and  bent.  The  Clincher  tubing  only 
gave  way.  after  being  subjected  to  a  pres- 
sure, applied  in  precisely  the  same  way,  of 
2,100  pounds.  These  rear  forks  were  then 
sawed  ofC  to  shorter  dimensions  and  again 
exposed  to  the  same  test.  The  seamless 
tubing  bent  and  yielded  at  1.700  pounds  pres- 
sure, but  the  Clincher  stood  the  strain  till 
3.200  pounds  was  reached,  when  it  buckled 
slightly.  The  Wilmot  &  Hobbs  company 
have  recently  finished  very  large  .  additions 
to  their  already  extensive  hot  and  cold  roll- 
ing plant  with  a  view  of  taking  care  of 
their  rapidly  increasing  Clincher  business, 
and  are  already  running  day  and  night. 

BIQ   FOREIGN    SHIPHENT  OP  SNELL  CYCLES. 

Toledo,  Nov.  7— On  Monday  Snell  Cycle  Pit- 
tings  companymadea  shipment  of  1,000  cycles 
to  Malmo,  Sweden.  The  bicycles  were  loaded 
in  five  express  cars.  They  arrived  at  New 
York  Tuesday  and  were  at  once  loaded  on  a 
Wilson  line  steamer.  On  each  car  was  a  big 
banner  with  the  following  words:  "Snell 
Wheels,  American  Machine  Import  Comipany, 
Malmo,  Sweden.  Made  by  the  Snell  Cycle 
Fittings  Co.,  Toledo,  O."  The  Snell  factory 
is  running  over  time,  200  men  being  employed 
until  9  o'clock  at  night. 


The  Washington  branch  of  Eclipse  Bicycle 
Co.  has  ceased  to  exist  as  a  branch,  the 
business  having  been  transferred  to  John 
D.  Lasley,  who  has  been  the  resident  agent 
for  the  past  sixteen  months.  The  consid- 
eration was  $7,600,  which  was  secured  by  a 
deed  of  trust  chattel  given  by  Mr.  Lasley 
to  Lucas  P.  Ijovlng  to  secure  David  Li. 
Whittier.  Extensive  improvements  have  re- 
cently been  made  in  this  establishment, 
which  is  one  of  the  most  prominent  in  the 
national  capital. 

J.  B.  Merrill,  traveling  representative  of 
Waltham  Mfg.  Co.,  of  Waltham,  Mass.,  who 
has  been  In  charge  of  the  Boston  store  dur- 


ing the  absence  of  Manager  Gash,  has  start- 
ed on  a  trip  for  the  company  through  his  old 
territory,  embracing  New  Jersey,  Delaware, 
Maryland,   and  Virginia. 


Thomas  Hay,  until  recently  of  Hay  &  Wil- 
lits  Mfg.  Co.,  of  Indianapolis,  has  severed 
his  connections  with  this  firm,  the  makers  of 
Outing  bicycles,  and  will  engage  in  the  sale 
of  bicycles  in  Indianapolis.  The  affairs  of 
the  Hay  &  Willits  company,  he  states,  are 
now  in  the  hands  of  George  and  Edward 
Evans  who  have  secured  a  controlling  inter- 
est in  the  stock.    

J.  C.  and  H.  C.  Starr,  who  raake  vehicles 
and  harness  and  sell  bicycles  and  sewing 
machines  and  have  been  doing  business  in 
Decatur,  111.,  for  the  past  43  years,  have  not 
removed  to  Ft.  Worth,  Tex.,  as  announced 
in  a  recent  issue  of  this  paper,  but  have 
merely  opened  a  branch  house  at  Fort 
Worth.  

A  dry  retort  oven  for  annealing  tubing 
with  exposure  to  the  air  has  just  been  in- 
stalled in  the  Toledo  factory  of  the  Shelby 
Steel  Tube  Co.  and  plans  have  been  formu- 
lated for  adding  piercing  and  rolling  mill  ma- 
chinery during  the  early  winter.'  ,. 


Washington  Cycle  Supply  Co.,  of  Washing- 
ton, D.  C,  has  been  given  the  agency  for  the 
District  of  Columbia,  for  the  lines  handled 
by  R.  B.  McMullin  &  Co.  These  lines  includ'e 
Garford,  Hunt  and  Brown  saddles,  Indian- 
apolis chains,  etc. 

Porteous  Butler,  22  passage  de  I'Opera, 
Paris,  France,  is  circularizing  American 
cycle  and  motor  vehicle  builders  with  a 
pricelist  of  detached  fittings  for  two  horse- 
power motor  cycles.  He  builds  the  Butler 
petrol  tricycle. 

Adams  &  Hart,  of  Grand  Rapids,  Mich., 
jobbers  and  retailers  of  cycles  and  sundries, 
are  preparing  a  sundries  catalogue  for  '99 
and  "would  like  to  hear  from  manufacturers 
who  desire  to  be  represented  in  the  cata- 
logue. 

Frank  White,  one  of  the  inventors  of  thP 
quick  curing  process  for  rubber  tires, 
formerly  "with  New  Tork  Tire  Co.,  is  repre- 
senting the  Mossberg  Wrencti  company,  of 
Attleboro',  Mass.,  on  the  road. 


W.  P.  Murray,  dealer  in  flowers,  feathers 
and  fancy  goods,  has  had  many  inquiries 
from  his  foreign  agents  in  regard  to  bicycles 
and  parts,  and  has  decided  to^  add  both  these 

lines  to  his  ^business. 


The  Clipper  people,  of  Grand  Rapids, 
Mich.,  have  arranged  to  have  shipments  to 
agencies  In  Ohio  made  from  their  Cleveland 
depot  for  next  season,  so  as  to  save  time  for 
the  agents. 

J.  H.  Toole,  who  has  been  for  many  years 
prominently  identified  with  Liberty  Cycle 
Co.,  of  Bridgeport,  Conn.,  has  severed  his 
connection  with  that  company. 


New  Spalding  models  Including  a  roadster, 
racer,  chalnless  and  a  juvenile  machine,  are 
being  shown  to  Spalding  agents  in  the  princi- 
pal cities. 

R.-  B.  North,  wtio  has  been  employed  at  the 
Pope  Mfg.  Co.'s  plant  in  Hartford,  has  been 
transferred  to  the  Chicago  office  as  assistant 
manager. 

The  Shelby  Steel  Tube  company  is  to  hold 
its  annual  meeting  to-day,  November  10. 


TRADE  NOTES. 

A  manufacturer  of  iron  and  steel  wheels 
for  baby  carriages,  velocipedes  and  tricycles 
in  Toledo,  is  considering  the  advisability  of 
establishing  a  similar  factory  in  Kansas 
City  and  has  written  to  the  secretary  of  the 
Mamjfacturers'  Association  of  that  city  sug- 
gesting association  with  local  parties  in  or- 
der that  the  business  may  have  a  good 
standing  from  the  start. 

B.  T.  Weiant,  a  well  known  cycle  dealer  of 
Denver,  and  manager  of  the  Denver  branch 
of  Overman  Wheel  Co.,  of  ST>ringfield.  Mass., 
has  purchased  the  stock  of  cycles  and  ac- 
cessories of  the  Victor  depot  and  has  also 
been  made  general  agent  for  the  Overman 
Company  for  Colorado,  New  Mexico  and 
Wyoming. 

Wiese  Cycle  Co.,  one  of  the  oldest  retail 
firms  of  Philadelphia,  permanently  closed 
its  doors  last  Friday,  under  execution  of 
judgment  for  $3,950  secured  by  Eva  Maria 
WIese  against  Kate  S.  Wiese,  proprietor  of 


the  business,  on  a  note  dated  September  23, 
1897. 

A  big  gang  of  men  were  put  to  work  on  the 
roof  of  Tucker  Bicycle  Woodwork  Co.'s  new 
factory  in  Urbana,  O.,  on  October  27  and  the 
plant  is  being  rapidly  pushed  to  completion. 

The  shops  of  Amos  Whitely  &  Co.,  harvest 
er  manufacturers,  at  Springfield,  Ohio,  which 
went  into  the  hands  of  a  receiver  four  years 
ago,  have  been  sold  to  Superior  Drill  Co.,  of 
Cleveland  for  $66,700.  They  are  said  to  have 
cost  nearly  $500,000. 

West  End  Cycle  Co.  has  removed  to  new 
and  commodious'  quarters  at  the  corner  of 
Fourteenth  and  I  streets,  northwest,  Wash- 
ington, D.  C.  This  concern  handles  the 
Keating  and  Andrae,  and  is  managed  by  K. 
von  Rodenstein. 

Marion  Black,  successor  to  Black  &  Pel- 
tier, cycle  dealers  at  Fort  Wayne,  Ind.,  has 
consolidated  with  Meyers  Cycle  company  of 
the  same  town  under  the  firm  name  of 
Meyers  &   Black. 

% 

W.  D.  Hyatt,  who  for  several  years  con- 
ducted a  bicycle  store  in  Hoboken,  N.  J., 
closed  up  his  place  of  business  and  disap- 
peared a  fortnight  ago  and  has  not  been 
heard  from  since. 

A.  R.  Underwood  has  purchased  the  In- 
terest of  his  partner,  M.  C.  Walls,  in  the  bi- 
cycle and  repair  business  of  Underwood  & 
Walls,  of  Plymouth,  Ind.,  and  will  continue 
the  business. 

The  two-story  brick  factory  of  New  Eng- 
land Tricycle  Co.,  in  Tyler  City,  Conn.,  was 
totally  destroyed  by  fire  October  28,  at  a  loss 
of  about  $5,000,  covered  by  Insurance. 

Hazleton  &  Love,  of  Washington,  D.  C, 
who  handled  merchandise  and  bicycles  on 
the  installment  sale  plan,  (have  been  toumed 
out  at  a  loss  of  $3,000. 

Andrew  Brosius,  of  Ft.  Wayne,  Ind.,  has 
consolidated  his  bicycle  repair  shop  with  his 
brother's,  and  they  will  build  bicycles  dur- 
ing the  winter. 

Frank  Louis  Loeffler,  bicycle  dealer,  of 
Revere,  Mass.,  has  filed  petition  of  bank- 
ruptcy, with  liabilities  of  $4,625  and  assets  of 
$3,162. 

Mueller  &  Watson,  of  Indianapolis,  have 
dissolved  partnership,  but  their  bicycle  busi- 
ness will  be  continued  under  the  same  style. 

Parker  &  Schneider,  hardware  and  cycle 
dealers  of  Ann  Arbor,  Mich.,  have  been  suc- 
ceeded  by  Moore  Hardware   Co. 

David  Johnston,  of  lUiopolis,  111.,  dealing 
In  hardw^are  and  bicycles,  has  given  real  es- 
tate mortgages   for  $2,500. 

Harper  Blizzard  &  Co.,  hardware  and  cycle 
dealers  of  Wauseon,  O.,  have  been  succeeded 
by  E.  W.  Blizzard  &  Co. 

SchiaJfer  &  Stahl,  handling  agricultural 
implements  and  bicycles  In  Butler,  O.,  have 
dissolved  partnership. 

Mrs.  D.  E.  Kreiitlein  has  succeeded  to  the 
ibicycle  business  of  A.  G.  Kreitleln  &  Co.,  of 
Indianapolis,  Ind. 

J.  Towhig  Temple,  dealing  in  bicycles  and 
notions,  has  removed  from  Richmond  to 
Greensboro,  Va. 

A.  Bross  has  succeeded  to  the  hardware 
business  of  Ailes  &  Caldwell,  Advance,  Ind. 

Balker-Ogden  Furniture  &  Hardware  Co., 
of  Oshkosh,  Wis.,  has'  sold  out  its  stock. 

Ralph  S.  French,  cycle  dealer  of  Boston, 
Mass.,   has  filed  a  petition  in  Insolvency. 

Charles  M.  Perkins,  handling  bicycles  In 
Burnsifle,  111.,  has  gone  out  of  business. 

Kabaker  &  Debbs,  bicycle  manufacturers 
of  Chicago,   have   dissolved  partnership. 

Oscar  S.  Lear,  of  Springfield,  O..  has  dls- 
ccntinued   his   bicycle  business. 

C.  E.  Ad'ams,  w^ho  dealt  in  bicycles'  in 
Arlington,  Vt.,  has  died. 

Punxsutawney  Cycle  Co.,  of  Punxsutaw- 
ney.  Pa.,  has  soldi  out. 


The  Cycle  Age  and  Trade  Review 


55 


BRANCH  HOUSE 
Distributing  Points : 

BOSTON,   MASS.,   223    Columbus 
Ave. 
Maine,  New  Hampshire,  East- 
ern Massachusetts  to  the  Wor- 
cester county  linei 

NEW  YORK  CITY,  12  Warren  St. 
Following  counties  in  New 
York  state:  Kings,  Queens, 
New  York,  Orange,  Putnam, 
Richmond,  Rockland,  Suffolk, 
West  Chester. 

Followng  counties  in  New 
Jersey:  Bergen,  Essex,  Hudson, 
Middlesex,  Monmouth,  Morris, 
Passaic,  Union,  Sussex,  War- 
ren, Hunterdon,  Somerset. 

PHILADELPHIA,  PA.,  (Hart  Cy- 
cle Co.)  816  Arch  St. 
FollowiDg  counties  In  Penn- 
sylvania: Chester,  Lancaster, 
Lebanon,  Dauphin,  Schuylkill, 
Berks,  Lehigh,  Carbon,  North- 
hampton, Bucks,  Montgomery, 
Delaware. 

Following  counties  in  New 
Jersey:  Atlantic,  Burlington, 
Camden,  Cape  May,  Cumber- 
land, Gloucester,  Ocean,  Sa- 
lem, Mercer  (except  Prince- 
ton). 

State  of  Delaware,  Eastern 
Maryland,  eastern  peninsula 
of  Virginia. 

PITTSBURG,  PA.,   435  Wood  St. 
Following  counties  in   Penn- 
sylvania:    Allegheny,    Wash- 
ington, Beaver. 

BUFFALO,  N.  Y.,  609  Main  St. 
Following  counties  in  New 
York  state:  Erie,  Chautauqua, 
Niagara,  Cattaraugus. 
Following  counties  in  Penn- 
sylvania: Erie,  Crawford,  War- 
ren, McKean. 

ROCHESTER,  N.  Y.,  32  East  Ave. 
Following  counties  in  New 
York  state:  Monroe,  Orleans, 
Genesee,Wyoming,  Livingston, 
Wayne,  Allegany,  Steuben, 
Ontario,  Yates. 

,  DETROIT,  MICH.,  272  Woodward 
Ave. 
State  of  Michigan,  except  the 
western  halt  of  the  northern 
peninsula. 

NEW   ORLEANS,     LA.,    1757   St. 
Charles  Ave. 
Louisiana,  Texas,   Mississippi. 

ST.  LOUIS,  MO.,  817  Pine  St. 

Missouri,  Kansas,  Arkansas, 
Oklahoma,  Indian  Territory, 
Southern  Illinois. 

CHICAGO,  ILL.,  105  Wabash  Ave. 
Iowa,  Indiana,  Wisconsin, 
Minnesota,  North  and  South 
Dakota,  Nebraska,  Northern 
Illinois,  western  half  of  north 
em  peninsula  of  Michigan. 

PROVIDENCE,  R.  I.,  15  Snow  St. 
Rhode  Island. 

PORTLAND,  ORE.,  134  Sixth  St. 
Washington,  Oregon,  Idaho, 
and  Montana. 

SAN  FRANCISCO,  CAL.,    344  Post 
St. 
California,  Nevada  and   Ari- 
zona. 

DENVER,  COL.,  (Gano  Cycle  Co.) 
1614  Stout  St. 
Wyoming,     Utah,     Colorado, 
New  Mexico,  El  Paso,  Texas. 


Don't  Delay 

In  securing-  the  Columbia  Agency  for  1899. 
One  day's  delay  may  result  in  your  competi- 
tor getting  it.  If  you  are  wise  you  will  do  one 
of  two  things  AT  ONCE.  Either  write  to  the 
Columbia  Distributing  Point  in  your  territory 
or  get  on  the  train  and  apply  for  the  agency 
in  person.  Any  of  our  Branch  House  Man- 
agers will  be  glad  to  see  you  and  will  take 
pleasure  in  explaining  fully  in  detail  our  line, 
policy  and  prices. 


Bicycles 


are  going  to  be  easy  to  sell  this  season.  From 
all  sections  we  are  receiving  congratulations 
on  the  1899  Prices  and  predictions  of  great 
business  for  Columbia  Dealers.  We  are  feel- 
ing good  and  so  will  you  if  you  secure  the 
Columbia  Agency. 

The  Columbia  Chainless  at  $75  will  be  the  most  popular 
wheel  on  the  market.  Practical  tests  have  demonstrated 
its  superiority  for  all  purposes — either  track  or  road. 

Columbia  Chain  Bicycles,  Models  57  and  58  for  $50  are 
the  best  chain  wheels  we  have  ever  built.  We  don't  be- 
lieve they  can  be  equaled  in  style,  finish  and  quality. 

Columbia,  Model  49,  is  well  known  as  a  light  roadster  or 
track  wheel.  With  1899  improvements  at  $40  it  is  the 
best  bargain  we  know. 

Hartfords  at  $35  and  Vedettes  at  $25  and  $26  will  com- 
pare favorably  in  quality  and  style  with  most  bicycles  at 
any  price. 

Don't   Delay.       Apply  for  Agency  Now. 


POPE  MFG.  CO.,  Hartford,  Conn. 


Mention  The  Cycle  Age 


56 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


French  Favorite  Wins. 

Bourrillon,  the  champion  sprinter  of 
Europe  for  the  season  of  '98,  defeated 
Grogna,  the  little  Belgian  champion  with 
whom  George  Banker  is  now  touring 
Italy,  and  Deschamps,  one  of  the  best 
French  riders  of  the  season,  in  a  match 
race  at  2,000  meters  in  Calais,  October 
23.  In  the  first  heat  Deschamps  led  off 
with  Bourrillon  following,  but  these  two 
changed  pace  at  every  lap  with  Grogna 
last  during  the  entire  distance.  At  the 
bell   the   order  was  the   same  as   at  the 


his  pedals  in  a  final  desperate  effort  and 
won  by  inches  only  in  3:20  4-5.  Des- 
champs ran  third  ten  inches  behind 
Grogna. 


Losers  of  Heats  Win  Final. 

In  the  first  day's  races  of  the  grand 
prize  meet  in  Turin,  Italy,  October  22, 
George  Banker,  Pettis  and  Darlow  were 
defeated  in  their  heats.  Broca,  Meyers, 
Protin,  Jacquelin,  Singrossi  and  Eros 
qualified  in  their  heats  and  Pettis,  Bixio, 
Momo  and  Tomaselli    qualified  in  conso- 


Racing  Association  Affairs  Brigliten. 

Springfield,  Mass.,  Nov.  7. — The  affairs 
of  the  National  Track  Team  Association 
are  being  gradually  straightened  out,  and 
it  is  expected  that  a  definite  plan  of  set- 
tlement will  be  announced  in  a  few 
weeks.  The  liabilities  of  the  association 
will  be  considerably  smaller  than  they 
appeared  to  be  at  the  time  of  its  collapse. 
There  is  also  said  to  have  been  a  reduc- 
tion in  the  contingent  assets,  and  the 
Springfield  Bicycle  Club,  which  it  was 
claimed  owed     the     association     $1,500, 


Q       OIVEJ  OUT 
m"^^-^J-^      PULE  J  FOR 
■  '■i<r,^M     THEOUTIAWi 


AMD   JUJT  THEM    6AMK£el5   PIPE, 

WENT   OUT-  H£  FIHIJHfD   IH  THE 
oUnCH. 


fapmepj  joih  wheelmen  for 
8ettep  poaoj  im  michioah 


start  and  remained  so  until  the  middle 
of  the  last  lap,  when  Bourrillon  began 
his  sprint  and  easily  passed  Deschamps, 
finishing  half  a  length  in  the  lead.  The 
time  was  3:55.  Bourrillon  had  the  lead  in 
the  second  heat  until  the  last  lap,  when 
he  made  a  feint  to  jump,  which  cost  him 
the  race,  as  Grogna  was  watching  closely 
and  jumped  also,  winning  by  half  a 
length  from  Bourrillon  in  4:40  3-5.  The 
final  heat  was  a  repetition  of  the  first 
Bourrillon  and  Deschamps  leading  in 
turn.  At  the  bell  the  order  was  Des- 
champs, Bourrillon,  Grogna.  Two  hund- 
red yards  from  the  tape  Bourrillon  be- 
gan a  brilliant  effort,  closely  followed 
by  Grogna,  who  passed  him  and  seemed 
a  certain  winner  until  at  ten  yards  from 
the  tape  the  French  favorite  jumped  on 


lation  heats.    The  final  was  won  by  Bixio 
with  Momo  second. 


Jacquelin  Wins  Foreign  Riders'  Prize. 

In  the  races  for  the  great  foreign  rid- 
ers' prize,  run  at  Turin,  Italy,  October 
27,  George  Banker  ran  second  in  his  heat 
and  failed  to  qualify,  but  qualified  in  the 
consolation  heat.  The  final  was  won  by 
Jacquelin  and  Banker  did  not  show 
among   the    prize   winners.     Summaries: 

First  heat— Jaoqueldn,  first;  Banker,  sec- 
ond; Seidel,   third. 

Second  heat— Broca,  first;  Mercier,  second; 
Jaap  Eden,   third. 

Third  heat— Protin,  first;  Meyers,  second; 
Roanquette,  third. 

Consolation  race— -Meyers,  first;  Banker, 
second. 

Final  heat— Jacquelin,  first;  Meyers,  sec- 
ond; Protin,  third;  Broca,  fourth. 


hopes  to  settle  for  about  $250.  The  Na- 
tional Cycle  Track  Association  has  been 
caused  some  annoyance  by  the  confusing 
of  the  organization  with  the  National 
Track  Team  Association.  The  Track 
Team  Association  is  merely  a  combina- 
tion of  eastern  track  managers  who  are 
also  members  of  the  cycle  track  associa- 
tion. 

Class  riotor  Paced  Records  Alone. 

Motor  pacing  is  attracting  a  great  deal 
of  attention  just  now  in  Europe  and  Is 
about  to  be  tried  In  this  country.  There 
is  no  doubt  that  many  existing  records, 
particularly  for  middle  and  long  dis- 
tances, can  be  broken  by  riders  assisted 
by  mechanically  propelled  multicycles  fit- 
ted with     wind     shields,  but  there  is  a 


The  Cycle  Age  and  Trade  Review 


57 


Our  Business  Is  Built  Up  By 

Satisfied  Dealers 

>  j»  HUGHES,  WOLF  &  MILLER  j»  o» 

DKALBES  IN 

dotbingf       Shoes,        Jewelry        and        Bicycles. 

Terre  Hatjte,  Ind.,  Oct.  8, 1898. 
National  Cycle  Mfg.  Co.,  Bay  City,  Mich.              /CC\  v<rtHe»j?v     ^ 
Gentlemen— As  our '98  season  Is  now  over,  we       \>^S^^SBB^^:^i' 
take  pleasure  in  stating  a  few  facts.    We  have         ^^^^^^S^^^ 
sold  274  National  wheels  this  season.    Of  these         ^^^§^^^^^3 
one  frame  showed  a  slight  defect  in  brazing  at         SH^^fe^^^^^El 
the  seat-post  connection  and  another  had  a  clamp       /W^^^U^^^OL 
lug  on  the  bottom  bracket  broken    both  were  re-       iSSK^^I^f&Sk 
paired  free  of  charge.    We  have  broken  only  one       '^MM^^^^ifSll 
fork  side,  one  crank  and  can  hold  In  one  hand  all        ^Sf^a^S^SSm 
the  cups  and  cones  which    we   have  replaced.          ^iHl^S^Kti^ 
Haven't  bad  a  broken  fork  crown,  a  broken  crank         IhII^VA^^Hml 

) 

\ 

axle  or  a  broken  front  or  rear  wheel  axle.                      | 

This  is  a  record  that  we  can  all  be  more  than 
proud  of.    Defective  wheels  cause  many  a  gray 
hair  to  come  in  the  retailer's  head,  as  if  a  rider 
has  any  trouble  he  comes  Into  the  store  and  turns 
himself  loose  like  a  cyclone. 

We  feel  more  than  pleased  with  Nationals 
'his  year  and  hope  that  our  business  relations 
will  be  as  pleasant  in  '99  as  they  have  been  In  the 
past  four  years.    With  best  wishes,  we  remain, 
yours  truly,               Hughes,  Wolf  &  Miller. 

Nat  ohaL] 

i  PIDtR    1 
j  NfVER  1 

HI5M0UNT  ' 

f 

SUMMARY. / 

Nationals  sold,  374.                                          > 
Frames  broken,  none.                                        Vi 
Fork  Crowns  broken,  none.                            9 

Front  Forks  broken,  none.                             f/ 
Fork  Sioes  broken,  one.                                  XL 
Crank  Axles  broken,  none.                            T 
Wheel  Axles  broken,  none.                            ( 
Cnps  and  Cones  broke* ,  irery  few.              V 

Ml 

! 

Mention  The  Cycle  Age 


Cbat  €nm 
in  tiK  Back 


w^^m 


has  always  been  a  distinguishing  feature  of  WHEELER 
saddles.  Manufacturers  who  purpose  turning  out  a  high- 
grade  wheel  for  '99,  will  not  stoop  to  the  using  of  Imitation 
and  shoddy  saddles  when  they  can  buy  the  genuine  and 
original  WHEELER  saddles  at  the  figure  we  offer  them. 
Extra  grade  in  every  respect—  = 

Send  for  Samples  of  the  Most 
Popular  Saddles  on  the  Uarket. 

THE  WHEELER  SADDLE  CO. 

1437-1457  Woodward  Ave.,  Detroit,  Mich. 

ChlcaKO  Distributing;  Agents:    HIBBARD,  SPENCER  &  BARTLETT. 
New  York  Aeents:    HARTLEY  &  QRAHAfl. 


Ifention  The  Cycle  Age 


Cbey 
Jill 

Ride 
ClK 


m  M 


"Oiicni" 


MR.  AGENT: 


North-East-South-West ! 


Our  travelers  are  out  with  our  '99  models,  and  we  can 
make  deliveries  at  once.  Our  salesmen  will  show 
samples  from  Canada  to  the  Gulf  of  Mexico,  and  from 
the  Atlantic  to  the  Rockies,  and  if  they  have  not  called 
on  you,  drop  us  a  line. 

The  earth  will  fairly  revolve  on  = 

"ORIENT  CYCLES" 

in  '99  and  the  agent  who  sells  them  "LIVE  IN 
CLOVER."  ^jUJt^jtJt^^^^^jtji 


WALTHAM  MFG.  CO. 


Mention 

The  Cycle  Age 


.WALTHAM,  MASS. 


58 


The  Cycle  Age  and  Trade  Review 


growing  tendency  toward  not  recognizing 
them  in  France  or  in  favor  of  creating  a 
separate  class  for  them,  as  it  is  plainly 
unfair  to  give  equal  credit  to  perform- 
ances with  the  two  styles  of  pacing.  The 
advantage  naturally  lies  with  the  me- 
chanically paced  rider,  for  no  time  is  lost 
through  frequent  changing  of  machines, 
and  as  the  motor  is  indefatigable  a  per- 
fectly steady  pace  can  be  maintained. 


FARHERS  JOIN  WHEELMEN 


All  Work  Together  to  Secure  Road  Improvement 
Laws  in  MIehisao. 


Some  of  the  older  wheelmen  of  Grand 
Rapids,  Mich.,  who  have  paid  their  mem- 
bership fees  into  the  League  treasury  for 
a  number  of  years  in  the  hope  of  seeing 
something  done  toward  the  passage  of 
laws  in  their  state  for  the  improvement 
of  wagon  roads,  are  withdrawing  their 
support  from  that  body  and  combining 
with  the  farmers  to  elect  a  state  congres- 
sional representative  who  promises,  if 
elected,  to  introduce  a  good  roads  bill. 

As  a  general  rule  farmers  are  antago- 
nistic to  wheelmen,  but  in  this  instance 
their  interests  are  proving  to  be  almost 
identical.  The  wheelmen  can  probably 
appreciate  good  roads  more  than  any 
other  class  of  people,  but  they  are  only 
slightly  behind  the  farmer  in  this  re- 
spect. The  farmers  realize  that  if  they 
had  good  roads  leading  to  the  city  they 
could  haul  twice  as  much  produce  to 
market  with  one  team  of  horses  as  they 
can  with  poor  roads  to  travel  over.  And 
they  realize  that  the  trip  could  be  made 
in  less  than  half  the  time.  Added  to 
these  reasons  for  wanting  good  roads, 
the  rural  residents  of  the  state  are  begin- 
ning to  realize  more  and  more  what  a 
boon  free  mail  delivery  would  be  to  them. 
With  it  they  could  have  letters  directed 
to  them  placed  in  their  hands  within  two 
hours  after  the  train  arrived  at  the  depot, 
instead  of  waiting  a  week  or  two  for  a 
chance  to  get  to  the  postoflace  and  get 
them.  They  know  that  this  free  mail 
service  will  never  be  theirs  until  roads 
are  constructed  which  will  permit  easy 
travel  by  mail  wagons,  or  mail  carriers 
on  bicycles. 

RULES  FOR  OUTLAW  RACING 


Form  Proposed  for  New  Organization  Admits  Pro* 
to  Membership— Important  Changes  Made. 


A  summary  of  the  rules  which  have 
been  drawn  up  for  the  government  of 
racing  under  "outlaw"  control  next  sea- 
son has  been  given  out  by  Arthur  Gard- 
iner, vice-president  of  the  A.  R.  C.  U. 
These  rules  are  subject  to  the  action  of 
the  track  managers,  clubs  and  riders,  who 
will  meet  in  New  York  next  month.  The 
constitution  and  by-laws  of  the  proposed 
new  organization  are  embodied  in  the 
form,  a  summary  of  which  follows: 

All  racing-  men  competing  with  Union  men 
shall  be  members  of  the  order.  Profession- 
als and  amateurs  are  admitted  to  member- 
ship. Amateurs  are  given  an  extension  in 
territory,  and  may  travel  100  miles  from  the 
boundary  line  of  the  state  in  which  they 
live. 

The  prize  limit  on  professional  contests  is 
removed  and  the  rule  compelling  circuit 
meet  promoters  to  place  championship  con- 
tests on  the  programme  is  abolished.  Open 
competition  along  the  circuit  shall  be  the 
determined  factor  in  deciding  the  champion- 
ship. First,  second  and  third  places  only 
will  be  counted,  and  the  points  given  will 
be  four,  two  and  one.  The  grand  circuit  will 
open  June  1  and  close  October  1. 

Contests  against  records  will  be  allowed  at 
any  time  of  the  year  instead  of  being  con- 
fined to  certain  stated  periods.  The  clause 
of  the  old  rules  requiring  timers  to  make  an 
affidavit  before  a  notary  is  changed,  and  the 
referee  appointed  by  the  chairman  will  make 
an  affidavit  as  to  the  accuracy  of  the  tim- 
ers. ____^_^_^_ 

New  York  Division  Election. 

Count  of  the  mail  votes  of  the  New 
York  division   L.   A.   W.   last  Thursday 


resulted  in  the  election  of  M.  M.  Belding, 
Jr.,  of  New  York  city,  as  chief  consul, 
and  H.  B.  FuUerton,  of  Brooklyn,  as  vice- 
consul.  For  representatives  of  the  First 
district  Dr.  L.  C.  LeRoy  polled  the  heav- 
iest vote,  with  Isaac  B.  Potter  only  one 
vote  behind. 


TAYLOR  BREAKS  RECORDS 


The  Black  Wonder  Creates  Pour  New  Marks  With 
Ease,  Calling  for  Paster  Pace. 


Philadelphia,  Nov.  7. — After  having 
met  with  a  rebuff  from  the  management 
of  the  Willow  Grove  track.  Major  Taylor 
had  some  red-hot  coals  heaped  on  his 
head  by  the  Woodside  park  management 
opening  their  gates  to  him  for  his  record 
trials.  They  are  being  well  repaid  for 
their  forbearance,  however,  for  the  col- 
ored wonder  has  not  only  brought  four 
world's  records  to  their  track,  but  the  in- 
dications are  that  he  will,  before  many 
days,  put  every  desirable  short-distance 
world's  record  to  its  credit.  His  suc- 
cessful attempts  up  to  date  include  the 
quarter-mile,  third-mile,  one  kilometer 
and  two-mile  records,  in  :  22  2-5,  :  29  4-5, 
:  57  3-5  and  3 :  13  3-5,  respectively — in  the 
last-named  case  chopping  no  less  than 
7  2-5  seconds  from  the  previous  figures. 
Taylor  is  just  now  in  excellent  physical 
condition,  and  when  his  pacemakers  get 
"on  edge"  the  remaining  records  are 
bound  to  go. 

Taylor  will  continue  his  record-break- 
ing attempts  during  the  coming  week. 
After  the  conclusion  of  his  track  trials 
he  will  be  sent  by  his  manager  after  the 
Camden-Atlantic  City  road  record,  which 
is  the  most-sought-after  mark  within  100 
miles  of  Philadelphia.  He  will  be  paced 
by  four  quints. 

McDUFFEE  IN  THE  HUNT 


Rumor  Says  He  Will  Qo  For  Records  on  a  Chain- 
less  Machine  in  Florida. 


Philadelphia,  Nov.  7. — It  is  said  today 
that  McDuffee  will  shortly  gather  togeth- 
er an  outfit  of  northern  pacemakers,  take 
them  to  Jacksonville,  and  there  attempt 
to  lower  any  and  all  marks  made  by  Tay- 
lor and  others  as  well.  He  is  said  to  be 
backed  by  a  rival  firm  to  that  which  em- 
ploys Taylor,  and  that  McDuffee  will  use 
a  chainless  wheel  also. 

McDuffee  is  now  in  Atlanta  with  his 
trainer,  Charles  Culver,  who  managed  his 
pacing  for  him  in  his  season's  work  in 
'98.  He  has  a  race  on  for  Atlanta  and 
will  then  go  to  Jacksonville  for  another, 
after  which  it  is  reported  he  will  remain 
to  go  for  the  records. 

A  battle  between  Taylor  and  McDuffee 
for  the  records  at  their  present  stage  and 
upon  chainless  wheels,  would  do  much 
for  that  class  of  machines.  There  are  at 
present  but  the  two  patents  which  are  in 
use  by  the  leading  makers,  and  a  record 
battle  would  do  much  to  demonstrate  the 
value  of  the  two  as  regards  speed  qualifi- 
cations. 

Taylor  is  amply  backed  to  carry  on  his 
battle  all  winter  if  need  be,  and  his  em- 
ployers are  not  those  to  give  up  until  the 
fight  is  won. 

CONCENTRATED  POT-POURRI. 

While  Indiana  L.  A.  W.  members  are 
pushing  H.  W.  Foltz  for  first  vice-president 
of  the  League,  the  Chicago  contingent  of 
the  Illinois  division  have  sought  to  recover 
the  ground  that  was  stolen  from  them  by 
the  Jerseyville  members  by  securing  George 
D.  Locke's  consent  to  oppose  Foltz  for  the 
national  office,  which  would  allow  the  Chi- 
cago politicians  to  put  up  their  own  ticket 
for  the  state  offices,  with  W.  C.  Malley  as 
chief  consul.  Locke  blocks  the  plan,  how- 
ever, by  declining  the  invitation  to  with- 
draw- 

Representatives  of  the  L.  A.  W.  in  St. 
Louis  have  laid  before  the  Board  of  Public 


Improvement  recommendations  for  changes 
in  the  street  sprinkling  contracts  to  be  let 
for  next  summer,  which  propose  that  only 
enough  sprinklings  shall  be  made  to  lay 
the  dust,  not  exceeding  four  per  day;  that 
carts  shall  be  equipped  with  an  ellipse  of 
2%-inch  pipe  having  %-inch  holes  %-inch 
apart;  that  a  fine  of  1  cent  per  fifty  feet 
be  imposed  for  too  much  or  too  little  sprink- 
ling; that  certain  streets  frequented  largely 
by  cyclists  be  not  sprinkled  before  9  a.  m. 
or  after  5  p.  m. ;  and  that  Inspectors  who 
fail  to  report  excessive  sprinkling  be  fined 
II. 

Wasihington,  D.  C,  Nov.  5.— For  the  second 
time  within  the  past  two  weeks  the  New 
York-Washington  record  has  been  shatter- 
ed. The  new  holder  of  the  record  is  Harry 
Park,  a  well  known  road  rider,  who  rode 
the  distance,  unpaced,  in  25  hours  and  45 
miinutes,  which  is  one  hour  and  forty-seven 
minutes  ibelow  the  record  made  by  Louis  R. 
Smith,    also    of    this    city,    some    days    ago. 

Promoters  of  the  Madison  Square  Garden 
races  have  been  studying  to  find  a  way  to 
hold  a  six-day  race  in  Chicago  this  winter 
without  making  themselves  liable  to  prose- 
cution under  the  Illinois  state  law  prohibit- 
ing continuous  races  of  longer  duration 
than  twelve  hours. 

St.  Louis  promoters  are  planning  to  bring 
McDuffee  and  Michael  together  in  a  match 
race  in  the  Coliseum  there  this  winter,  evi- 
dently taking  small  stock  in  the  reports  of 
Michael's  ambition  to  become  a  jockey  and 
racing  horse  owner. 


A  record  of  202  miles  in  12  hours  flat  is 
claimed  for  Forrest  R.  Young  of  Brockton, 
Mass.  Young  is  eighteen  years  old  and  made 
the  trial  Thursday.  If  the  time  is  accepted 
it  will  establish  a  new  200-male  American 
amateur  record. 


Paul  Lavand,  the  French  match-maker, 
has  wagered  1,000  francs  that  Joyeux  will 
win  the  New  York  six-day  race,  and  C.  W. 
Miller  has  accepted  the  bet  and  will  post 
his  money  with  Paul  Rousseau,  editor  of 
Le  Velo,  of  Paris. 

Bourotte,  better  known  as  "the  Frog"  in 
Europe,  won  a  50-kilometer  (31  miles)  race 
in  Antwerp  in  1:10:55  3-5  on  October  23,  with 
Miron  second  at  325  yards  and  Impens  third 
at  one  mile. 


The  Austral  wheel  race  meet  at  Mel- 
bourne, Australia,  will  be  held  November 
25,  December  3  and  December  10.  The  three 
prizes  in  the  two-mile  handicap  aggregate 
$2,000. 

Tom  Eck  is  planning  a  circuit  of  indoor 
meets,  to  be  held  in  Chicago,  Milwaukee 
and  St.  Louis  this  winter.  The  races  will 
be  run  under  League  rules  and  sanction. 

"Pop"  Elkes  will  run  a  six-day,  six  hours 
a  day  race  at  Troy,  N.  Y.,  beginning  Novem- 
Der  14.  His  son  Harry  will  ride  exhibitions 
during  the  race. 


MISCELLANEOUS. 

AdvertlBements  nnder  this  head  B  cents  per  word  flrat 
Insertloii,  8  cents  per  word  each  Insertion  thereafter.  Oash 
with  order,  Express  orders,  postofflce  orders,  or  stamps 
received. 


WANTED 


WANTED— Position;  twelve  years  with  bicycle 
firm  who  are  going  out  of  buisness.  Address.  M.  A.  C. 
care  Cycle  Age. 

WANTED— To  furnish  some  reliable  jobber  with 
bicycle  cements,  enamel,  polish,  chain  graphite  and 
lubricating  oil  for  next  season.  Send  in  your  con- 
tracts.  Loxns  E.  Dettman  Cycle  Co.,  Marinette,  Wis. 

MANUFACTURES    OF    SUNDRIES— Send 

catalogue  and  best  cash  price  for  '99  goods  for  jobbing, 
to  Martin  Bredder,  Paterson,  N.  J. 

WANTED— A  ixjsilion  as  travding  salesman  for 
some  bicycle  firm.      Address  626  0  Ave.,  Sidney.  0. 

WANTED— Position  with  reliable  sundry  and  bi- 
cycle fittings  house;  indoor  or  on  road;  twelve  years' 
experience;  competent  to  take  full  charge  of  buisness; 
thoroughly  acquainted  ^rith  and  control  large  amount 
of  trade;  now  employed  but  wish  to  make  a  change. 
Address  Cycle,  care  Cycle  Age. 

■WANTED— Salesman  to  carry  a  special  bicycle 
saddle  on  commission  as  a  side  line.  This  saddle  will 
be  extensively  advertised  and  is  an  easy  seller.  Wm. 
B.  Riley  &  Co.,  324  Market  St.,  Philadelphia,  Pa. 

WANTED— Manufacturers' agent  to  handle  a  good 
line  in  Chicago  and  vicinity;  prices  such  that  large 
trade  can  be  sold;  address  with  references,  S.  E.  G.,  35 
Warren  St.,  New  York  City. 


The  CfCLE  Age 

And  trade  bevieW 


Vol.  XXII— No,  3. 


CHICAaO,  NOVEMBER  17,  1898. 


New  Series  No.  52. 


POPE  AND  COLEMAN  COMBINE 


PROTECT  CHAINLESS  PATENTS 


Formation  of  a  Company  with  $1,000,000 

Capital  Steele  Controlled  by 

Pope  Company. 


New  York  City,  Nov.  14. — A  chainless 
bicycle  patent  combination  has  been  per- 
fected by  the  Pope  Manufacturing  Com- 
pany, its  licensees  and  the  Western 
Wheel  Works,  by  the  incorporation  at 
Newark  last  week  of  the  Bevel  Gear 
Wheel  Company,  with  an  authorized  cap- 
ital of  $1,000,000.  The  announced  share- 
holders are,  of  course,  mere  dummies  for 
the  present,  though  their  names  clearly 
indicate  the  powerful  interests  which  are 
behind  them.  They  are:  Elliot  Mason, 
the  local  Pope  representative,  $999,000 
shares  of  stock;  Theodore  F.  Merseles, 
assistant  to  the  president  of  the  Western 
Wheel  Works;  Charles  M.  Richards,  a 
salesman  at  the  local  Pope  agency;  Wil- 
liam H.  Miller,  one  of  R.  L.  Coleman's 
bookkeepers;  Frederick  J.  Stimson,  who 
is  Mr.  Coleman's  attorney,  and  Victor  W. 
Hungerford,  a  Jersey  man. 

Definite  details  of  the  new  deal  are  dif- 
ficult to  obtain.  Mr.  Mason  will  say 
nothing  and  Mr.  Merseles  referred  the 
Cycle  Age  man  to  Mr.  Stimson. 

Arrangements  Not  Yet  Completed. 

"The  affair  is  practically  in  a  nebulous 
state,"  said  Mr.  Stimson,  "and  as  counsel 
of  the  company  I  can  make!  no  statement 
as  yet.  When  the  arrangements  are 
completed,  I  shall  be  pleased  to  give  the 
particulars  to  the  press." 

It  is  understood,  however,  from  the 
combination  of  various  bits  of  informa- 
tion picked  up  here  and  there,  that  the 
corporation  has  been  formed  to  control 
the  existiiig  patents  on  bevel  gear  bicycle 
construction,  and  that  each  user  of  the 
Pope  patents  will  be  responsible  to  the 
company  for  a  royalty.  The  combina- 
tion will  not  affect  the  announced  price 
of  the  Crescent  chainless  at  $60.  By  en- 
tering into  this  combination  Mr.  Cole- 
man has  freed  himself  from  the  fighting 
of  any  suit  to  determine  the  validity  of 
the  patents,  which  in  the  event  of  his 
victory,  would  yield  great  advantages  to 
others,  who  would  bear  no  part  of  the 
expense  of  litigation. 


The  Foreign  Outloolc. 

New  York,  Nov.  14.— Theodore  F. 
Merseles,  of  the  Western  Wheel  Works, 
having  just  returned  from  a  European 
business  trip,  reports  that  from  and  after 
January  1  next,  a  tariff  of  $5  will  be 
charged  on  every  bicycle  entering  Swe- 
den; that  after  the  coming  meeting  of 
the  German  parliament  a  duty  of  about 
$5  will  be  placed  on  all  bicycles  import- 
ed; that  the  situation  in  Germany  is  so 


critical  for  the  bicycle  industry  that  the 
increase  in  tariff  is  made  imperative; 
that  the  situation  in  England  is  one  of 
extreme  peril,  for  makers  and  dealers 
alike  are  stocked  heavily  with  machines, 
the  best  of  which  are  offered  to  the  pub- 
lic at  from  $40  to  $60  net,  the  list  price 
being  $125  and  $150.  In  France,  however, 
the  prospects  for  the  coming  year  are,  in 
the  opinion  of  Mr.  Merseles,  very  bright. 
American  bicycles  are  popular  in  France, 
and  are  nowadays  purchased  in  prefer- 
ence to  English  models,  which,  formerly, 
ruled  the  French  and  many  another 
European  markets. 


nUST  PAY  FULL  PRICE 


New  York  Judge  Decides  That  Subsequent   Price 
Reduction  Does  Not  Affect  Bicycle  Purchase. 


BufCaio,  Nov.  14. — A  decision  was  re- 
cently rendered  in  this  city  that  has  a 
deep  interest  for  dealers  wherever  loca- 
ted. A  woman  bought  a  wheel  in  April 
last  for  $100.  She  paid  $77.50  down,  and 
agreed  to  pay  the  balance  in  a  short  time. 
The  very  day  that  the  bicycle  was  deliv- 
ered to  her,  the  price  dropped  to  $75.  She 
declined  to  make  any  further  payments, 
claiming  that  she  had  already  paid  more 
than  the  price  of  the  wheel,  at  the  time  it 
was  delivered  to  her.  Suit  was  instituted 
to  recover  the  balance  due.  The  judge 
decided  that  the  contract  was  for  $100 
at  the  time  it  was  made,  and  that  the 
subsequent  reduction  in  price  did  not  af- 
fect the  contract. 

There  is  a  growing  sentiment,  among 
the  trade  of  this  city,  favoring  abolition 
of  the  custom  of  giving  free  sundries-  to 
purchasers  of  bicycles.  The  local  cycle 
board  of  trade  will  endeavor  to  reach 
an  agreement  that  will  cause  the  aban- 
donment of  the  custom  entirely  or  limit 
the  articles  to  be  given  away. 

The  recent  reduction  in  price  of  the 
chainless  model  has  led  to  many  inquiries 
about  this  particular  model.  Indications 
give  point  to  the  belief  that  there  will  be 
a  good  demand  for  this  model  next  sea- 
son.   

Rim  Makers  Will  Appeal. 

The  Indiana  Novelty  Mfg.  Co.  will  ap- 
peal from  the  decision  of  the  United 
States  court,  in  Milwaukee,  which  held 
that  two  of  their  patents  were  invalid. 
They  hold  several  other  patents  on  wood 
rims,  on  which  they  have  not  yet  brought 
suit. 

CONTENTS.  p^e. 

Editorial ^3 

Trade  Mark  Registration     ....  66 

Assembling  Misfit  Parts          ....  67 

Repair  Shop  Economics        ....  68 

Recent  Patents 7^ 

Boston  Motor  Vehicle  Contest    ...  76 

information  for  Buyer*     .....  8a 

Th«  Pastime  and  Sport        ....  86 


CONTEST  OF  MOTOR  VEHICLES 


TRIALS  OF  SPEED   AND   POWER 


Hundreds  of  Substantial  Business  Men 

Show  Keen  Interest  in  Work 

of  Different  Styles. 


Boston,  Nov.  9. — About  twenty-five 
hundred  people  gathered  to  see  the  auto- 
matic racing  at  Charles  River  Park  this 
afternoon.  The  meet  had  been  well  ad- 
vertised, and,  considered  purely  as  a 
sporting  event,  there  was  some  general 
interest  taken  in  it,  but,  not  unexpected- 
ly to  the  management,  perhaps,  when  the 
gates  were  opened  the  people  who  troop- 
ed through  were  of  a  class  far  removed 
from  the  habitual  race-meet  attendant. 
To  one  accustomed  to  cycling  and  similar 
crowds  the  quality  of  the  audience  pres- 
ent at  once  forced  attention.  The  absence 
of  the  very  young  man  was  apparent  at 
a  glance.  Among  the  many  thousands 
there  were  not  more  than  twenty  women. 

Contemplate  Abandoning  Horses. 

There  were  business  men,  merchants, 
bankers,  and  men  of  that  class,  who 
could  afford  a  stable  as  part  of  their 
menage.  Such  looked  forward  to  some 
entertainment,  to  be  sure,  but,  primari- 
ly, they  were'  there  to  examine  into  the 
merits  and  possibilities  of  these  new  af- 
fairs, as  exemplified  by  the  electric,  gaso- 
Germany  to  Delagoa  Bay  are:  First 
line,  and  steam  arrangements  whirling 
around  the  track  before  them.  On  most 
of  them  rested  the  burden  of  the  daily 
expense  of  one  or  more  horses  and  a  cart 
or  two,  and  the  advantages  of  a  horseless 
carriage  with  its  trifiing  cost  appealed  to 
them.  These,  therefore,  were  deeply  in- 
terested, but  before  auctioning  off  blood- 
ed stock  and  removing  the  stable  in  the 
back  area  they  came  to  pass  close  judg- 
ment on  the  display  before  them  and  to 
note  the  practical  defects  in  the  workings 
of  the  machines  displayed  for  their  cri- 
ticism. The  manufacturers  were  anxious 
on  their  side  that  no  virtues  of  the  motor 
carriages  be  kept  covered,  as  nearly  all 
spectators  represented  possible  invest- 
ors. 

Upholstered  Carriages  Favored. 

The  audience  were  interested  mightily, 
and  liberally  applauded  anything  and 
everything  at  all  worthy  of  attention. 
Some  of  the  motormen  seemed  to  be  un- 
familiar with  the  banking  on  the  race- 
track, but  the  speed  attained  by  the  nim- 
blest of  the  vehicles  was  suflacient  to  ex- 
hilarate the  crowd.  The  smaller,  more 
compact  machines  took  their  eyes.  The 
tricycle,  which  was  given  its  initial 
velocity  by  the  rider  in  the  regular  cy- 
cling way,  did  not  win  the*  favor  of  the 
people  as  did  the  richly  upholstered  af- 
fair, so  much  like  one  of  their  own  carts, 
with  its  two  high  seats     and  generally 


60 


The  Cycle  Age  and  Trade  Review 


comfortable  appearance.  The  steam  car- 
riage, well-proportioned  and  not  too 
large,  was  not  unfavorably  commented 
on.  It  was  neat-looking  and,  because  of 
the  speed  with  which  it  rolled  around  the 
track,  the  thin  stream  which  trailed  be- 
hind and  evaporated  in  thin  air  was  not 
regarded  as  a  detrimental  kite. 

The  absence  of  any  outward  evidence 
of  motive  power  certainly,  however, 
meets  with  favor  among  the  people.  The 
electrics,  on  that  account,  were  nodded 
at  approvingly  as  they  flashed  past.  And 
as  certainly  does  the  public  balk  at  gas- 
oline. To  the  average  man  the  word 
"gasoline'  suggests  explosions.  You 
can't  get  the  iaea  out  of  the  ordinary 
man's  head  that  gasoline  isn  t  dangerous. 
This  alternoon  a  flame  four  feet  high 
blazed  out  of  the  tank  of  one  of  the  gaso- 
line machines  present.  It  was  smothered 
at  once.  To  one  experienced  it  meant 
nothing,  but  to  the  uninitiated  upon  the 
benches  it  was  an  exciting  moment;  and 
it  condemned,  forever,  gasoline  machines 
in  the  eyes  of  hundreds  who  saw  the  in- 
cident— condemned  them  beyond  the 
power  of  any  argument. 

Manageability  of  Machines  Admired. 

One  strong  point  brought  out  during 
the  afternoon  was  that  the  new  machine 
was  tar  from  being  a  cumbrous,  unwieldy 
thing.  The  dexterity  with  which  four- 
wheeled  carriages  were  revolved  and  gy- 
rated within  the  width  of  the  track  ex- 
cited the  enthusiasm  of  all  present.  This 
feature  was  a  revelation  even  to  some  of 
those  who  have  been  watching  and  pre- 
dicting the  rapid  advance  of  the  motor 
carriage  into  public  favor.  To  see  an  ex- 
pert handler  wiggle  his  carriage  in  and 
out  among  pairs  of  sticks  barely  further 
apart  than  the  length  of  his  rear  axle 
was  indeed  a  privilege.  "Imagine  turn- 
ing your  horse  and  cart  like  that,"  was 
the  usual  comment  of  the  spectator  to  his 
neighbor.  The  winner  of  this  contest 
turned  up  in  a  man  on  a  tricycle.  He  was 
liberally  applauded,  although  the  ap- 
preciation expressed  by  the  audience  was 
more  for  the  dexterity  of  the  rider  than 
the  excellence  of  the  machine.  In  the 
climbing  contest  the  machines  were  al- 
lowed a  flying  start  of  twenty  feet  before 
they  were  sent  up  an  incline  that  varied 
in  grade  from  15  degrees  at  the  bottom  to 
.36  degrees  up  the  last  few  feet  of  a  wood- 
en structure  80  feet  long.  Two  machines 
went  the  full  length  and  bumped  the 
safety  girder  at  the  top  in  no  uncertain 
fashion.  Some  got  part  way  up  the  in- 
cline and  then  stuck.  After  the  gather- 
ing dispersed  a  sturdy  looking  bicycle 
rider  tried  to  mount  the  incline  on  his 
wheel  but  could  not  make  it  after  several 
attempts. 

Keystone  Cycle  Works  Burned. 

The  Keystone  Cycle  Works,  located  in 
West  Reading,  Pa.,  were  completely  de- 
stroyed by  fire  on  Nov.  12.  The  loss  is 
estimated  at  about  $75,000.  The  plant 
and  buildings  were  partially  insured. 
The  concern  made  a  number  of  factory 
changes  recently,  intending  to  considera- 
bly increase  its  output  for  the  coming 
season.  At  the  time  of  the  fire,  orders 
for  over  5,000  machines  were  in  hand. 
About  800  new  models  were  destroyed. 
It  is  highly  probable  that  the  factory 
will  be  rebuilt  at  once. 


HOOLEY    DISCLOSURES    ENDED 


COURT      DISniSSES      BANKRUPT 


Death  of  Leonard  Voegli. 

Leonard  Voegli,  who  for  several  years 
held  a  responsible  position  with  the  In- 
diana Novelty  Mfg.  Co.,  Plymouth,  Ind., 
died  on  November  13.  In  addition  to  his 
fine  business  qualifications,  the  personal 
worth  of  the  deceased  was  such  that  his 
death  is  deeply  felt  both  in  the  office  and 
factory:  and  what  makes  the  sorrow 
keener  at  his  death  is  the  fact  that  in  a 
few  weeks  he  was  to  have  been  married. 


Titled  Personages  Make  No  Defense  Upon 

Re°opening  of  Promoter's  Case 

— New  Revelations. 


The  examination  of  Ernest  Terah  Hoo- 
ley  in  bankruptcy  proceedings  was  re- 
sumed on  November  2  in  London  and  at- 
tracted much  attention. 

Martin  Rucker,  who  was  charged  with 
contempt  of  court  in  endeavoring  to  in- 
duce Hooley  to  alter  evidence  which  re- 
flected upon  the  Humber  company  direc- 
tors, was  fined  $500  and  costs  and  was 
further  ordered  to  pay  the  money  at  once 
or  go  to  prison.  Hooley  declared  that 
Rucker,  in  behalf  of  four  directors  of  the 
Humber  company,  offered  him  $25,000  to 
change  some  of  the  evidence  presented  in 
the  bankruptcy  proceedings. 

Testimony  Causes  a  Sensation. 
Hooley  continued  to  testify  to  the 
amounts,  large  and  small,  paid  to  trus- 
tees and  directors  in  connection  with  his 
promotions.  He  created  a  sensation  by 
asserting  that  he  paid  Sir  William  Mar- 
riott $5,000  for  introducing  him  to  the 
Carlton  Club,  and  asserting  later  that 
he  paid  $50,000  to  the  Marquis  of  Aber- 
gavenny, a  prominent  Conservative,  for 
party  funds.  The  witness  did  not  know 
whether  the  money  reached  the  party 
fund.  Subsequently,  Mr.  Hooley  ex- 
plained that  he  paid  the  Marquis  of  Aber- 
gavenny $25,000  first  and  then  paid  him 
a  second  $25,000,  because  he  was  told 
that  he  had  promised  $50,000.  "But," 
the  witness  interjected,  "that  was  a  lie." 
Continuing,  Mr.  Hooley  testified  that 
he  paid  $5,000  to  Frank  Harris,  editor  of 
the  Saturday  Review,  "to  square  a  man 
named  Blake,  who  threatened  to  publish 
something  antagonistic  to  the  compa- 
nies." 

The  witness  then  said  that  Harry 
Marks,  editor  of  the  Financial  News  and 
member  of  parliament,  induced  him  to  in- 
vest $110,000  in  purchasing  the  London 
Sun.  Mr.  Hooley  asserted  that  he  never 
received  a  penny  from  this  investment. 
Sir  Joseph  Renals,  formerly  Lord 
Mayor  of  London,  was  mentioned  by  Mr. 
Hooley  as  among  those  who  received  $25,- 
000  for  joining  the  board  of  directors  of 
the  British  Embroidery  company. 
No  Cross  Examination  Offered. 
The  bankrupt  said  also  that  Lord  Ash- 
burton  paid  him  $250,000  for  a  quarter 
share  of  his  profits  from  September  30, 
1897,  to  the  last  day  of  that  year.  On 
the  other  hand,  Mr.  Hooley  paid  Lord 
Ashburton  $50,000  for  an  introduction  to 
a  firm  of  solicitors  willing  to  advance 
him  $460,000  at  3%  per  cent. 

As  day  after  day  Hooley  interwove 
great  names  into  his  stories  of  unsavory 
transactions,  lawyers  clamored  for  oppor- 
tunities to  refute  his  allegations  by  cross- 
examination,  and  the  court,  anticipating  a 
long  rebuttal,  allotted  six  days  in  the  r,u- 
tumn  for  a  hearing.  When  the  receiver 
on  the  second  day  announced  that  he  had 
finished  questioning  the  bankrupt,  the 
court  inquired  whether  anyone  desired  to 
cross-examine  him.  But  a  heavy  silence 
followed,  and  the  court  informed  the 
bankrupt  that  he  need  not  return  nnless 
summoned  to  do  so. 

Public  opinion,  in  the  light  of  the  so- 
called  "guinea  pigs"  resting  their  de- 
fense on  perfunctory  newspaper  denials, 
has  no  alternative  but  to  record  judgment 
by  default  against  many  of  the  lords  and 
gentlemen. 

Bicycle  Storage  at  Paris  Fxposftlon. 

An  cppeal  has  been  made  to  the  direc- 
tors  of   the    Paris    international   exposi- 


tion of  1900  in  behalf  of  the  cyclists  by 
the  Paris  cycling  daily,  Le  Velo,  which 
suggests  that  storage  quarters  for  40,000 
bicycles  daily  be  provided  for  the  ac- 
commodation of  those  persons  who  may 
be  expected  to  visit  the  exposition  on 
their  bicycles.  At  a  charge  of  10  centimes 
(2  cents)  per  day,  the  40,000  bicycles 
would  produce  $800;  and  Le  Velo  states 
that  on  Sundays  and  holidays  that  num- 
ber would  be  exceeded.  Special  accom- 
modations for  motor  carriages  are  also 
asked  for. 

BICYCLE  THIEVES  RAMPANT 


Lake  Sailors  Suspected  of  Conducting  Organized 
Depredations  In  Buffalo. 


Buffalo,  Nov.  14.— From  the  first  of 
April  up  to  this  date  records  show  that 
three  hundred  and  fifty  odd  bicycles  were 
stolen  in  this  city,  of  which  less  than 
twenty-five  were  recovered,  and  not  more 
than  half  a  dozen  arrests  were  made 
where  conviction  and  sentence  fol- 
lowed. Many  more  were  stolen  that 
were  not  reported  to  the  police,  and  these 
would  bring  the  number  close  to  four 
hundred  for  the  season.  The  thefts  aver- 
aged five  bicycles  daily  and  were  made  up 
principally  of  standard  makes,  indicating 
that  the  thieves  knew  what  models  were 
easiest  of  disposal  and  brought  the  best 
prices.  One  day  in  June  the  number 
reached  sixteen  machines,  and  from  six 
to  eight  was  an  ordinary  day's  work.  The 
machines  were  taken  mostly  from  the 
racks  of  the  stores  and  ofllce  buildings 
and  during  business  hours,  when  it  would 
seem  that  detection  would  be  almost  cer- 
tain. Absolutely  no  trace  of  the  thieves 
or  the  bicycles  could  be  found,  so  clever- 
ly was  the  work  done  and  so  successfully 
did  they  cover  their  tracks. 

About  the  middle  of  the  season  when 
the  thefts  were  heaviest  a  report  reached 
here  that  some  of  the  stolen  machines 
had  been  traced  to  Chicago.  This  tended 
to  strengthen  the  theory  advanced  by  the 
police  department  that  the  work  was  be- 
ing done  by  an  organized  band  having  its 
headquarters  in  some  of  the  lake  port 
cities  where  the  bicycles  were  disposed 
of.  This  gang,  or  rather  that  portion  of 
it  which  was  at  work  here,  was  thought 
to  be  composed  of  sailors  employed  on 
the  line  boats  that  plied  between  the  two 
cities,  and  whose  custom  it  was  to  put  in 
their  shore  time  stealing  bicycles,  which 
were  taken  to  Chicago  and  turned  over  to 
confederates  who,  after  altering  the  gen- 
eral appearance  of  the  machines,  dis- 
posed of  them  and  divided  the  proceeds 
with  the  sailors.  Nothing,  however,  came 
of  the  investigation  that  was  said  to 
have  followed,  but  a  watch  was  set  on 
the  different  boats  and,  when  a  few 
weeks  ago  a  party  of  three  sailors  were 
arrested  while  trying  to  dispose  of  sev- 
eral sets  of  new  bicycle  tires,  the  police 
believed  they  had  captured  the  main  cul- 
prits, but  they  were  doomed  to  disap- 
pointment, for  all  that  could  be  proven 
against  the  trio  was  the  theft  of  the  tires 
from  the  steamer's  cargo. 


To  Make  American  Parts  in  England. 

The  Yorkshire  County  Cycle  Company, 
Ltd.,  is  the  title  of  an  organization  which 
has  equipped  huge  works  at  Leeds,  Eng- 
land, for  the  manufacture  of  tires  and 
cycle  parts  for  the  wholesale  trade.  The 
plant  is  popularly  believed  to  have  been 
established  in  the  interest  of  Pratt  & 
Whitney  of  Hartford,  Conn.,  because 
nearly  all  the  machinery  is  supplied  by 
this  American  firm.  It  will  be  operated 
throughout  on  the  plan  of  American  parts 
makers  and  will  be  a  formidable  factor  in 
the  competition  against  which  American 
exporters  of  parts  to  England  and  the 
Continent  will  have  to  contend. 


The  Cycle  Age  and  Trade  Review 


61 


COLORADO  TRADE  CHEAPENING 


EFFECT     OF     NEW    CONDITIONS 


Only  Dealers  Cateriag  to  Wealthy  Class 

riaintain  Luxurious  Stores — Chance 

for  Chainless  Machines. 

Denver,  Nov.  12. — Next  spring  will  prob- 
ably see  the  bicycle  business  in  Denver 
on  a  somewhat  new  basis.  There  will  be 
little  resemblance  to  the  ways  of  the 
trade  in  the  older  days.  Concentration, 
the  disappearance  of  large  profits  and  the 
persistent  reductions  in  prices  have  com- 
bined to  transform  the  business  of  the 
retail  dealer.  It  is  noticed  that  there  are 
but  two  establishments  in  the  city  that 
still  keep  up  the  style  and  accommoda- 
tions of  the  old  times,  depending  a  great 
deal  on  a  good  appearance  and  luxurious 
appointments  to  draw  trade.  One  of  these 
stores  is  as  handsome  a  mercantile  place 
as  there  is  in  the  city.  This  dealer's  trade 
is  almost  entirely  among  the  club  men 
and  fashionable  folk  of  the  city,  and  it  is 
plain  to  be  seen  that  artistic  decorations 
and  comfortable  chairs  and  all  the  acces- 
sories of  a  good  lounging  place  are  quite 
essential  in  the  business.  The  fact  that 
it  is  a  good  machine,  as  this  one  unques- 
tionably is,  appears  to  enter  less  into  the 
success  of  the  concern  than  that  the  pur- 
chaser there  may  approve  the  artistic 
surroundings  and  the  circumstances  of 
the  transactions.  One  other  dealer  makes 
an  eftort  to  preserve  the  traditions  of  the 
trade  in  Denver,  mindful  of  the  times 
when  plush  and  polished  nickel  and 
handsome  mirrors  were  considered  neces- 
sary to  the  conduct  of  a  successful  busi- 
ness in  $100  wheels.  But  for  the  rest,  the 
appointments  of  stores  have  followed  the 
prices  downward  till  now  almost  any  kind 
of  a  room  is  good  enough  and  there  is,  in 
most  cases,  little  attempt  made  to  appeal 
to  the  artistic  perceptions  of  purchasers. 

Scramble  for  Cheap  Bicycles. 

This  is  one  of  the  signs  of  the  change 
that  has  come  over  the  trade  in  Denver. 
Another  is  the  scramble  for  the  lowest 
priced  stock  of  bicycles  that  can  be  had. 
What  the  limit  will  be  in  the  matter  of 
cheapness  can  hardly  be  guessed  here. 
Said  one  dealer,  who  is  preparing  to  open 
up  a  store  next  month:  "I  have  had  my 
turn  at  high  priced  wheels,  and  after  a 
struggle  I  gave  it  up.  I  felt  a  certain 
pride  in  handling  one  of  the  best  on  the 
market,  and  I  regretted  deeply  the  tend- 
ency to  run  after  the  lowest-priced  thing 
to  be  had.  But  that  was  not  to  be  avoid- 
ed. I  shall  have  a  stock  ranging  in  prices 
from  ?22.50  to  $50,  and  1  bank  on  the 
$22.50  machine  for  my  profits  next  year. 
It  will  be  a  good  wheel,  too.  Manufactur- 
ers, like  dealers,  have  learned  a  great 
deal,  and  I  think  I  can  conscientiously 
tell  my  customers  that  as  good  a  bicycle 
can  now  be  made  for  $22.50  as  could  at 
one  time  have  been  turned  out  for  $50,  or 
even  more.  I  think  the  low-priced  wheels 
will  be  the  popular  thing  next  season, 
though  of  course  there  will  be  still  a  con- 
siderable demand  for  the  top-notch  prod- 
ucts of  the  old  established  factories.  It 
seems  to  me  that  the  new  conditions  will 
help  the  chainless  a  great  deal.  The 
cheapening  of  the  chain  wheel  to  such  an 
extent  that  almost  the  best  wheel  of  that 
pattern  will  be  within  the  reach  of  every- 
body will  increase  the  demand  for  the 
chainless  among  those  persons,  and  there 
are  many  of  them  in  Denver,  who  want 
something  a  little  finer  and  somewhat 
different  from  the  average  rider." 


rangements  for  the  international  race 
meet  to  be  held  there  next  summer,  is 
preparing  to  hold  a  cycle  and  motor  ve- 
hicle show  in  Sohmer  Park  next  Febru- 
ary. It  is  intended  to  make  this  the  larg- 
est bicycle  exhibition  ever  held  in  Cana- 
da, and  a  number  of  motor  vehicle  build- 
ers have  promised  to  exhibit.  The  show 
will  be  under  the  management  of  T.  T. 
Cartwright,  secretary  of  the  Meet  Com- 
mittee, who  is  known  to  the  cycle  trade 
of  both  countries. 


AMERICAN  PARTS  IN  ENGLAND 


TOLEDO  TRADti  AFFAIRS 


New  Rolling  Mill  for  the   Shelby   Tube  Makers- 
Baakrupt  Concerns  KevivinK. 


Toledo,  Nov.  14.— The  Toledo  Machine 
and  Tool  Company  has  finally  closed  a 
deal  for  possession  of  Yost  factory  No. 
1.  Graff  Acklin,  manager  of  the  plant, 
says  that  the  lease  will  run  for  a  year 
or  two,  and  that  the  company  intends 
to  get  the  vacant  property  next  the  Yost 
factory. 

About  a  year  ago  the  Shelby  Steel  Tube 
Company  passed  into  the  hands  of  the 
present  management,  and  during  that 
time  the  business  has  been  so  satisfac- 
tory that  plans  are  preparing  for  the 
erection  of  a  rolling  mill  in  this  city.  The 
company  finds  that  the  Newcastle  rolling 
mills  are  not  sufficient  to  meet  Its  de- 
mands. 

Colonel  Terry,  receiver  for  the  Maumee 
Cycle  Company,  has  asked  for  authority 
to  start  business  anew.  The  plant  will 
undoubtedly  be  operated.  Pending  the 
decision,  the  receiver  has  stopped  the 
sale  of  '98  models  at  the  ridiculously  low 
prices  at  which  they  have  been  offered. 
He  is  also  making  arrangements  for  the 
operation  of  the  Truman  factory,  which 
was  taken  in  charge  by  the  bank  last 
3'ear.  He  expects  to  have  this  factory 
running  within  a  week  or  two. 

The  Union  Manufacturing  Company 
will  hereafter  have  its  bicycles  made  by 
laborers  paid  by  the  piece,  instead  of  by 
the  day. 

Rouse- Hazard  Property  Litigation. 

The  Rouse,  Hazard  &  Co.  plant  in  Pe- 
oria, 111.,  which  was  sold  at  sheriff's  sale 
on  October  24,  to  a  representative  of  the 
Peoria  banks  for  $5,850;  has  had  a  bill  in 
foreclosure  issued  against  it  by  Joseph 
Miller  &  Sons,  contractors  and  builders, 
who  allege  that  they  erected  the  factory 
buildings  and  were  obliged  to  accept  a 
mortgage  on  the  plant  in  lieu  of  immedi- 
ate payment.  The  suit  is  against  Theo- 
dore Miller  et  al.,  and  the  claim  is  for 
$20,000.  A  petition  for  involuntary  in- 
solvency has  also  been  filed  by  Excelsior 
Needle  Co.,  Manufacturers  &  Merchants 
Warehouse  Co.,  and  M.  L.  Bennett  &  Co., 
creditors  of  Rouse,  Hazard  &  Co.,  who  al- 
lege that  the  executions  and  distress  war- 
rants issued  against  the  insolvent  firm  by 
seven  other  creditors  are  issued  upon 
judgments  and  claims  which  constitute 
unlawful  preferences  under  the  Torrey 
bankruptcy  law,  and  notice  was  given 
that  all  persons  in  whose  possession  the 
property  now  is  or  may  come  will  be  held 
accountable  for  the  same. 


Stencil  Marking  on  Foreign  Shipments. 

A  decree  has  recently  been  enacted  in 
Chili  making  the  marking  of  merchan- 
dise cases  by  stencil  compulsory,  non-ob- 
servance of  the  decree  making  shippers 
subject  to  a  heavy  fine.  This  is  a  safe 
rule  to  follow  in  all  foreign  shipments. 


Show  Fever  in  Canada. 

The  World's  Meet  Committee,  of  Mon- 
treal, Can.,  which  has  in  charge  the  ar- 


A  final  settlement  has  been  reached  in 
the  matter  of  the  C.  H.  Seig  bicycle  fac- 
tory, and  the  business  is  to  be  placed 
again  in  the  hands  of  the  original  own- 
ers. Mr.  Seig  will  continue  the  manage- 
ment, and  a  full  force  will  be  put  to  work 
at  the  factory. 


STAMPINGS  NOT  YET  POPULAR 


Their    Introduction    Is    Found    Difficult 

Because  English  Tried  to  Make 

Them  and  Failed. 


The  use  of  sheet  steel  stamping  in  Eng- 
land is  not  as  general  as  might  have  been 
expected  from  the  changed  attitude  of 
makers  here,  but  there  are  many  logical 
reasons  why  this  should  be  so,  and  in  an- 
other year  those  who  are  intimate  with 
the  trade  predict  there  will  be  a  boom  in 
American  fittings,  writes  W.  S.  Mattox  in 
Iron  Age.  English  makers  tried  to  turn 
out  an  acceptable  quality  of  sheet  steel 
stampings  some  years  ago,  but  partially 
failed  and  discarded  them,  going  back  to 
malleable  castings  as  more  feasible,  if 
more  cumbersome  and  ugly.  The  process 
was  taken  up  then  in  the  United  States, 
studied  carefully  and  brought  to  the  per- 
fection it  is  noted  for  to-day.  American 
makers  did  what  English  makers  gave  up 
in  disgust — they  learned  how  to  make 
pressed  work  out  of  cold  rolled  sheet  steel, 
and  succeeded  in  turning  out  an  article 
just  as  strong  and  just  as  light  as  a  mal- 
leable casting.  But  the  delicate  ethical 
point  of  bringing  back  to  England  a  pro- 
cess originally  experimented  with  here 
and  brought  to  perfection  in  America 
must  not  be  overlooked  in  accounting  for 
the  tardiness  with  which  English  dealers 
have  taken  up  with  them. 

More  Economical  Than  Castings. 

It  is  scarcely  necessary  to  dwell  on  the 
manifest  superiority  of  the  American  fit- 
tings. Lugs,  brackets,  etc.,  made  by  the 
American  method  can  be  enameled  with- 
out further  machining.  American  fittings 
are  practically  ready  to  be  assembled  into 
the  bicycle  when  they  are  bought,  where- 
as the  English  fittings  are  still  in  a  crude, 
unfinished  state.  The  bicycle  maker  us- 
ing stampings  does  not  need  a  costly 
plant  for  finishing  its  parts.  By  the  gener- 
al use  of  American  fittings  cost  of  labor 
is  reduced  and  there  is  an  economy  of 
time.  All  these  economical  arguments 
Should  be  palpable,  but  they  are  not. 

It  is  true  that  the  price  of  American 
bicycle  fittings  is  higher  than  malleable 
castings.  But  the  American  article  is 
complete,  finished,  while  the  work  is  only 
just  begun  when  the  maker  has  his  cast- 
ings delivered  from  the  foundry.  It  is 
safe  to  say  that  if  English  fittings  were 
bought,  finished  equal  to  their  rivals,  they 
would  cost  more  than  the  American  pro- 
duet. 

The  capital  tied  up  in  machinery  in  an 
English  bicycle  factory,  for  finishing  cast- 
ings, is  enormous.  It  takes  a  man,  too, 
for  every  machine,  the  power  to  run  them, 
and  fuel;  they  occupy  valuable  space. 
Here,  alone,  is  an  inducement  powerful 
enough  in  argument,  in  dollars  and  cents 
to  prove  the  superiority  of  American  bi- 
cycle fittings.  The  cost  of  machinery, 
skilled  labor,  space  utilized,  time  lost, 
power,  etc.,  if  converted  into  capital 
would  have  saved  more  than  one  firm  in 
the  past  few  months  from  voluntary  wind- 
ing up. 

Irregular  Shipments  Hurt  Trade. 

One  of  the  serious  complaints  made 
against  American  shippers  is  irregularity 
of  deliveries,  and  this  has  tended  to  keep 
down  what  otherwise  might  have  been  by 
this  time  a  considerable  trade  in  bicycle 
fittings.  English  buyers  object  to  the  un- 
certain shipments  which  have  unfortu- 
nately characterized  our  export  trade  for 
so  long.  They  have  been  disappointed  so 
often,  buying  for  delivery  in  one  month 
and  getting  their  goods  six  months  from 
date  of  sale,  that  they  are  cautious  now. 
This  has  been  remedied  by  keeping  stocks 
in  England,  a  costly  but  necessary  pro- 
ceeding, where  a  regular  business  is  de- 
sired. 


The  Cycle  Age  and  Trade  Heview 


i 


NEWYORKOFFI 


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The  Cycle  Age  and  Trade  Review 


63 


THEdraEAGE 

AND  TRADE   REVIEW 

Entered  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  Offices,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries,  86.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 


on  this  point  for  the  benefit  of  the  manufacturers  who  contem- 
plate to  make  their  greatest  efforts  for  the  coming  year  in  a  line 
of  such  cheapness  as  it  has  not  been  customary  for  them  to  en- 
courage in  the  past. 

The  importance  of  fully  appreciating  the  necessity  of  esti- 
mating o'verhead  expenses  correctly  is  probably  greater  at  this 
time  than  it  has  ever  been  before,  on  account  of  the  sharp  com- 
petition between  large  and  small  makers  in  goods  of  the  same 
price.  It  is  largely  to  mistakes  made  in  the  allowance  for  such 
expenses  that  the  whole  downward  tendency  in  prices  is  due, 
and  "it  is  a  deplorable  fact  that  a  mistake  made  by  any  one  rep- 
resentative concern  is  visited  upon  the  entire  trade,  representing 
a  loss  a  hundredfold  greater  to  the  industry  at  large  than  the 
erring  member  could  possibly  suffer  by  a  mistake  in  the  oppo- 
site direction. 


Copyrighted,  1898.    All  rights  reserved. 


The  worst   enemies    of   the   cycle   trade   are 

FACTORY  those   members   of  it  who   cannot  figure   or 

COST  AND  think  well  enough  to  distinguish  profit  in 
PRICE  theory   from   profit  in  business.     There  was 

a  time  when  neither  factory  cost  of  bicycles 
or  regular  selling  expenses  or  incalculable  "overhead"  expenses 
were  of  vital  importance  in  comparison  with  the  question  of 
increasing  the  volume  of  trade.  If  trade  enough  could  be  se- 
cured the  most  sinful  extravagance  in  other  respects  could  be 
borne.  Everybody  knows,  however,  that  now  another  order  of 
things  prevails,  and  everybody  is  willing  to  reduce  his  expenses 
by  all  means  at  his  command. 

Yet  while  straining  at  gnats  on  the  score  of  expense  not 
a  few  manufacturers  persist  in  throwing  money  to  the  public 
by  selling  their  goods  at  prices  which  leave  a  theoretical  profit 
but  an  actual  loss.  The  better  they  have  succeeded  in  reducing 
their  factory  cost  and  their  ordinary  selling  expenses,  the  more 
injury  are  they  capable  of  inflicting  on  the  trade  at  large  by 
mistaken  calculations  on  other  points.  The  jobber  as  a  buyer 
makes  it  his  business  to  induce  mistakes  in  regard  to  the  real 
amount  of  overhead  expenses  which  the  manufacturer  should 
guard  against.  The  manufacturer  himself  is  inclined  to  mini- 
mize them  in  his  relations  with  his  banker.  The  press  disregards 
them  in  its  clamor  for  cheapness.  The  superintendent  pooh- 
poohs  them  in  order  to  bear  out  his  capability.  Salesmen  exag- 
gerate their  chances  for  making  profitable  deals  with  a  mini- 
mum of  expense  and  thereby  argue  against  them.  The  owner 
must  to  a  certain  extent  distrust  not  only  all  of  his  employes 
but  also  his  own  optimism  and  calculations,  if  he  shall  avoid 
delusions,  for  in  spite  of  everything  the  overhead  expenses  will 
be  founc  in  the  books  and  accounts  of  the  firm  at  the  end  of 
the  year  largely  exceeding  any  allowance  that  might  have  been 
based  on  calculations. 

It  is  customary  among  makers  who  aim  to  take  overhead 
expenses  properly  into  consideration  to  add  a  percentage  to 
factory  cost;  but  it  is  characteristic  of  the  uncertainty  which 
rules  that  the  addition  varies. from  10  to  33  per  cent.  Probably 
the  majority  add  about  25  per  cent  to  factory  cost  before  they 
begin  to  think  of  profits.  Other  concerns  in  which  bookkeeping 
has  reached  a  still  higher  plane  abandon  the  percentage  plan 
as  too  crude.  It  might  lead  to  the  production  of  the  various 
models  made  in  the  same  factory  in  wrong  numerical  proportion, 
and  at  the  end  of  the  year  it  might  be  found  that  overhead  ex- 
penses had  accumulated  much  faster  in  one  line  of  production 
than  in  another  and  that  in  reality  the  model  which  was  most 
pushed  was  least  profitable.  They  are  governed  almost  entirely 
by  the  experience  of  the  previous  year  and  allow  no  model  to 
be  marketed  at  less  than  factory  cost  plus  the  average  expense 
incurred  the  previous  year  for  a  model  of  the  same  class,  plus 
profit;  and  they  assert  that  any  manufacturer  who  does  other- 
wise should  do  business  strictly  with  his  own  capital. 

"While  there  does  not  seem  to  be  any  unanimous  opinion 
in  regard  to  the  absolute  average  sum  that  might  be  assessed 
against  each  bicj^cle  on  the  score  of  overhead  expenses,  it  is 
generally  conceded  that  on  a  percentage  basis  the  charge  should 
be  heavier  against  the  cheaper  stock  than  against  high  grade 
machines.  With  the  close  margins  prevailing  for  the  bulk  of 
production  it  would  be  interesting  to  reach  definite  conclusions 


It  has  been  continually  asserted  that  France 
ADVANCED        and  England  are  more  advanced  in  motor  ve- 

MOTOR  hide  construction  than  America,  and  the  as- 

VEHICLES  sertion  has  militated  somewhat  against  the 
capitalizing  of  the  industry  in  this  country. 
The  recent  motor  vehicle  contest  at  Boston  will  perhaps  serve 
to  dispel  the  modest  illusion  which  has  made  our  general  public 
so  singularly  self-deprecating  in  this  matter.  The  contest  is 
likely  to  be  commented  upon  abroad  as  of  much  greater  impor- 
tance than  Americans  at  present  would  be  likely  to  attach  to 
it,  for  the  one  reason  that  a  steam  vehicle  proved  to  be  better 
powered  for  its  wieight  than  any  of  the  rivaling  gas  engine  or 
electric  carriages.  And  when  foreign  judgment  is  returned  to 
us  our  capitalists  and  our  general  public  may  learn  to  look 
upon  American  efforts  for  solving  the  motor  vehicle  problem 
with  a  higher  degree  of  confidence  than  has  so  far  been  shown. 

The  advanced  position  occupied  by  France  and  England, 
Switzerland  and  Germany  in  motor  vehicle  building  has  refer- 
ence more  to  number  of  vehicles  turned  out  and  in  use  than 
to  superiority  of  construction.  The  manufacturers  in  France 
especiallj'  have  paid  much  attention  to  high  speeds  on  level 
roads,  but  less  to  ready  operation  of  the  vehicles  under  difficult 
conditions.  In  America  the  problem  has  from  the  start  been 
that  of  constructing  vehicles  adapted  to  cope  with  wretched  road 
conditions.  The  good  roads  in  European  countries  have  facili- 
tated the  use  and  production  of  motor  vehicles  which  would 
not  be  considered  adequate  for  any  practical  purposes  in  this 
country.  The  European  industry  is  advanced,  but  the  European 
construction  is  a  good  roads  construction,  and  is  therefore  in 
reality  behind  the  best  samples  of  American  work  Being  more 
easily  satisfied  under  the  favorable  conditions,  European 
thought  on  motor  vehicle  subjects  is  likely  to  lag,  if  it  is  not 
already  fallen  behind  in  the  race  with  Americans.  This  is  in 
accordance  with  the  old  observation  that  men  and  nations  pro- 
gress more  steadily  by  being  compelled  to  overcome  difficulties. 

The  barren  ground  of  Scotland  has  produced  the  school  of 
agriculturists  who  became  the  models  for  farmers  in  richer 
countries.  The  bad  roads  of  United  States  are  likely  to  produce 
the  most  generally  acceptable  forms  of  motor  vehicles,  destined 
to  become  an  important  article  for  export  to  all  colonial  coun- 
tries where  the  requirements  are  similar  to  our  own. 


When  thoroughly  examined  and  understood, 
THE  PAY  the  field  of  international  banking  offers  ex- 
QUESTION  ceptional  opportunity  for  the  profitable  use  of 
ABROAD  large  amounts  of  capital  and  perhaps  it  is  an 

encouraging  sign  for  our  exporters  that  in- 
terest in  this  matter  of  American  banks  in  foreign  countries  is 
gradually  increasing  and  that  the  establishment  of  international 
banks  is  being  not  only  actively  discussed  but  contemplated  with 
serious  purpose.  The  establishment  of  American  banks  would 
be  of  immense  advantage  to  our  trade  with  those  countries  and 
may  be  indispensable  if  the  United  States  are  not  to  be  dis- 
tanced in  the  competition  for  the  markets  of  the  world.  The 
mere  acknowledgement  of  the  desirability  is  hardly  sufficient 
to  cause  their  establishment,  however,  and  in  view  of  the  diffi- 
culties which  must  be  overcome  it  remains  a  question  whether 
the  American  exporter  shall  pin  his  faith  to  the  principle  of 
selling  his  goods  for  cash   only,   making  a  lowered  price  the 


64 


The  Cycle  Age  and  Trade  Review 


inducement  by  which  the  credit  habits  of  the  foreign  countries 
are  to  be  circumvented,  or  shall  lend  active  aid  to  the  estab- 
lishment of  American  discount  banks  which  may  conduct  his 
exchange  operations  and  collect  his  accounts,  as  done  by  the 
English,  French  and  German  discount  banks  in  Asia  and  else- 
where. 

The  principal  obstacle  to  the  opening  of  foreign  banks  capi- 
talized in  this  country  lies  perhaps  in  the  scarcity  of  unem- 
ployed home  capital  which  might  be  made  available  for  the 
purpose.  The  statistics  of  the  nine  months  ending  September 
30  of  this  year  show  an  increase  of  123  million  dollars  in  exports 
and  a  decrease  of  113  million  dollars  in  imports  as  compared 
with  the  corresponding  months  of  last  year,  and  this  enormous 
increase  in  productivity  representing  236  million  dollars  worth 
of  goods--of  which  only  a  comparatively  small  sum  stands  for 
increase  in  the  value  of  cereals— calls  for  probably  all  the 
available  home  capital  to  provide  for  the  extension  of  manu- 
facturing facilities.  The  profits  on  the  trade  indicated  by  the 
figures  are  almost  insignificant  for  this  purpose,  and  thus  it 
may  be  expected  that  there  will  continue  to  be  a  demand  for 
capital  for  new  enterprises  in  this  country,  which  will  make  it 
exceedingly  doubtful  if  the  movement  for  establishing  foreign 
banks  will  be  successful.  The  projected  enterprises  for  ex- 
ploiting trade  with  the  new  colonies  which  it  is  proposed  to 
acquire,  will  also  tend  to  make  the  money  market  tighter  for 
more  distant  investments. 


Only  an  outsider  to  the  bicycle  trade  might  be  deluded  into 
thinking  that  the  lower  list  prices  announced  by  some  bicycle 
makers  for  1899  must  have  the  effect  of  conquering  completely 
all  the  world  markets  In  which  our  supremacy  has  so  far  been 
hotly  contested  by  the  German  and  the  British  industries.  Man- 
ufacturers know  only  too  well  that  the  question  of  list  prices  for 
'99  already  presents  a  decidedly  muddled  prospect  and  between 
equal  grades,  have  closer  reference  to  variations  in  coiamercial 
policy  than  to  cost  of  production.  It  is  cost  of  production,  how- 
ever, which  ultimately  decides  the  course  of  trade  in  the  world 
markets.  Yet  the  view  has  found  expression  in  the  trade  press 
that  the  lower  list  prices  for  '99  make  a  tremendous  volume  of 
export  trade  an  assured  thing.  TTndoubtedlv  a  good  export  trade 
may  be  looked  for,  and  It  may  even  be  predicted  that  the  number 
of  bicycles  sold  will  round  off  a  larger  total  figure  than  ever 
before  reached;  for  while  our  exporters  are  losing  somewhat  in 
the  northern  markets  thev  are  at  the  same  time  continually  ex- 
panding their  field  into  those  southern  countries  where  bicycles 
are  just  beginning  to  win  recognition  as  an  article  of  necessity 
rather  than  luxury.  But  there  is  small  satisfaction  in  numbers 
only,  and  the  supposition  that  our  bicycles  will  be  sold  at  a  re- 
duced price  in  foreign  markets  in  '99  would  leave  it  extremely 
problematical  whether  an  increased  number  of  sales  would  yield 
a  larger  profit  than  more  modest  sales  at  a  better  figure.  And 
there  is  certainly  very  little  reason  for  supposing  that  our 
manufacturers  can  produce  bicycles  at  lower  cost  for  '99  than  for 
the  past  season.  The  effect  of  the  ever  increasing  sales  of  bi- 
cycle material  turned  out  by  our  partsmakers  must  also  be  en- 
titled to  consideration  before  any  very  sanguine  hopes  may  be 
Indulged  in  by  bicvcle  makers.  Some  reasons  have  been  as- 
signed in  previous  issues  of  this  paper  for  the  assumption  that 
our  export  trade  In  the  coming  season  will  probablv  be  on  the 
whole  satisfactory  if  iudicious  eiforts  ar©  made  to  this  end.  but 
it  must  certainlv  first  be  recoenized  that  the  close  relations  be- 
tween the  makers  and  the  public  which  exist  in  this  country 
and  which  make  certain  sleieht-of-hand  performances  pertaining 
to  the  relations  between  renutatlon  and  price,  grade  and  price, 
and  prices  of  the  various  grades  made  by  the  same  manufacturer, 
more  or  less  eflScacious  at  home,  are  of  small  consequence  In 
foreign  lands  where  more  rational  though  less  interesting  con- 
ditions of  trade  prevail.  The  great  public  In  those  countries 
will  not  even  hear  of  any  reduction  of  our  list  prices  In  the  same 
sense  In  which  this  term  is  understood  among  ourselves,  but 
win  nurchase  their  hicvcles  as  thev  purchase  their  clothes:  that 
is,  verv  lareelv  on  the  sav-so  of  the  dealer.  And  the  latter  does 
not  consider  it  one  of  his  duties  to  confuse  his  customers  with 
hazy  dissertations  on  "list  prices"  or  any  other  commercial  dis- 
tinction of  American  origin.    He  has  his  price  and  he  frequent- 


ly shaves  it  down  to  an  individual  customer,  but  he  does  not 
encourage  higgling  by  proclaiming  prices  and  list  prices  as  two 
different  and  distinct  ideas. 


No  event  in  cycle  sport  has  had  much  influence  on  the  course 
of  trade  during  the  past  year  or  two  until  the  continued  century 
riding  of  Edwards  gradually  but  forcibly  compelled  the  public 
to  abandon  most  of  that  prejudice  against  chainless  machines 
which  was  based  on  ill-digested  mechanical  theories.  The  prac- 
tical usefulness  of  the  bevel-gear  machine  was  demonstrated  to 
the  satisfaction  of  most  people  by  that  test.  The  question  of 
price  and  general  convenience  and  desirability  remained  and 
still  remains,  but  the  beginning  of  unprejudiced  comparison  of 
merits  and  demerits  was  inaugurated.  A  more  sensational  test 
is  now  booked  in  favor  of  another  style  of  chainless  machine 
through  Taylor's  capture  of  the  world's  mile  record  on  a  machine 
fitted  with  the  Sager  gear.  This  performance  is,  of  course,  as 
much  to  the  credit  of  the  rider  as  to  the  gear,  but  its  trade  im- 
portance is  nevertheless  being  fully  recognized,  because  it  is 
the  first  decisive  speed  victory  of  undoubted  authenticity  which 
has  been  gained  for  the  chainless  variety  of  bicycles,  and  as 
such  it  removes  whatever  antagonism  might  have  been  expected 
from  the  sportively  inclined  against  a  construction  from  which 
the  chain  and  sprocket  have  been  eliminated.  Nothing  short 
of  the  mile  record  or  the  hour  record  of  the  world  would  proba- 
bly have  pufliced  to  have  accomplished  so  much,  but  with  these 
records  is  bound  up  a  certain  justifiable  pride,  which  has  not 
yet  lost  its  significance  for  trade  purposes. 


"When  the  public  first  began  to  suspect  that  almost  any 
record  could  be  equalled  on  almost  any  chain-driven  machine  if 
only  the  right  rider  were  selected,  much  of  that  pride  in  some 
particular  mount,  which  made  people  willing  to  pay  a  good  price 
for  quality,  naturally  disappeared,  and  the  tendency  to  hammer 
prices  down  became  stronger.  It  might  even  be  asserted  that 
the  inclination  to  ride  a  bicycle  frequently  became  considerably 
weakened  among  a  large  class  of  riders  when  the  superiority  in 
speed  of  one  pattern  over  others  became  so  doubtful  that  nobody 
could  derive  any  very  lively  satisfaction  from  displaying  pos- 
session of  any  particular  machine.  This  speed-pride  h&s  not  so 
far  supported  the  trade  in  chainless  machines.  Their  conveni- 
ence for  general  purposes  did  not  appeal  in  the  same  manner 
to  a  sentiment  which  is  widespread  and  powerful  among  young 
men.  Misgivings  in  regard  to  speed  were  apparently  sufficient 
to  neutralize  all  mere  regard  for  comfort  or  elegance.  By 
Taylor's  performance  it  seems  as  if  the  element  of  pride  in  one's 
mount  may  be  reintroduced  to  some  extent,  and  it  would  not  be 
very  wonderful  if  a  succession  of  racing  matches  between  bicy- 
cles of  different  types  of  construction  would  be  the  most  imme- 
diate rseult.  By  arranging  such  matches  on  the  plan  of  Boston 
Whist  so  as  to  remove  the  question  of  the  personal  superiority 
of  the  riders  as  much  as  possible,  an  intelligent  race  promoter 
could  perhaps  succeed  in  arousing  sufficient  public  interest  to 
make  a  venture  of  this  description  profitable  to  himself  and 
inexpensive  to  the  trade. 


Business  sermons  should  be  brief.  An  Illinois  firm  uses  a 
letter  head  which  is  a  lecture  condensed.  On  the  side  of  the  firm 
name  three  National  banks  are  cited  as  references  and  below 
is  the  legend:  "Our  only  terms  are  cash."  On  the  other  side 
one  reads:  "Our  catalogue  is  our  contract;  read  it  carefully," 
and  "We  sell  to  dealers  only."  It  happened  that  the  letter  over 
which  this  head  was  noticed  contained  the  clause:  "We  are 
still  doing  business  at  the  old  stand  are  are  beginning  our  43d 
year.  The  Texas  store  is  simply  a  branch."  The  long  continued 
success  capped  with  the  establishment  of  a  branch  lends  terse 
eloquence  to  the  mottos  that  indicate  the  means  by  which  the 
success  was  accomplished. 


The  Cycle  Age  and  Trade  Review 


65 


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We  are  Prepared 

to  talk  '99  business 
with  a  few  large 
jobbers 


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MARCH-DAVIS  CYCLE  MFG.  CO. 


47  WARREN  ST.,  NEW  YORK. 


Mention  The  Cycle  Age 


44TH  AND  NORTH  AVES.,  CHICAGO,  ILL. 


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Chlu  m  b  as,    Piq  m  ns^ 
"/^^ci  I  no  o/einH^  r^^ 


Mention  The  Cycle  Age 


Wheeler  Saddles 


have  always  been  made  with  that 
curve  in  the  back  ^  ^  jt  ^  jt  ^ 


OTHER  saddles  that  have  that  curve  are  only  imitations.    We  are 
gratified  to  note  the  spirit  of  fairness  displayed  by  the  majority  of 
manufacturers  of  high  grade  ivheels  in  their  refusal  to  equip  with 
an  imitation  saddle.  Our  numerous  contracts  for  '99  prove  this  assertion. 
It  shows  good  business  judgment,  too,  as  riders  vdU  no  longer  he  put 
off  vn.th  imitation  and  shoddy  saddles  when  they  can  have  the  genuine 
Wheeler  Saddles  on  so  many  high  grade  wheels. 

Send  for  samples  of  the  most  popular  saddles  on  the  market. 


THE  WHEELER  SADDLE  CO. 

1437-1457  Woodward  Ave.,  Detroit,  Mlcb. 

Chicago  Di5tribittlng  Agents:    HIBBARD,  SPBNCBR  &  BARTLETT. 
New  York  Distributing  Agents:    HARTLEY  &  QRAHAH. 


Mention  The  Cycle  Age 


d^^^ 


66 


The  Cycle  Age  and  Trade  Review 


TRADE  MARK  REGISTRATION 


Documents  Required  for  Registration  of  Trade  Harks  in 
Principal  European  Countries 


The  procedure  necessary  for  the  regis- 
tration of  trade  marks  in  foreign  coun- 
tries, while  not  varying  greatly  in  any 
very  important  particular,  is  not  so  simi- 
lar as  to  lead  to  the  conclusion  that  one 
form  of  practice  vrill  serve  all  purposes. 
In  the  Sept.  15  issue  of  Cycle  Age  the  cost 
of  such  registration  in  all  of  the  principal 
European  countries  was  set  forth,  and  it 
is  now  only  left  to  present  what  was  at 
that  time  omitted,  namely,  the  documents 
required  and  the  term  for  which  regis- 
tration may  be  secured. 

Requirements  In  Qermany. 

1.  Power  of  attorney,  signed  by  the  appli- 
cant. 

2.  A  certified  copy  of  the  certificate  of  the 
registration  of  the  trade  mark  in  the  coun- 
try in  which  applicant  resides,  legalized  by 
a  German  consul. 

3.  Five  facsimiles  of  the  trade  mark.  The 
facsimiles  must  not  measure  more  than  6.5 
centimeters  (2  5-S  inches)  in  height  or  width. 

4.  A  wood-cut  or  electrotype  of  the  same 
dimensions  as  the  facsimiles. 

Term — Ten  years,  with  renewals  indefi- 
nitely each  ten  years. 

Austria  Hungary. 

1.  A  power  of  attorney  legalized  by  an 
Austrian  consul. 

2.  An  official  certified  copy  (if  this  cannot 
be  secured  one  made  by  a  notary  public  will 
be  accepted)  of  the  certificate  of  registration 
of  the  country  where  the  petitioner  resides, 
showing  that  the  trade  mark  is  protected 
there.  This  miist  be  legalized  by  the  Aus- 
trian consul. 

3.  Two  wood-cuts  or  electrotypes  of  the 
mark. 

4.  Twelve  copies  of  the  mark. 

Term— Ten  years,  with  renewals  every  ten 
years. 

Belgium. 

1.  A  power  of  attorney,  signed  by  appli- 
cant, not  legalized. 

2.  One  wood  block  or  electrotype,  which 
must  not  exceed  3  1-8  inches  by  4  1-8  inches 
in  size. 

3.  Three  copies  of  the  mark. 

4.  A  description  of  the  mark  and  the  man- 
ner of  its  employment. 

5.  The  full  name  and  address  of  the  ap- 
plicant. 

Term— Unlimited. 

Denmark. 

1.  Full  name  and  address  of  the  proprietor 
of  the  trade  mark. 

2.  A  description  of  tha  mark  and  of  the 
manner    it    is   employed. 

3.  Four  copies  of  the  mark,  not  exceeding 
15  centimeters  (5  1-8  inches)  in  length 
and  10  centimeters  (4  inches)  in  width. 

4.  A  certified  copy  of  the  registration  in 
the  country  where  the  applicant  resides, 
showing  that  the  trade  mark  is  registered 
and  the  sole  property  of  the  petitioner  in 
that  countrj'.  The  certificate  must  be  lega- 
lized by  a  Danish  consul. 

5.  A  power  of  attorney,  signed  by  the  ap- 
plicant, and  legalized  by  a  Danish  consul, 
which  must  contain  a  declaration  to  the  ef- 
fect that  the  applicant  will  submit  to  the 
decisions  of  the  maritime  and  commercial 
tribunal  of  Copenhagen  in  all  questions  re- 
lating  to   the  trade  mark. 

6.  Two  wood-cuts  or  electrotypes  of  the 
same  size  as   the  copies  furnished. 

Term— Ten  years,  with  renewals  indefinite- 
ly every  ten  years. 

Prance. 

1.  Power  of  attorney,  signed  by  the  appli- 
cant, and  legalized  by  a  French  consul. 

2.  Three  copies  of  the  trade  mark. 

3.  A  description  of  the  goods  for  which 
the  mark  is  used  and  of  the  manner  of  em- 
ploying it. 

Term— Fifteen  years,  with  a  renewal  for 
fifteen  years  more. 

Great  Britain. 

1.  The  full  name,  address  aid  occupation 
of  applicant. 

2.  Four  exact  copies  of  the  trade  mark. 

3.  A  wood-cut  or  electrotype  of  the  mark. 

4.  A  statement  of  the  goods  or  articles 
with  which  the  mark  is  used. 

5.  A  statement  as  to  how  long  the  mark 
has  been  used  in  connection  with  the  goods 
mentioned. 


Term — Fourteen  years,  with  renewals  in- 
definitely every  fourteen  years. 

Holland  (Netherlands). 

1.  A  power  of  attorney,  legalized  by  a  con- 
sul of  the  Netherlands. 

2.  Four  "opies  of  the  mark. 

3.  One  wood-cut  or  electrotype. 

4.  A  certiSsd  copy  of  the  certificate  of  reg- 
istration of  the  country  where  the  applicant 
resides,  showing  that  the  mark  is  registered 
there  and  is  the  property  of  the  applicant. 

Term — Fifteen  years,  with  renewals  indefi- 
nitely each  ten  years  thereafter. 

Italy. 

1.  Power  of  attorney,  signed  by  the  appli- 
cant, and  legalized  by  an  Italian  consul. 

2.  A  certified  copy  of  the  certificate  of  reg- 
istration of  the  country  where  the  applicant 
resides,  legalized  by  an  Italian  consul,  show- 
ing that  the  trade  mark  is  registered,  and 
the  sole  property  of  the  petitioner  in  that 
country. 

3.  Four  copies  of  the  trade  mark. 
Term— Unlimited. 

Norway. 

1.  Full  name  and  address  of  the  proprie- 
tor of  the  trade  mark. 

2.  A  description  of  the  mark,  its  colors, 
and  the  articles  for  which  it  is  used,  and 
the-  manner  of  employing  it. 

3.  Two  wood-cuts  or  electrotypes  of  the 
mark,  not  to  be  more  than  10  centimeters  (4 
inches)  wide  by  15  centimeters  (5  1-8  inches) 
long. 

4.  Four  copies  of  the  mark,  of  the  same 
size  as  the  electrotype. 

5.  A  certified  copy  of  the  certificate  of 
registration  in  the  country  where  the  appli- 
cant resides,  showing  that  the  trade  mark  is 
registered  in  his  native  country,  and  is  the 
sole  property  of  the  petitioner.  This  certifi- 
cate must  be  attested  to  by  a  Norwegian 
consul. 

6.  A  power  of  attorney,  signed  by  the  ap- 
plicant, and  legalized  by  a  Norwegian  con- 
sul. 

Term— Ten  years,  with  renewals  Indefinitely 
every  ten  years. 

Russia. 

1.  A  power  of  attorney,  signed  by  the  ap- 
plicant, and  legalized  by  a  Russian  consul. 

2.  A  certified  copy  of  the  certificate  of  reg- 
istration of  the  country  where  the  applicant 
resides,  showing  that  the  trade  mark  is  reg- 
istered in  that  country,  and  the  sole  prop- 
erty of  the  petitioner.  This  certificate  must 
be  attested  by  a  Kussian  consul. 

3.  Five  copies  of  the  trade  mark. 
Term— Unlimited. 

Sweden. 

1.  Full  name  and  address  of  the  proprietor 
of  the  trade  mark. 

2.  A  full  description  of  the  trade  mark, 
and  of  the  articles  for  which  it  is  used,  and 
the  manner  of  employing  it. 

3.  Two  wood-cuts  or  electrotypes  of  the 
trade  mark,  not  exceeding  15  centimeters 
(5  1-S  inches)  in  length  by  10  centimeters  (4 
inches)  in  width. 

4.  Four  copies  of  the  trade  mark,  of  the 
same  size  as  the  wood-cut  or  electrotype. 

5.  A  certified  copy  of  the  certificate  of 
registration  in  the  country  where  the  appli- 
cant resides,  showing  that  the  trade  mark  is 
registered  in  that  country,  and  is  the  sole 
property  of  the  petitioner.  This  certificate 
must  be  legalized  by  a  Swedish  consul. 

6.  A  power  of  attorney,  signed  by  the  ap- 
plicant. 

Term— Fifteen  years,  with  renewals  limit- 
ed only  by  term  of  applicant's  protection  in 
his  own  country. 


PRICES  OF  CANADIAN  inPORTS 


Receipt  of  Bicycles  from  United  States  More  Than 
Doubled  Yearly  Until  1897— Invoice  Reduction. 


Speaking  of  the  extension  of  trade  re- 
lations between  Canada  and  the  United 
States,  Consul  Linsley,  of  Coaticook,  in 
his  annual  report,  says  the  best  way  is  to 
work  through  the  large  establishments  in 
Montreal  and  Toronto,  or  to  establish 
branches  in  large  cities  to  directly  cover 
the  territory.  While  the  tariff,  he  says, 
prevents  the  importation  of  numerous 
classes  of  merchandise,  there  are  many 
which,   on   account   of  their   merit,  will 


nevertheless  be  sold.  The  bicycle  trade 
is  an  example  of  what  enterprise  in  a 
single  line  will  accomplish.  In  1894  the 
United  States  shipped  2,805  machines, 
valued  at  $126,550,  to  Canada.  In  1895  the 
number  had  risen  to  7,514,  at  a  value  of 
$332,933;  in  1896  to  15,543  at  a  value  of 
$685,427,  and  in  1897  to  23,601  machines 
valued  at  $758,783.  During  the  fiscal  year 
of  1898  our  exports  of  bicycles  were  val- 
ued at  $614,003.  A  statement  issued  by 
the  customs  department  of  Canada  shows 
that  during  the  month  of  July,  1897,  the 
imports  of  bicycles  and  parts  of  same 
from  the  United  States  were  valued  at 
$35,872,  on  which  duty  was  collected  to 
the  amount  of  $10,708.10.  The  imports 
in  the  same  lines  during  the  same  month 
of  the  present  year  were  valued  at  $40,- 
639,  on  which  a  duty  of  $12,185.91  was 
collected. 

The  figures  given  borrow  additional  in- 
terest by  supplying  not  only  values  but 
also  quantity  of  bicycles  sold.  It  will  be 
seen  that  the  average  invoice  price  upon 
which  duty  was  collected  remained  in  the 
neighborhood  of  $45  per  machine  during 
the  years  1894,  1895  and  1896,  but  fell  to 
$32.50  in  1897. 

FARflERS'  BUYING  CAPACITY 


Vast  Increase  In  Exports  of  Farm  Produce  Indicate 
That  Country  Trade  Will  Be  Large. 


The  farmers  of  the  United  States  will 
receive  during  1898  more  money  from 
abroad  for  their  products  than  in  any 
preceding  year.  A  statement  regarding 
the  exports  of  principal  agricultural 
products,  just  issued  by  the  Treasury  Bu- 
reau of  Statistics,  shows  that  in  the  item 
of  breadsiufis  alone  the  exports  for  the 
10  months  ending  October  31,  1898, 
amounted  to  $250,237,455,  which  is  $65,- 
000,000  greater  than  in  the  correspond- 
ing months  of  last  year  and  $38,000,000 
in  excess  of  the  exceptional  year  1892. 
Provision  exports  also  show  a  good  rec- 
ord, being  for  the  10  months  of  1898, 
$162,830,643,  against  $146,607,039  in  the 
corresponding  months  of  last  year  and 
$125,508,568  in  1892.  Cotton  exports  for 
the  10  months  are  $13,000,000  in  excess  of 
last  year  and  the  number  of  pounds  is 
larger  than  in  any  corresponding  period 
in  the  history  of  the  country. 

The  exportation  of  practically  all 
classes  of  farm  products  has  Increased. 
In  wheat,  corn,  rye,  oats,  oatmeal,  cot- 
ton, bacon,  hams,  lard,  oleomargarine, 
fresh  beef  and  many  other  articles  of 
farm  production,  the  exportations  of  the 
ten  months  are  not  only  in  excess  of 
those  of  the  corresponding  months  of 
last  year,  but  larger  than  in  any  previous 
year. 

The  following  table  shows  the  exports 
of  breadstuffs,  provisions  and  cotton  in 
the  ten  months  just  ended,  compared 
with  the  corresponding  ten  months  of 
the  three  preceding  years: 
Ten  months       Breadsti  ffs,       Provisions,        Cotton, 

ending  Million  Million  Million 

October  31.  Dollars.  Dollars.  Lbs 

1895  98         126        2,032 

1896  136         135        1,956 

1897  185         147        2,023 

1898  250         163        2,670 


Raymond  to  Sell  Palmer  Tires. 

Howard  E.  Raymond  has  accepted  the 
responsible  position  of  sales  manager  for 
the  tires  manufactured  by  the  B.  F. 
Goodrich  Co.  Mr.  Raymond's  rare  talent 
will  be  exercised  chiefly  in  extending  the 
popularity  of  the  Palmer  tires.  Next 
week  he  will  move  from  Chicago  to 
Akron. 


City  Treasurer  Torrence  of  Pittsburg, 
Pa.,  reports  that  15,000  bicycle  licenses 
were  issued  during  the  spring  and  sum- 
mer of  this  year,  which  exceeds  by  more 
than  1,000  the  number  issued  in  1897. 


The  Cycle  Age  and  Trade  Review 


67 


ASSEMBLING   MISFIT   PARTS 


Unmatched  Set  Fittings  Common— Jobbers  and  Assemblers 
Ignore  Rules  for  Frame  Design 


The  remark  was  recently  made  in  a 
discussion  regarding  the  propriety  of  cy- 
cle building  in  repair  shops,  that  if  each 
small  builder  would  buy  all  of  his  parts 
at  one  supply  house  he  would  have  bet- 
ter success  in  turning  out  good  frames, 
and  that  there  would  be  fewer  bad  looking 
joints.  Buying  of  one  firm  does  not,  how- 
ever, let  a  poor  cycle  maker  into  the 
ranks  of  high  class  builders. 

The  small  builder  generally  buys  his 
stock  from  jobbers,  that  is,  from  supply 
houses  which  handle  fittings  for  the  small 
wholesale  trade,  but  which  do  not  make 
these  fittings.  The  large  firms  which 
make  their  own  fittings  sell  to  the  large 
makers  or  to  jobbers  of  supplies.  Hence 
the  small  builder  buys  of  concerns  which 
as  a  general  rule  have  no  very  candes- 
cent luminary  on  mechanics  connected 
with  them,  the  management  being  for 
the  most  part  confined  to  the  commercial 
end  of  the  business.  It  is  accordingly 
not  rare  to  find  sets  of  parts  catalogued 
and  sold  which  do  not  fit  with  the  nicety 
indicated  by  the  blue  print  diagrams.  The 
average  small  builder  being  a  man  who 
has  no  real  insight  into  the  matter  of  lay- 
ing out  frame  lines  and  who  could  not 
draw  a  set  of  frame  lines  under  any  cir- 
cumstances, but  who  has  merely  the  prac- 
tical knowledge  of  fitting  frame  parts  to- 
gether after  some  fashion  hardly  to  be 
called  intelligent,  pinning  the  lugs,  braz- 
ing the  joints  and  filing  off  the  super- 
fluous spelter;  it  cannot  be  supposed 
that  he  can  adapt  badly  matched  fittings 
in  such  a  manner  that  a  first  class  frame 
will  be  the  result.  The  good  builder  who 
understands  thoroughly  the  relations  of 
frame  parts  to  each  other  and  the  various 
frame  proportions  in  the  different  shaped 
frames,  can  take  fittings  which  do  not 
match  perfectly,  and  by  little  changes  in 
specified  tube  lengths,  etc.,  erect  a  first 
class  frame.  The  many  queer  shaped 
frames  and  queer  looking  angles  seen  on 
repair  shop  bicycles  stand  in  evidence 
that  the  average  builder  is  not  equal  to 
the  task  of  correcting  evils  arising  from 
the  poor  combination  of  fittings  furnished 
him  by  the  supply  firms. 

Brackets  Known  by  "Drop"  Alone. 

An  example  of  the  carelessness  dis- 
played with  regard  to  the  accurate  fit- 
ting of  parts  is  the  crank  brackets  sold. 
Nearly  every  supply  house  in  Chicago 
sells  a  certain  hanger  and  nearly  every 
repair  shop  builder  buys  it.  It  is  a  com- 
mon thing  to  notice  a  builder  come  into  a 
store  and  ask  for  one  of  these  hangers, 
naming  certain  specifications,  and  to  hear 
the  salesman  ask  him  if  he  wants  the 
bracket  for  a  three,  or  for  a  two  and  a 
half  inch  drop.  These  brackets  when  sold 
at  supply  houses  are  made  for  three  and 
for  two  and  a  half  inch  drop  and  are  sold 
to  match  all  of  the  fittings  in  the  city. 
But  few  repairmen  ever  stop  to  think  that 
the  same  bracket  may  give  a  three  inch 
drop  in  one  frame  and  a  two  and  a  half 
inch  drop  in  another,  and  just  how  it 
gives  a  three  inch  drop  in  the  frames 
they  are  building  they  do  not  know.  The 
repairman  takes  his  hanger  for  the  three 
inch  drop,  goes  back  to  his  shop,  cuts  up 
some  tube,  tries  the  parts  together, 
pinches  one  angle,  pulls  another,  cuts  off 
the  top  rail  a  little,  pulls  the  lower  rail 
nearly  out  of  the  sockets,  pins  the  thing 
together,  brazes  it,  files  the  joints,  sends 
it  over  to  an  enameler's,  puts  on  the 
other  parts   and  wheels  when  it  comes 


back,  and  sends  it  out  of  the  shop,  a  bi- 
cycle with  an  approximate  three  inch 
drop  and  an  up-to-date  appearance  of  the 
kind  to  which  distance  lends  enchant- 
ment. 

One  reason  why  so  many  parts  fail  to 
fit  together  properly  is  because  supply 
houses  often  buy  of  different  makers.  A 
house  may  buy  its  hangers  here,  its  seat 
clusters  there,  its  head  lugs  somewhere 
else.  It  may  furnish  either  separate  head 
lugs  or  one  piece  heads.  The  one  piece 
heads  are  made  at  some  stamping  plant, 
the  separate  lugs  may  be  made  at  another 
stamping  plant  or  at  some  mitis  casting 
foundry.  The  one  piece  head  sold  by  one 
firm  as  matching  its  frame  parts  is  also 
sold  at  other  houses  to  match  other  sets 
of  parts.  Such  a  condition  would  not  be 
as  bad  as  it  is  if  every  builder  knew  l.ow 
to  adapt  what  he  can  get,  but  nearly 
every  repair  shop  builder  only  knows  how 
to  assemble  in  the  easiest  manner  what 
is  supplied  him  as  matching  parts. 

Blue  Prints  Often  Misleading. 

A  certain  line  of  juvenile  fittings  made 
from  castings  do  not  match  the  original 
drawings,  or  at  least  those  blue  prints 
which  are  supplied  to  patrons.  A  builder 
who  bought  a  set  of  these  parts  cut  his 
frame  tubes  as  per  the  blue  print  figures, 
but  when  he  attepapted  to  put  the  frame 
together  he  found  that  it  was  impossible 
to  make  the  parts  connect.  After  much 
tampering  with  tube  lengths  and  spring- 
ing of  joints  the  frame  was  assembled 
and  brazed.  After  completion  it  looked 
no  more  like  the  frame  in  the  drawing 
than  if  it  had  been  made  from  an  entire- 
ly different  set  of  fittings.  The  head  was 
longer,  as  was  also  the  wheel  base,  and 
when  the  front  forks  and  wheels  were  put 
in  it  was  found  that  the  front  angle  to  the 
crank  hanger  was  so  much  larger  than  it 
should  have  been  that  the  top  frame  tube 
would  not  be  level,  but  was  raised  at  the 
front  end. 

Another  company  formerly  sent  out 
frame  sets  in  which  the  bent  rear  forks 
were  not  cranked  enough  to  allow  for 
clearance  of  the  cranks.  The  common 
method  for  the  correcting  of  this  evil  was 
the  bending  of  the  cranks,  though  it  is 
known  that  some  builders  went  to  the 
trouble  of  rebending  the  forks.  Fork 
stems,  threaded  and  sold  as  being  cut  to 
lengths  for  certain  height  frames  built 
from  the  seller's  parts  have  very  often 
been  found  to  be  either  too  long  or  too 
short.  More  than  one  firm  has  been 
guilty  of  such  small  mistakes  as  this.  The 
safest  plan  in  buying  fork  stems  of  any 
firm  is  to  get  one  long  enough  for  any 
frame  and  to  then  cut  it  off  to  suit.  The 
trouble  with  the  latter  plan  is  that  there 
are  many  builders  who  have  not  enough 
mathematical  ability  to  figure  out  how 
long  they  really  do  want  their  fork 
stems.  They  have  to  try  and,  if  not  right, 
try  again. 

Sprung  Rear  Stays— Faulty  Catalogues. 

The  same  story  is  told  by  nearly  every 
repairman  who  has  used  during  the  clos- 
ing season  the  seat  cluster  marketed  by  a 
certain  other  firm  dealing  in  supplies.  It 
is  stated  that  the  angle  at  which  the  rear 
stay  lugs  are  set  to  the  main  lugs  Is  eo 
small  that  were  the  stays  placed  on  the 
lugs  without  springing,  '.hey  would  r.trike 
the  rear  forks  somewhere  from  three  to 
six  inches  in  front  of  the  rear  end  lugs, 


according  to  the  length  of  the  rear 
frame.  This  one  lug  belonging  to  a  popu- 
lar line  of  fittings  is  responsible  for  a 
very  large  part  of  the  bad  looking  beat 
clusters  to  be  seen  on  '98  repair  shop  bi- 
cycles in  Chicago.  The  changing  rf  the 
angle,  by  sawing  each  stay  lug  nearly  in 
two  from  the  under  side,  opening  each  up 
at  the  sawed  place,  filling  up  with  scraps 
of  metal  and  brazing  together  again,  was 
recently  the  subject  of  an  iirticle  in  a 
well  known  machine  paper.  Even  the  re- 
pairmen who  buy  the  most  expensive 
parts  are  sometimes  put  to  trouble  be- 
cause the  supply  house  which  markets 
them  has  not  marked  the  angles  of  the 
lugs  on  the  diagrams  in  the  catalogue.  If 
a  builder  wants  to  know  what  the  angle 
of  a  lug  is.  he  must  either  send  to  the  of- 
fice to  find  out  or  must  rely  upon  the  not 
always  accurate  plan  of  measuring  one  of 
the  lugs  itself. 

Few  Adjustable  Rear  Fork  Lugs. 

In  Chicago  rear  end  lugs  are  bought  by 
everyone  without  regard  to  angle  and  are 
used  as  they  are  if  they  can  be  made  to 
go,  and  if  not  the  builder  changes  the 
angle  as  best  he  may.  It  is  not  difficult 
to  change  the  angle  of  a  rear  lug  of  the 
common  flat  stamped  pattern,  but  it  takes 
a  rather  good  workman  to  change  the 
angle  of  a  heavy  cast  rear  lug,  which  in 
nine  times  out  of  ten  is  liable  to  have  a 
very  light  connecting  body  between  the 
branches,  thus  increasing  the  liability  of 
breakage.  One  supply  house  for  a  time 
handled  a  line  of  stamped  fittings,  which 
were  sold  in  sets,  and  the  buyer  was  fur- 
nished with  tube  cut  to  length  or  with  di- 
rections and  figures  for  cutting  the  tub- 
ing. A  repairer  after  having  tried  to  build 
frames  from  these  sets  and  having  found 
that  the  frame  dimensions  as  per  the  sup- 
ply house's  drawings  and  specifications 
were  far  from  right,  went  iiround  and, 
after  complaining,  was  requested  to  fur- 
nish the  company  with  the  correct  tube 
lengths  for  the  frames. 

The  above  instances  of  careless  specifi- 
cation of  parts  and  the  differences  be- 
tween specifications  and  parts  themselves 
carry  a  lesson  for  the  retail  bicycle  trade 
as  well  as  for  the  parts  trade.  It  being 
so  hard  to  get  parts  which  fit  correctly, 
and  the  variety  of  parts  sold  by  each 
house  under  the  assumption  that  any 
combination  will  work  veil  together 
makes  it  apparent  that  a  well  'nade  bi- 
cycle is  out  of  the  question  in  a  vepair 
shop  whose  proprietor  does  not  have  in- 
telligent ideas  on  bicycle  design  and  can 
not  do  for  himself  that  which  the  parts 
firm  has  failed  to  do  for  him. 


Trade  With  South  Africa. 

The  remarkable  development  of  trade 
between  South  Africa  and  the  United 
States  is  indicated  by  the  shipping  sta- 
tistics, which  show  an  increase  in  the  last 
two  years  of  at  least  50  per  cent  in  the 
shipments  of  the  various  articles  of  com- 
merce that  South  African  merchants  or- 
der from  American  manufacturers,  and  it 
can  be  safely  predicted  that,  at  the  end 
of  the  current  year,  there  will  be  a  still 
more  marked  increase  in  such  traflBic.  A 
line  of  steamers  running  at  regular  inter- 
vals is  now  connecting  the  two  countries, 
and  they  are  packed  with  goods  as  they 
arrive  from  month  to  month.  A  glance 
at  the  shipping  freight  rates  shows  the 
great  advantage  American  exporters  have 
over  those  in  England  and  Germany.  The 
freight  from  the  United  States  to  Cape 
Town  is:  First  class,  fine  goods,  $8.50 
per  ton;  second  class,  fine  goods,  $6; 
third  class,  rough  goods,  $5.46;  fourth 
class,  rough  goods,  $4.25.  The  rates  from 
class,  $12.15;  second  class,  $9.72;  third 
class.  $9.11;  fourth  class,  $8.50.  The 
freight  from  England  is:  First  class. 
$13.36;  second  class,  $10.12;  third  class, 
$8.50;  and  fourth  class,  $7.78. 


68 


The  Cycle  Age  and  Trade  Review 


REPAIR  5H0P   ECONOIWICS 


Case  Hardening  in  Small  Lots — flethods   Suggested   for 

Use  in  the  Shop 


The  working  of  high  carbon  steel  is  a 
slow  process  on  any  lathe  and  with  the 
best  of  men  in  charge.  Mild  steel,  how- 
ever, works  very  readily  and  even  the 
small  repairer  with  the  foot  power  lathe 
can  turn  it  up  into  cups,  cones,  pedal  pins, 
etc.,  without  much  diflSculty.  But  having 
turned  it  up  he  is  confronted  with  the 
problem  of  hardening  it.  Having  turned 
up  tool  steel  it  becomes  but  a  matter  of 
heating  and  plunging  the  piece  into  cold 
water  or  oil  to  temper  it.  While  this 
operation  is  not  so  simple  as  it  appears 
and  while  it  takes  long  experience  to  tem- 
per properly,  yet  after  some  practice  the 
repairer  will  be  able  to  temper  after  a 
fashion.  But  could  he  case  harden  he 
would  not  have  to  run  the  risk  of  poor 
tempering,  would  be  saved  the  work  of 
turning  hard  steel  and  the  expense  of 
purchasing  high  priced  steel  stock. 

Hardening  by  Cyanide  Process. 

Case  hardening  has  in  the  last  few  years 
become  more  widely  and  better  under- 
stood and  the  methods  employed  have 
been  much  improved.  Still  the  small 
shopman  has  been  practically  left  out  of 
the  question.  The  modern  case  harden- 
ing methods  are  mainly  methods  for  the 
large  case  hardener  who  can  establish  a 
plant  for  doing  the  work  on  an  extensive 
scale.  The  occasional  hardener  and  he 
who  desires  to  harden  in  small  lots  is  still 
in  about  the  same  situation  that  he  occu- 
pied several  years  ago  as  far  as  general 
knowledge  on  the  subject  is  concerned. 
The  commonly  accepted  opinion  is  that  to 
the  small  shopman  there  are  two  courses 
open.  He  may  either  send  his  pieces  to 
some  regular  case  hardener  or  he  may 
adopt  the  original  plan  of  case  harden- 
ing in  cyanide  of  potassium.  The  former 
plan  is  open  to  only  the  repairer  in  the 
large  cities.  The  country  repairman  can- 
not afford  the  time  necessary  to  send 
parts  to  the  nearest  large  city  to  have 
them  case  hardened.  The  expense  would 
be  such  that  it  would  be  as  economical  for 
him  to  make  the  parts  of  tool  steel  in 
the  first  place,  or  even  to  send  to  the  fac- 
tory, where  the  original  part  was  made 
and  get  a  duplicate.  If  he  case  hardens 
he  must  do  it  himself.  The  cyanide  pro- 
cess is  satisfactory  in  that  it  is  simple, 
and  one  man  may  with  a  little  experience 
do  it  as  well  as  another.  But  done  as 
well  as  may  be  it  still  is  only  a  make- 
shift case  hardening  as  the  shell  of  hard- 
ened steel  on  the  piece  is  so  thin  that  it 
will  give  but  little  service.  The  opera- 
tions in  case  hardening  by  the  cyanide 
process  are  few.  The  piece  to  be  hardened 
is  heated  to  a  bright  red  and  then  held 
in  the  cyanide  of  potassium  for  a  few 
seconds.  The  part  is  then  plunged  into 
the  water  or  oil  for  hardening.  There  is 
one  advantage  of  this  process  which  rec- 
ommends it  to  the  bicycle  repairer.  The 
hardened  shell  being  so  thin  grinding  is 
out  of  the  question.  This  relieves  the 
repairer  of  the  conscientious  responsibil- 
ity of  grinding  the  piece.  Further,  it  is 
hardly  necessary  to  grind  a  cone  or  cup 
hardened  in  this  way,  even  if  it  could  be 
done.  A  tool  steel  cone  may  be  ever  so 
accurately  turned  up,  but  when  it  is  tem- 
pered it  will  be  found  to  have  warped  out 
of  shape,  and  grinding  made  necessary  if 
the  cone  is  to  have  the  proper  shape  and 
size  for  good  running  qualities  in  the 
bearing.  Very  few  repairers  out  of  the 
several  thousand  in  the  country  have  fa- 
cilities for  grinding.     The  cyanide  case 


hardening  does  not  to  any  perceptible  ex- 
tent warp  the  cone  or  cup  out  of  shape. 

It  may  or  it  may  not  be  possible  for 
the  repairer  and  the  small  shopman  in 
other  lines  to  case  harden  by  similar  pro- 
cesses to  those  employed  on  a  large  scale. 
A  summary  of  the  case  hardening  pro- 
cesses as  they  exist  will  enable  the  re- 
pairer to  grasp  the  situation  and  discover 
for  himself  whether  it  is  possible  for 
him  to  utilize  on  a  small  scale  the  pro- 
cesses which  are  practical,  profitable  and 
desirable  on  a  large  scale. 

Furnace  Mardenlns:  With  Bone  Meal. 

Case  hardening  by  the  usual  methods 
necessitates  a  furnace  in  which  to  heat 
the  parts,  some  substance  to  bake  with 
the  pieces  in  order  to  lend  them  the  de- 
sired carbon,  and  something,  either  oil  or 
water,  into  which  to  dump  the  parts  in 
order  to  harden  them.  It  is  the  first  re- 
quirement that  is  the  stumbling  block  to 
the  small  hardener.  Any  material  rich 
in  carbon  which  when  heated  will  "be  as- 
similated by  the  steel  may  be  used  for 
carbonizing.  Scraps  of  leather,  hoofs, 
bone  meal,  charcoal,  etc.,  are  all  used, 
bone  meal,  or  bone  meal  mixed  with  char- 
coal being  the  most  common  and  the  most 
generally  satisfactory.     It   may  be   pur- 


chased of  firms  who  make  a  specialty  of 
such  products  or  it  may  be  bought  from 
stock  yards  concerns  and  other  large 
meat  houses  which  waste  nothing  in  the 
butchering  and  marketing  of  cattle  and 
which  place  for  sale  in  some  shape  or  oth- 
er everything  that  can  be  saved  in  the 
butchering  of  their  stock.  For  ordinary 
purposes  bone  meal  is  doubtless  the  best 
substance  to  use.  It  should  be  purchased 
in  a  grade  which  has  a  coarse  granulated 
appearance,  the  particles  being  about  the 
size  of  rice.  The  parts  to  be  hardened 
are  placed  in  a  cast  iron  pot  or  box  to- 
gether with  the  raw  bone.  The  box  may 
be  of  any  convenient  form,  and  for  such 
parts  as  cups  and  cones  it  may  be  about 
six  inches  deep,  six  wide,  and  eight  or  ten 
inches  long.  A  layer  of  the  bone  meal 
about  an  inch  thick  is  snread  over  the 
bottom  of  the  box  and  then  a  layer  of 
cones  put  in,  care  being  taken  that  the 
cones  do  not  touch  each  other.  It  is 
well  to  leave  about  an  inch  of  space  be- 
tween all  adjoining  cones.  Then  sprinkle 
on  more  bone  to  fill  up  between  the  cones 
and  cover  them  with  a  laver  which  shall 
also  be  nearly  an  inch  thick.  Repeat  the 
operation  till  the  box  is  filled  with  suc- 
cessive layers  of  bone  meal  and  parts. 
The  cover  may  then  be  put  on  and  the 
box  placed  in  the  oven  or  furnace,  where 
it  is  left  under  a  steady  medium  heat  for 
from  four  to  eiarht  hours,  according  to 
the  character  of  the  parts,  and  the  denth 
of  the  shell  desired.  Nothing  but  exne- 
rience  can  determine  just  how  hot  to  heat 
the  pieces  and  just  how  long  to  leave 
them  in  to  obtain  the  best  results.  After 
the  box  containing  the  parts  has  been 


heated  sufliciently  and  the  parts  have  ab- 
sorbed carbon  enough  from  raw 
hone  to  insure  a  hardened  shell  of  the 
desired  thickness,  the  pot  is  removed  from 
the  oven  and  the  parts  dumped  into  the 
water  or  oil. 

While  constant  work  at  hardening  will 
teach  one  how  to  judge  of  the  proper 
time  for  the  removal  of  the  parts  for 
dumping,  and  while  the  experienced  case 
hardener  scorns  anything  in  the  line  of 
mechanical  aids  to  tell  him  when  his 
work  has  been  heated  sufiiciently,  there 
are  many  who  have  not  reached  that  point 
of  self-confidence  where  they  can  repudi- 
ate things  which  will  help  them  to  do 
their  work  properly.  For  such  it  is  well 
to  know  the  simple  trick  of  using  the 
tell-tale.  The  tell-tale  consists  of  a  piece 
of  round  iron  of  nearly  the  same  diameter 
as  the  pieces  to  be  case  hardened.  A  hole 
is  made  in  the  center  of  the  cover  of  the 
heating  box  just  large  enough  to  receive 
the  tell-tale  snugly  but  not  tightly.  The 
iron  rod  should  project  above  the  top  of 
the  box  to  allow  it  to  be  grasped  with  a 
pair  of  tongs.  Below  the  cover  the  rod 
extends  well  down  into  the  bone  meal. 
The  arrangement  of  the  tell-tale  with  re- 
gard to  the  box,  cover  and  pieces  to  be 
hardened  is  shown  in  Fig.  1,  in  which  A 
is  the  cover  and  B  the  tell-tale.  When 
the  box  with  its  contents  has  been  heated 
for  a  time  that  seems  sufiicient  to  the 
operator,  the  oven  door  may  be  opened 
and  the  tell-tale  carefully  withdrawn  from 
the  box  with  a  pair  of  tongs.  The  con- 
tents of  the  box  must  not  be  disturbed 
during  the  operation.  The  rod  is  plunged 
into  co^d  water  and  if  upon  in=!pection  and 
after  breaking  and  after  trying  with  a 
file  the  rod  appears  to  be  hardened  suffi- 
ciently the  pot  is  taken  out  and  its  con- 
tents dumped.  If  the  tell-tale  is  not  hard 
enough  or  if  the  shell  is  not  thick  enough 
the  box  is  left  in  the  oven  for  a  longer 
time.  To  make  the  matter  more  certain, 
two,  or  even  more  tell-tales  may  be  ar- 
ranged in  each  box.  thus  avoiding  uncer- 
tainty after  the  first  rod  has  been  re- 
moved. It  is  a  good  plan  before  dump- 
ing the  parts  into  the  water  or  oil,  to 
cool  them  off  and  then  heat  evenly  to  a 
tempering  heat  and  then  dump.  This  ob- 
viates the  probability  of  dumping  the 
parts  at  a  temperature  too  high  for  good 
hardening.  In  reheating  to  a  tempering 
heat  the  case  hardening  when  obtained 
will  be  even  and  fine  grained. 

Recourse  to  Banked  Boiler  PIres. 

The  question  now  arises  in  the  repair- 
er's mind:  "What  chances  are  there  for 
me  to  have  a  furnace  in  which  to  heat 
parts  to  be  case-hardened?"  It  may  be 
taken  for  granted  that  the  small  case 
hardener  will  need  but  a  very  small  pot 
in  which  to  heat  his  parts,  and  that  he 
will  have  use  for  but  one  box  at  a  time; 
otherwise  he  would  not  be  a  small  hard- 
ener. Hence  the  oven  in  which  the  re- 
pairer heats  his  parts  may  be  very  small. 
The  main  point  is  that  of  some  means  for 
maintaining  an  even  heat  for  a  time  of 
from  four  to  six  hours.  The  pot  may  be 
any  iron  box  which  the  repairer  can  get 
or  can  make.  The  easiest  way  for  the  re- 
pairer to  provide  himself  with  a  furnace 
is  by  making  arrangements  with  the 
night  fireman  of  some  plant  having  a 
steam  boiler.  After  the  fires  of  such  a 
plant  have  been  banked  for  the  night  the 
hardening  pot  may  be  set  in  the  boiler 
firebox  on  the  coals  and  instructions  left 
with  the  fireman  to  take  it  out  at  a  cer- 
tain time,  four  or  five  hours  after,  and 
dump  the  contents.  In  this  way  the  parts 
may  be  hardened  without  any  expense  ex- 
cept that  of  the  raw  bone,  which  for  case 
hardening  on  a  small  scale,  does  not 
amount  to  much.  If  there  is  no  night 
fireman  to  watch  the  banked  fires  the  box 
may  be  put  in  late  at  night  and  left  to 
be  dumped  by  the  renairer  himself  early 
in  the  morning.    Case  hardening  at  night 


The  Cycle  Age  and  Trade  Review 


69 


me  Rave  Jlutborized 


TRADE 
MARK    i^ 


the  Olds  Wagon  Works,  of  Fort  Wayne,  Ind.,  to  manufacture 
Dunlop  Laminated  Wood  Rims  and  use  our  trade  mark  on 
same.  The  trade  is  referred  direct  to  them  for  quotations. 
They  have  not  at  present  any  stock  of  rims  on  hand,  but  will 
proceed  with  their  manufacture  at  once. = 


CDe  Ci$t  of  Hutborized  Olood  Rim  lllaKers  now  Stands  as  follows 


Fairbanks-Boston   Rim   Co.,  Bradford, 

Pa.  and  Bedford,  Mass. 
Kundtz  Bending  Co.,  Cleveland,  Ohio. 
Olds  Wagon  Works,  Fort  Wayne,  Ind. 


Cbe  Jliiiericdn  Dunlop  Z\n  €o. 


134  Cake  Street,  ehicaao,  TlU 


TRADE 
MARK 

Mention  The  Cycle  Age 


Belleville,  (north  newarh)  n.  3, 


"They  are  after  you,  Mr.  Bicycle  Manufacturer." 

WHO? 
Our  Travelers  I 

They  are  looking  tor  all  manufacturers  who  are  looking  for  the  best  in  our  line. 

We  don't  make  cheap  tubing  for  use  in  cycle  construction  and  don't  believe 
any  bicycle  manufacturer  who  makes  a  good  wheel  and  stands  behind  it  will 
consider  seriously  the  use  of  interior  tubing  for  one  minute. 

"SHELBY" 

is  made  from  the  highest  grade  Swedish  Charcoal  Steel  that  can  be  obtained. 
'^ SHELBY  ''  has  the  capacity  and  equipment  to  meet  all  demands. 

"SS^XBF^' has  the  reputation  of  making  tubing  of  the  highest  standard. 
Catalogues  and  further  information  on  application  to  our  offices. 

5HELBY  STEEL  TUBE  COMPANY, 


144  Cbambers  St., 

NBW  YORK,  K.  Y. 


General  Sales  Offices:      CLEVELAND,  OHIO,  U.  S.  A. 

Branch  Offices  and  Warerooms: 

135  I,ake  St., 

CHICAGO,  11,1,. 

Mention  The  Cycle  Age 


29  Constlttttlofi  Hill, 

BIRMINGHAM,  BNG. 


70 


The  Cycle  Age  and  Trade  Review 


in  this  manner  enables  a  repairer  to  turn 
out  a  cone  or  cup  in  the  afternoon  and 
have  it  ready  for  delivery  to  the  customer 
on  the  following  morning. 

If  it  is  not  possible  to  get  the  use  of  a 
boiler  firebox,  the  repairer  must  rig  up 
some  sort  of  furnace  himself.  If  he  has 
a  forge  or  the  use  of  one  an  oven  of  fire 
brick  may  be  built  on  the  bed  of  the 
forge  and  the  heating  pot  set  inside  on 
the  forge  coals.  In  such  a  manner  the 
best  of  results  may  be  obtained  as  the 
operator  may  watch  the  work  constantly 
and  if  desired,  use  the  tell-tale  to  help 
him,  but  like  most  good  things,  it  has  its 
drawbacks,  these  being  that  somebody 
must  work  for  about  four  hours  fanning 
the  flame  of  the  forge  gently  in  order  to 
keep  up  the  even  heat  required.  Of  course, 
if  access  to  some  factory  forge  which  is 
fitted  with  a  power  blast  is  had,  case 
hardening  on  the  forge  becomes  a  fairly 
easy  manner,  the  chief  point  then  being 
to  erect  an  oven  which  will  be  tight 
enough  to  maintai^i  an  even  heat, 

Scheme  for  Uslne  Gasoline  Brazer. 

The  remaining  practical  course  that  is 
open  for  the  repairer's  trial  is  case  hard- 
ening on  the  gasoline  brazer.  In  Fig.  2 
is  shown  a  scheme  for  rigging  up  a  case 
hardening  oven  on  a  common  form  of 
gasoline  brazer.  It  is  doubtless  worth 
trying  as  the  expense  will  be  but  slight. 
A  table  of  fire  brick  in  one  piece  is 
placed  on  the  brazer  head  and  four  walls, 
each  consisting  of  a  single  piece  of  fire 
brick  set  up  on  the  bed.    One  of  these 


WINTER    CARE    OF    SIDELINES 


KEEPING    STOCK    IN    CONDITION 


sides  should  be  so  fitted  and  arranged 
that  it  can  be  easily  removed.  A  piece  of 
brick  similar  to  the  bed  should  be  laid 
on  top  of  the  walls  thus  completely  in- 
closing the  bed  of  the  brazer  and  form- 
ing an  oven.  In  two  of  the  side  walls 
holes  should  be  provided  for  the  passage 
of  the  fiames  from  the  burners,  or  for  the 
burners  themselves  if  they  are  of  such 
construction  that  they  extend  inward 
toward  the  center  of  the  bed.  A  shelf  (A) 
of  iron  rods  is  placed  above  the  flame 
and  on  this  may  be  set  the  box  or  pot  in 
which  the  part  or  parts  to  be  hardened 
are  contained.  This  oven  being  small  will 
take  but  comparatively  little  heat  to  get 
its  interior  up  to  the  proper  temperature 
and  if  the  fire  bricks  be  two  or  three 
inches  thick  and  closely  set,  they  will  pre- 
vent the  escape  of  very  much  heat.  The 
pieces  may  be  placed  in  the  pot  with  the 
raw  bone  and  the  pot  placed  on  the  shelf 
and  the  removable  side  to  the  oven  placed 
in  position.  The  brazer  may  be  then 
started  and  kept  at  a  slow  heat  till  the 
parts  are  ready  for  removal.  The  supply 
of  air  and  gasoline  being  both  under  per- 
fect control  the  flame  can  be  readily  main- 
tained at  a  constant  heat.  If  necessary, 
the  supply  of  air  in  the  tank  can  be  re- 
newed from  time  to  time  without  affecting 
the  blast  at  the  burners.  The  gasoline 
burned  during  the  four  or  five  hours  will 
not  amount  to  enough  to  make  the  pro- 
cess an  expensive  one.  It  is  not  known 
whether  this  scheme  has  even  been  put 
into  practical  operation,  but  it  seems  to 
offer  a  way  for  the  repairer  to  do  his 
own  case  hardening  and  accordingly  is 
among  the  possibilities  in  this  line. 


Metal,  Leather  and  Wooden  Goods  Seri- 
ous'y  Affected  by  Shelf  Position- 
Moisture  From  the  Floor. 


Next  in  importance  to  the  advantage- 
ous display  of  sidelines,  is  the  care  of  the 
stock  comprising  the  same.  It  is  of  little 
use  that  such  goods  are  free  from  rust, 
soiling  and  marks  of  general  abuse  if, 
on  approaching  the  sale,  the  stock  is  in 
such  poor  condition,  from  lack  of  atten- 
tion or  neglect,  as  to  cause  a  refusal  to 
accept  them;  or,  if  taken,  dissatisfaction 
with  the  purchase  results.  In  carrying 
on  a  business  involving  many  different 
materials  and  combinations  of  articles 
variously  affected  by  changes  of  weather 
and  other  unavoidable  infiuences,  it  is 
of  the  first  importance  that  the  stock 
should  be  located  within  the  store,  not  at 
hap-hazard,  or  wherever  a  vacant  place 
is  handy,  but  made  the  subject  of  very 
careful  attention. 

niddle  Shelves  Safest. 

Because  it  forms  the  basis  for  the 
larger  part  of  many  fancy  goods  in  the 
shape  of  leather  wares,  wood  work  is  the 
first  item  to  take  into  consideration. 
Wood,  even  after  years  of  seasoning,  is 
more  or  less  adversely  affected  by  ex- 
tremes of  either  heat  or  cold.  As  the 
stock  of  fancy  wears  is  largest  during  the 
few  weeks  immediately  preceding  the 
holidays,  it  is  well  to  bear  in  mind  that 
the  fires  which  have  already  been  started, 
warm  the  rooms  and  buildings  with  a  dif- 
ferent quality  of  heat  from  that  of  sum- 
mer. The  former  is  dry  and  sudden,  and, 
obeying  the  natural  laws  of  heat,  as- 
cends to  the  upper  parts  of  the  room. 
Obviously,  the  upper  shelves  should  not 
be  reserved  for  goods  subject  to  warping. 
Equally  bad  is  the  lowest,  or  floor  shelves 
or  bins.  The  sprinkling  of  the  floor  in 
sweeping,  the  current  of  cold  atmosphere 
resulting  from  the  opening  and  closing  of 
the  doors  in  bad  weather,  and  the  snow 
and  wet  brought  in  on  the  shoes,  umbrel- 
las and  garments  of  customers,  keep  the 
floor  during  the  winter  season  in  a  state 
of  continual  dampness,  as  detrimental  to 
wood  work  as  excessively  dry  heat.  A 
medium  place,  between  the  upper  and 
lower  shelves,  will  be  found  not  only  bet- 
ter, but  actually  imperative,  for  keeping 
many  classes  of  sidelines  as  they  should 
be. 

Leather,  when  kept  in  a  damp  place,  is 
subject  to  a  greenish  mould  that  destroys 
the  wear  of  the  leather.  Too  much  heat 
dries  and  cracks  it.  A  medium  shelf  for 
this  part  of  the  stock  will  be  found  to  be 
the  best.  Cutlery,  so  hard  to  keep  long 
in  stock  without  liability  to  rust,  can  be 
put  on  the  upper  shelves,  as  the  dry  heat, 
so  detrimental  to  other  stock,  is  the  sur- 
est safeguard  against  rust  and  consequent 
loss.  The  various  textile  goods  liable  to 
be  in  the  stock  of  sidelines  of  the  cycle 
dealer,  are  not  ordinarily  affected  by 
either  heat  or  cold,  and  may  be  kept  as 
convenience  of  space  suggests. 

Avoid  Prepared  Metal  Polishes. 

In  cleaning  nickel,  blass,  and  other 
polished  metals,  the  thousand  and  one 
so  called  "polishes"  should  be  very  care- 
fully avoided.  The  chemicals  of  which 
many  of  these  are  largely  composed,  are 
acids  more  or  less  diluted;  and,  though 
apparently  effective,  will  be  found  in  the 
long  run  to  injure  and  deface  the  articles 
to  which  they  are  applied.  Jewelers' 
rouge  and  alcohol  freely  applied  with  a 
chamois  skin,  and  polished  afterwards 
with  dry  chamois,  will  be  found  the  best, 
cheapest  and  most  satisfactory  method  of 
restoring  dimmed  and  lusterless  metals. 
The  many  minor  matters  as  to  stock  are 
too   well   known   to  require   mention   in 


this  connection;  but  it  should  be  remem- 
bered that  with  a  furnace  fire,  running 
the  temperature  up  perhaps  to  80  or  90 
degrees,  care  must  be  taken  with  some 
classes  of  sidelines,  or  warped  and  dam- 
aged goods  will  follow  as  surely  as  old 
damaged  stock  means  loss,  and  well  kept, 
clean  good  stock,  means  success. 


BALL  NESTING  MACHINE 


Kendig:  Desisns  Machine  for  Placing  Balls  In  Hubs 
and  Pedals— Saves  riuch  Time. 


Mr.  Kendig,  foreman  of  the  stock-room 
of  Black  Mfg.  Co.,  Erie,  Pa.,  has  de- 
signed a  machine  for  filling  balls  into 
cups  of  hubs  or  hangers,  etc.,  by  means  of 
which  time  and  labor  may  be  saved.  In 
the  old  manner  of  putting  the  balls  in  by 
hand,  which  necessitated  the  balls  being 
counted,  a  man  could  do  160  pairs  of  hubs 
a  day  and  feel  that  he  had  done  a  day's 
work.  By  the  Kendig  machine  a  novice 
can  fill  140  an  hour,  the  machine  counting 
the  balls  and  allowing  just  so  many  to 
pass  each  time  the  lever  is  pressed.  The 
drawings  give  a  general  view  of  the  ma- 
chine attached  to  a  wall  and  sectional 
plan  and  elevation,  and  also  show  the 
valve  or  gauge  by  which  the  balls  are  al- 
lowed to  pass  into  the  nozzle  ready  for 
the  operator  to  open  the  lever.  It  will  be 
seen  that  there  are  two  levers,  one  allow- 
ing eleven  balls  to  pass,  while  the  other 


allows  thirteen.  This  is  for  parts  such  as 
pedals,  where  a  larger  number  of  balls  is 
used  on  one  side  than  on  the  other. 

The  machine  is  composed  of  a  box  at 
the  top  of  the  support,  with  a  V-shaped 
bottom  in  which  the  balls  are  stored. 
Running  from  this  box  is  a  hose  the  in- 
side diameter  of  which  is  the  same  as 
that  of  the  balls  to  be  used.  At  the  end 
of  the  hose  is  the  valve,  the  end  of  which 
reaches  just  to  the  end  of  the  hub  when 
in  place.  Running  from  the  box  to  the 
floor  is  a  foot  lever,  attached  at  its  upper 
end  to  a  rod  which  lies  on  the  box  and  has 
a  hollow  front  portion  slightly  larger  in 
the  hollow  than  the  diameter  of  the  balls. 
This  lever,  by  being  pressed  with  the 
foot,  pushes  the  hollow  rod  toward  the 
mouth  of  the  hose,  where  it  enters  the 
ball  box.  This  movement  keeps  the  hose 
filled  with  balls,  and  at  the  same  time 
does  not  allow  them  to  clog  at  the  en- 
trance of  the  hose.  The  hole  in  the  rod 
"runs  out"  about  half  way  of  its  length 
so  that  if  the  hose  becomes  full  of  balls 
and  the  lever  is  pressed,  the  balls  will 
not  be  forced  into  the  hose,  but  will  pass 
out  of  the  hole  in  the  center  of  the  rod 
or  tube.  The  hollow  rod  or  tube  is  mere- 
ly provided  for  a  feed  for  the  hose,  as 
without  something  of  this  nature,  the 
balls  would  clog  in  front  of  the  hose. 


Three  international  bicycle  exhibitions 
will  be  held  in  Belgium  during  the  com- 
ing winter,  as  follows:  Antwerp,  opening 
February  1;  Liege,  March  10,  and  Brus- 
sels, March  20. 


The  Cycle  Age  and  Trade  Review 


71 


5^: 


Fauber  im  Hanger. 

NEW  IDEAS— NEW  PRICES. 

MANUFACTURERS  ^ho  used  Fauber  Hangers  were  very  successful  and  well  satisfied. 

DEALERS  found  them  good  sellers  and  bicycles  fitted  with  them  not  dead  stock. 

RIDER5  appreciate  the  simple  and  practical  construction  of  the  Fauber  Hanger   and   the    advantage    of   a 

standard  article  for  which  you  can  get  any  necessary  repairs. 
We  are  Pioneers  in  the  manufacture  of  One-Piece  Crank-Axles  and  own  more  than  twenty  allowed  and  pending 

patents.    The  Success  of  the  Fauber  Hanger  is  unparalleled  in  the  bicycle  trade. 

OUR  RECORD. 

200 
9  000 
30  000 
100  000 
300,000 

A    capacity   of    1,000    per  day, 
which  we  are  fast  increasing. 


:ld 


Output  over 


40,000    complete    hangers    on 
hand. 


Our  improved  Spanner  Lock  Nut  makes    /  A^^^^^^X    the  end  of  the  hanger  flush  and  dust-proof. 

Note  this  is  our  |W^  j'^'^'  '*'e%^%'l    special  construction. 

NEW  SPANNER  LOCK  NUT 

IMPROVED  FAUBER  REAR  FORKS  AND  BACK  STAYS. 


PORK  COMPLETE. 


PIECES  SEPARATE. 


'PENDING-.      ^ 


THE  COMING  CONSTRUCTION— These  forks  are  made  of  three  pieces  ; 
the  neck  tube  is  slotted  ;  the  ends  overlap  in  the  joint,  making  it  flush  and  rein- 
forcing the  bend.  We  furnish  the  forks  ready  to  assemble.  They  line  up,  are 
easily  brazed,  finished,  strong  and  light.  The  shape  and  style  of  this  fork  are 
perfect.  To  supply  a  part  of  our  trade  for  '99  we  have  contracted  for  500,000  feet 
of  Shelby  Tube. 

W.  H.  FAUBER, 

Manufacturer, 

Jackson  and  Clinton  Streets,  Chicago. 

Mention  The  Cycle  Age 


72 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Adjustable  Wire  Toe=Clips — Eccentric  Driving  Cliainless — 

Paper  Rim  of  Unique  Form 


Ashworth's  Toe-Clip. — The  drawings 
show  three  forms  of  wire  bending  by 
which  it  has  been  the  inventor's  object  to 
produce  an  adjustable  toe  clip  from  a  sin- 
gle piece  of  wire,  capable  of  being  quick- 
ly applied  to  and  removed  from  a  pedal. 
The  adjustment  is  partly  automatical 
through  the  springy  action  of  the  loops 
on  top  of  the  clip,  and  partly  rigid  and 


is  effected  by  springing  the  lower  loops 
more  or  less  apart  when  attaching  them 
to  the  pedal  plate.  The  latter  adjust- 
ment presupposes  oblong  slots  in  the 
pedal  plates,  giving  a  certain  lateral 
range  within  which  the  small  fastening 
plates  may  be  bolted.  In  one  of  the  pat- 
terns shown  the  wire  is  protected  from 
wear  by  a  sheet  metal  plate  bent  to  clasp 
the  lower  wire  loop  and  provided  with  a 
vertical  slot  for  central  attachment  to  the 
pedal  plate.  The  patentee  is  A.  W.  Ash- 
worth  of  St.  Cloud,  Minn.,  assignor  to 
Rand  B.  Ashworth  of  the  same  place.  The 
patent  is  number  613,957,  of  November  8. 

Annable's  Chainless. — The  driving  rods 
are  actuated  by  eccentric  diskS  secured  to 
the  crank  shaft,  with  ball  bearings  be- 
tween the  disks  and  the  circular  straps  of 


the  rods.  In  clips  taking  the  place  of  the 
usual  fork  end  fittings  are  ball  races  in 
which  the  hub  may  rotate  and  one  of  the 
clips  has  an  outwardly  extending  f.ange 
to  the  periphery  of  which  is  attached  an 
internal  gear.  Internally  of  the  hub  there 
are  ball  races  in  which  the  axle  rotates. 
The  axle  is  provided  with  disks  at  both 


ends,  one  of  the  disks  being  adjustable. 
To  each  of  these  disks  are  attached  crank 
pins  journaled  in  ball-bearings  in  the 
driving  rods.  To  the  disk  on  the  gear  side 
of  the  mechanism  are  two  studs,  on  which 
are  journaled  planet  gears  which  engage 
the  fixed  internal  gear  and  a  pinion  on 
the  hub.  Thus  the  axle  is  rotated  through 
the  driving  rods  on  both  sides,  set  quar- 
tering, and  the  motion  is  transmitted  to 
the  hub  by  gearing  one  side  only.  As 
usually  in  mechanisms  of  this  kind,  the 
requirement  of  rigidity  and  perfect  accu- 
racy and  correctness  of  gear  cutting  is 
paramount  for  the  easy  running  of  this 
device.  The  stresses  on  the  ball  bearings 
in  the  hub  must  be  considerable.  The  in- 
ventor is  Warren  W.  Annable  of  Grand 
Rapids,  Mich.,  assignor  of  one-half  to  G. 
S.  Johnson  of  the  same  place. 

Clapp's  Brake. — The  brake  is  applied 
by  the  first  backward  movement  of  the 
pedals,  and  may  then  be  held  in  action 
by  holding  the  pedal  in  stationary  posi- 
tion, and  the  brake  may  be  applied  with 
greater   or   less   force,   according   to  the 


pressure  on  the  pedal.  The  hub  has  a 
cam-ring  of  hardened  steel,  secured  by  a 
pin  on  the  hub  entering  a  recess  in  the 
ring,  and  the  driving  sprocket  surrounds 
this  cam-ring,  balls  being  interposed. 
This  permits  a  backward  rotation  of  the 
sprocket-ring  without  moving  the  hub; 
but  when  the  sprocket-ring  is  driven  for- 
ward the  balls  pinch  between  the  inside 
of  the  ring  and  the  inclined  faces  of  the 
teeth  on  the  cam-ring  and  cause  the 
clutch-wheel  and  hub  to  rotate  with  the 
sprocket-ring.  Around  a  cylindrical  exten- 
sion of  the  hub  is  a  wearing-ring.  A  spline 
projecting  from  the  hub  causes  this  ring 
to  partake  of  any  rotary  movement  of 
the  hub,  and  this  may  be  the  same  spline 
or  stud  which  holds  the  cam-ring  against 
rotation  independently  of  the  hub.  Sur- 
rounding the  wear-piece  are  placed  cam- 
wedges,  which  are  curved  on  their  inner 
faces  and  conform  generally  to  the  wear- 
ing-ring on  which  they  rest.  The  outer 
face  of  each  piece  has  an  inclined  surface 
and  a  projecting  stop.  The  total  length 
of  the  wedge-pieces  is  a  little  less  than 
the  circumference  of  a  circle,  leaving  a 
space,  into  which  space  a  pin,  projecting 
from  the  side  of  the  sprocket,  enters. 
"When  turning  forward,  this  pin  or  stud 
causes  the  wedge-pieces  to  partake  of  the 
movement  of  the  sprocket-ring.  Balls  are 
interposed,  and  when  the  wedge-pieces 
are  moved  in  one  direction  these  balls 
find  lodgment  against  the  stops;  but 
when  the  wedge-pieces  move  in  reverse 


direction  these  balls  are  wedged  between 
the  wedge-pieces  and  the  cup,  which  in- 
closes the  end  of  the  hub,  and  is  secured 
to  the  side  of  the  frame.  Inside  the  cup 
there  is  preferably  a  groove,  and  in  this 
groove,  between  the  teeth  of  the  wedges 
and  the  cup,  are  balls,  having  a  limited 
movement  when  the  sprocket-ring  and 
wedge-pieces  are  moving  forward.  A  re- 
verse movement  of  the  sprocket-ring 
causes  the  inclined  faces  of  the  wedge- 
pieces  to  wedge  firmly  against  the  balls, 
and  thus  press  on  the  wear-piece,  the 
balls  being  held  against  outward  move- 
ment by  a  cup.  The  strains  are  all  com- 
pression strains,  except  on  the  ring.  The 
inventor  is  F.  L.  Ciapp  of  Northampton, 
Mass.,  assignor  to  J.  D.  Keating  of  Mid- 
dletown.  Conn. 

Paper  Rim. — The  illustration  shows  the 
shape  of  a  wheel  rim  designed  to  receive 
two  auxiliary  pneumatic  tubes.    The  rim 


is  formed  of  an  inner  body  of  paper  pulp 
made  from  rhea  fiber  and  an  outer  cover- 
ing of  a  woven  fabric  also  made  of  rhea 
fiber.  This  material  is  said  to  produce  an 
exceedingly  strong,  tough  and  yet  light 
rim.  It  will  be  noticed  that  a  rim  of  this 
description  takes  the  place  not  only  of 
the  steel  or  wood  rim  used  on  bicycles, 
but  also  of  the  outer  casing  used  for 
double  tube  tires.  The  shape  shown  is 
produced  from  a  tube  by  compression  in 
a  mould.  The  inventor  is  J.  C.  Grant,  of 
London,  England. 

Handle  Bar  Clamp. — The  post  is  made 
of  tubing  and  in  its  upper  end  is  brazed  a 
plug  which  extends  upward  far  enough  to 
accommodate  the  clamp.  Above  the 
clamp  it  is  reduced  and  screw-threaded 
to  receive  a  binding  nut.  The  clamp  con- 
sists of  a  sleeve  which  receives  the  han- 
dle bar,  and  jaws  bored  to  receive  the 
plug.  In  practice  the  lower  jaw  is  brazed 
to  the  upper  end  of  the  post  and  the  up- 


per jaw  works  freely  on  the  plug.  A  tri- 
angularly shaped  key  piece  with  serra- 
tions on  the  broad  side  toward  the  bar  is 
inserted  between  beveled  faces  on  the 
sleeve  portion  of  the  clamp.  When  the 
sleeve  is  contracted,  the  beveled  faces 
force  the  key  piece  against  the  serrated 
ferrule  on  the  handlebar.  The  applica- 
tion for  this  patent  dates  back  to  1894, 
was  renewed  in  September  this  year,  and 
the  patent  was  granted  November  8  to 


The  Cycle  Age  and  Trade  Review 


73 


It 


Stearns  Bicycles 

MESSRS.  E.  C.  STEARNS  &  COMPANY  desire  to  announce  that  their  models 
for  the  season  of  1899  are  ready  for  inspection  and  that  their  full  force  of  traveling 
salesmen  are  now  engaged  in  covering  the  territory  assigned  them,  comprising  the 
entire  United  States  and  Canada. 

Each  1899  Stearns  bicycle  is  new,  distinctive,  elegantly  finished  and  equipped.     The 
complete  list  is  as  follows : 


MODELS 


Chainless 

Ladies^  Chainless 

Cushion  Frame  for  men  .  . 
Cushion  Frame  for  women 
Special,  30-inch  wheels .  . . 
Special,  28-inch  wheels .  . . 

Ladies*  Special 

Track  Racer 

Model  E  

Model  F 

Combination  Tandem .... 
Diamond  Tandem 


WELGHT 


26^2  pounds 
27  pounds 
23^4  pounds 
25%  pounds 
2t%  pounds 
211/^  pounds 

23  V2  pounds 
20      pounds 

24  pounds 
24V2  pounds 
45  pounds 
43      pounds 


PRICE 


$75.00 
7500 
65.00 
65.00 
65.00 
60  00 
60  00 
60.00 
50.00 
50.00 
75  00 
75.00 


EQUIPMENT 


TIRES 

Models  E,  F  and  Tandem,  Hartford  No.  80. 

Other  Models,  Palmer. 

Options,  Kangaroo  and  Morgfan  &  Wright. 


SADDLES 

E,  F  and  Tandems,  Garford  J56,  J58  and  J6t. 
Other  Models,  the  above  with  Sager  Flexible, 
Christy  and  Stearns  Rawhide. 


CHARACTERISTICS 


Light  Weights. 


Narrow  Tread. 


2^ -inch  Drop. 


The  works  of  E.  C.  Stearns  &  Company  are  operated  continuously.  They  are  never 
"closed  down**  except  Sundays  and  holidays. 

A  large  number  of  1899  Stearns  bicycles  are  completed  and  ready  for  shipment. 

During  the  season  of  1899  all  orders  will  be  promptly  filled. 

The  ''advance**  catalogue  is  now  ready  for  distribution.  It  describes  in  detail  the 
most  attractive  line  of  bicycles  E.  C.  Stearns  &  Company  have  ever  produced. 


The  trade  on  the  Pacific 
Coast  supplied  from  our 
brauch  store. 

E.  C.  Stearns  &  Company, 
210  McAllister  Street, 
San  Francisco. 


E.  C.  STEARNS  &  COMPANY 

SYRACUSE,  N.  Y. 


The  trade  in  the  Dominion 

of  Canada  supplied  from 

oiir  Canadia  '  factory, 

E.  C.  Stearns  &  Company, 

67  Adelaide  St.  West, 

Toronto,  Ontario. 


^>^.it.^t'^^i^^^^^t'i7^^'>^'^mm^t-^'^^ 


74 


The  Cycle  Age  and  Trade  Review 


W.  G.  Jones  of  Manchester,  N.  H.,  as- 
signor to  Hunter  Arms  Co.  of  Pulton, 
N.  Y. 

Fredrick's  Handlebar. — This  bar  is  al- 
ready being  manufactured.  The  head  of 
the  handlebar  stem  has  a  tapered  aper- 
ture corrugated  interiorily.  The  tapered 
surface  is  broken  by  a  central  recess  to 
receive  the  disk-shaped  inner  ends  of  the 
two  handleljar  sections.  These  disk  por- 
tions have  tapered  corrugated  apertures 
formed  to  correspond  in  size  and  corruga- 


tions to  the  aperture  in  the  head.  A 
taper  block  with  external  corrugations 
to  fit  the  aperture  in  head  and  handlebar 
ends  is  bored  out  from  the  small  end  and 
tapped  to  receive  a  screw  bolt  with  hexa- 
gon head.  Tightening  the  bolt  secures 
the  ■  bar  sections  in  any  desired  adjust- 
ment. The  inventor  is  E.  H.  Fredrick, 
of  Toledo,  0. 

SECRETIVENESS  OF  HAKERS 


Progress    Checked    by    Close  QuardlDg    of    Shop 
Secrets— Americans  Interchanxe  Ideas. 


The  manufacturers  of  this  country,  as  a 
rule,  are  inclined  to  impart  information 
freely  relative  to  the  methods  and  process- 
es which  they  use.  The  tremendous  pro- 
gress which  the  United  States  has  made 
in  economic  production  has  undoubtedly 
been  accelerated  in  no  small  degree  by  the 
willingness  with  which  experiences  have 
been  exchanged  and  the  freedom  with 
which  faulty  methods  have  been  criticised 
when  found  in  use.  Valuable  points  have 
been  gained  by  visits  interchanged  be- 
tween managers  of  rival  establishments 
and  by  the  publication  in  the  technical 
press  and  the  proceedings  of  technical  so- 
cieties of  descriptions  of  new  plant,  new 
machines  and  new  processes.  Shop  se- 
crets may  still  be  jealously  guarded  in 
small  establishments  making  specialties 
for  which  the  market  is  limited,  but  they 
are  seldom  heard  of  among  manufacturers 
of  staple  articles.  Advantages  for  secur- 
ing raw  materials,  the  employment  of  the 
most  improved  machinery  and  capable 
management  are  relied  upon  for  profitable 
results  to  a  much  greater  extent  than  any 
special  process  or  method  belonging  to  the 
particular  plant.  The  branches  in  which 
open  doors  have  been  conspicuously  kept 
are  those  in  which  achievements  have 
been  won  that  have  startled  the  world. 
Mind  has  sharpened  up  mind,  and  every 
advanced  stej)  taken  at  one  place  has  been 
a  spur  to  a  further  advance  somewhere 
else.  The  net  result  has  been  a  vigorous 
growth  and, a  continuous  departure  from 
the  traditions  of  the  shop,  which  always 
impede  progress  like  the  barnacles  on  the 
ship.  No  concern  manufacturing  staple 
products  can  safely  claim  to  have  found  a 
process  so  far  ahead  of  that  used  by  com- 
petitors that  it  can  afford  to  refuse  to  im- 
part or  receive  information.  Some  active 
competitor  will  be  at  work  devising  a  dif- 
ferent and  perhaps  more  economical  way 
of  doing  the  same  thing.    But  those  who 


are  unwilling  to  impart  are  almost  Invari- 
ably unwilling  to  learn,  and  in  time  must 
be  beaten  in  the  race  for  business,  says 
Iron  Age. 

The  explanation  offered  by  the  Iron 
paper  seems  a  little  far  fetched;  for  those 
who  have  something  to  impart  must  have 
been  willing  to  learn  before  they  arrived 
at  the  point  where  their  knowledge  would 
be  sought.  It  seems  more  plausible  that 
those  who  have  learned  something  in  ad- 
vance of  contemporary  industry  are  also 
most  capable  of  learning  something  more. 
They  gain  by  an  exchange  of  courtesies, 
the  fact  that  they  have  more  to  impart 
being  more  than  balanced  by  their  better 
ability  for  absorbing.  They  get  sugges- 
tions for  a  valuable  improvement  from 
something  which  in  the  hands  of  a  less 
able  competitor  is  applied  indifferently  for 
some  small  and  insignificant  purpose.  He 
who  has  something  to  impart  is  in  ad- 
vance of  his  competitors  when  he  imparts 
it,  and  this  priority  which  is  advertised  by 
imitation,  establishes  his  prestige  in 
trade.  This  prestige  he  continues  to  keep 
up  by  his  ability.  Hence  he  prospers  by 
his  liberal  methods,  but  it  would  be  futile 
to  deny  that  there  are  instances  in  which 
a  little  caution  and  secretiveness  consti- 
tute a  useful  exception  to  generally  liberal 
methods.  Those  really  gifted  with  ability 
will  know  how  to  draw  the  line,  while 
those  who  close  their  doors  by  fixed  rule 
will  soon  find  that  competitors  and  the 
public  have  divined  the  real  reason  for  so 
doing,  viz.,  that  there  is  nothing  to  impart 
and  that  it  is  this  fact  which  the  institu- 
tion most  wishes  to  conceal. 


NON-AJUSTABLE  BEARINGS 


Engineers  Say  Ajustability  Is  Unnecessary— Wear 
Not  Appreciable— New  English  Hub. 


Cycle  machinists  have  often  been 
sneered  at  by  engineers  because  of  the 
margin  allowed  for  adjustment  in  cycle 
bearings,  says  Cycle  Referee.  Certainly 
it  should  be  possible  to  manufacture  a 
bearing  in  which  there  should  be  no  ap- 
preciable wear  up  to  about  4,000  miles, 
if  each  bearing  part  is  of  perfectly  hard- 
ened steel,  carefully  ground,  and  in  all 
respects  a  finished  bearing  when  assem- 
bled. 

A  Birmingham  company  has  proceeded 
upon  these  lines  to  make  a  set  of  hubs 
and  brackets  which  have  no  means  for 
adjustment  by  the  ordinary  rider.  By 
making  one  cup  with  a  right-hand  thread 
and  the  other  with  a  left-hand  thread, 
and  each  with  a  shoulder  to  come  up  solid 
to  the  ends  of  the  hubs  or  bracket,  an  ex- 
tremely neat  and  absolutely  secure  disc 
adjustment  is  obtained,  and  one  which 
cannot  be  adjusted  wrongly  if  taken  to 
pieces  any  number  of  times.  In  all  rac- 
ing and  ladies'  machines  it  is  confidently 
expected  that  the  bearings  will  last  with- 
out adjustment  as  long  as  the  machine. 


WANT  CASE  HARDENING  OVENS 


Repairmen  Peel  Need  of  Simple  and  Cheap  Appara- 
tus—Molecular Change  but  No  Carbon. 


There  is  frequent  inctuiry  among  re- 
pairmen for  a  case  hardening  apparatus 
by  which  the  hardened  shell  of  cups  and 
cones  may  be  produced  of  even  thick- 
ness and  with  greater  assurance  of  al- 
ways obtaining  the  same  results  from  the 
same  manner  of  working.  Makers  of 
such  apparatus,  if  they  exist,  are  not 
generally  heard  from. 

A  case  has  recently  come  under  ob- 
servation where  a  cup  which  was  treated 
with  new  bone  dust  in  the  ordinary  man- 
ner showed  the  same  change  in  the 
molecular  structure  of  the  shell  as  is 
usually  observable  after  case  hardening, 
but  nevertheless  the  shell  was  very  soft 
and  chemical  analysis  showed  total  ab- 


sence of  carbon.  No  explanation  of  tht 
phenomenon  has  yet  been  given  and  th« 
pedal  maker  in  whose  shop  it  was  ob- 
served would  like  to  hear  from  anybody 
who  has  had  similar  experiences  or  ha« 
an  explanation  to  offer. 


Election  Bets  Attached  by  flake r. 

Washington,  Nov.  12. — ^Counsel  for  the 
Bellis  Cycle  Co.,  of  Indianapolis,  has  se- 
cured a  writ  of  attachment  against  Wil- 
bur W.  Marmaduke,  a  local  ticket  bro- 
ker. The  writ  was  issued  on  a  judgment 
secured  in  1896  by  the  Bellis  company 
against  Marmaduke,  who  at  that  tim« 
traded  as  the  Washington  Cycle  Co.  The 
total  amount  of  the  judgment  was  $1,- 
525.57.  The  writ  was  served  on  Orren 
G.  Staples,  a  local  hotel  proprietor,  who, 
it  is  alleged,  acted  as  stakeholder  for 
Marmaduke  and  a  betting  companion.  It 
was  learned  by  his  creditors  that  Marma- 
duke had  deposited  a  certain  sum  of 
money  as  election  bets  with  Staples.  As 
a  bet  is  an  illegal  transaction,  it  is  con- 
tended that  the  money  can  be  attached, 
whether  Marmaduke  won  or  lost.  Should 
he  have  won,  however,  it  Is  doubtful  If 
more  than  the  actual  amount  which  he 
put  up  could  be  recovered,  in  case  his 
betting  companion  demanded  the  return 
of  his  money,  as  the  same  point  of  the  il- 
legality of  the  contract  would  hold  good. 
Staples  has  not  yet  replied  to  the  indict- 
ment, and  the  case  will  not  be  decided 
until  he  does.  Condemnation  proceed- 
ings against  thfe  money  will  have  to  be 
taken,  in  any  event,  before  it  can  be  col- 
lected. Some  years  ago  Marmaduke  con- 
tracted to  handle  the  Bellis  product. 
Later,  the  retail  firm  business  was  dis- 
solved, and  the  Bellis  company  secured 
a  judgment  against  him  for  certain  mon- 
ey owing  to  them.  Several  attempts  have 
been  made  to  collect  the  judgment,  but 
without  avail. 

Utilizing  Old  Rubber. 

A  correspondent  inquires  of  Cycle  Age 
in  regard  to  the  most  profitable  way  of 
utilizing  old  inner  tubes  and  tires  for 
making  rubber  solution,  plugging  cement, 
etc.  The  inquirer  has  a  quantity  of  old 
rubber  goods  on  hand  and  can  get  only  3 
cents  a  pound  for  it.  Manufacturers  of 
macerator  machines  and  others  may  be 
able  to  give  the  desired  information,  if 
improved  methods  exist  for  reclaiming 
rubber  on  a  small  scale.  Cycle  Age  does 
not  know  of  any  improvements  over  the 
methods  which  have  been  in  use  for 
years,  but  will  forward  any  information 
received.  ^^ 

Berg's  European  Establishments. 

Hart  0.  Berg,  general  manager  of  the 
new  Clement  works  for  making  motor 
carriages  and  chainless  bicycles  under 
Pope  patents  at  Levallois,  near  Paris, 
France,  states  that  the  Belgian  establish- 
ment with  which  he  was  lately  identified, 
the  Fabrique  Nationale  d'Armes  de 
Guerre,  of  Herstal,  near  Liege,  is  not 
connected  in  any  way  with  the  enter- 
prises which  Mr.  Berg  is  now  establish- 
ing at  Paris  and  in  Germany, 


Scorchers  Adopting  Rubber  Pedals. 

Rubber  tread  pedals  are  reported  to  be 
growing  in  demand  in  England,  where 
even  road  scorchers  are  changing  from 
the  rat-trap  to  the  others,  which  they  find 
more  comfortable  for  winter  riding, 
where  toe-clips  chill  the  feet  and  the 
frozen  ground  causes  numbness  of  the 
feet  by  vibration  of  the  metal  tread  of 
rat-traps. 

A  firm  of  cycle  dealers  in  Gem  City,  la., 
has  fitted  up  a  wood  saw  and  is  doing  a 
rushing  business.  The  resources  of  the 
versatile  bicycle  dealer  are  not  easily  ex- 
hausted. 


The  Cycle  Age  and  Trade  Review 


u 

'R 


w 


I 


Jobbing  Bicycles 


...FOR 


1899  Trade 


^jt jtNO  OLD  STOCK.    EVERY  MODEL  NEW. 
TALKING  p6iNTS  THAT  HELP  YOU  SELL. 

For  the  requirements  of  1899  trade  we  shall  build  three 
distinct  lines  of  complete  bicycles^  embodying  all  features 
of  value  known  in  up  to  date  construction,  t^  ^  ^  ^  ^ 


We  Are  Ready  Now 


to  show^  you  our  samples  and  to  figure  on  your  supply » 
either  in  complete  or  stripped  bicycles.  SNELI,  Hubs» 
Handlebars^  Forgings»  Pedals»  etc.t  are  standard.  Our 
long  experience  and  immense  facilities  enable  us  to  give 
you  the  best  of  service  and  guarantee  you  quality  at 
the  right  prices.    Your  inquiries  will  receive  our  prompt 

3.ttCritlOri*  t^     «^     «i^     4^    4^    «^     V*    e^     e^    «^    tp*     «^     •^^     «^    e^    e^ 


Snell  cycle  fittings  company, 

TOLEDO,  OHIO. 


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75 


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Mention  The  Cycle  Age 


76 


The  Cycle  Age  and  Trade  Review 


BOSTON   MOTOR  VEHICLE  CONTEST 


Interesting    Competition    of    Electric,    Gas    and    Steam 
Vehicles — Surprising  Hill  Climbing  Feats 


This  contest  took  place  at  Charles  Ri- 
ver Park,  Boston,  Nov.  9,  1898,  under 
management  of  the  Massachusetts  Chari- 
table Mechanic  Association,  and  marks  an 
era  in  the  history  of  mechanical  transla- 
tion, as  it  is  the  first  public  event  in 
which  light  steam  carriages,  suitable  for 
the  transportation  of  passengers,  were 
shown.  Motocycle  constructors  have  been 
aware  of  the  power  and  flexibility  of 
steam  motors  from  the  first,  but  it  has 


ment  of  motocycles,  one  of  the  conditions 
of  exhibition  entry  being  that  the  me- 
chanical wagons  should  be  on  show  at 
the  building  in  Huntington  avenue,  for 
the  entire  eight  weeks  of  the  continuance 
of  the  fair.  This  condition  of  continuous 
exhibition,  while,  perhaps,  not  an  unrea- 
sonable demand  on  the  part  of  the  man- 
agers of  the  fair,  was  far  from  alluring  to 
those  experimenters  who  had  only  a  sin- 
gle  wagon  in   form   to   show,   and  who 


No.  7.  Haynes  &  Apperson,  Kokomo,  Ind., 
explosion  motor. 

No.  8.  Heymann  Vehicle  Co.,  Melrose, 
Mass.,  explosion  motor. 

No.  9.  Piper  &  Tinker,  Waltham,  Mass., 
steam  motor. 

No.  10.  Pope  Mfg.  Co.,  Hartford,  Conn., 
storage  battery. 

No.  11.  Riker  Electric  Co.,  Brooklyn,  N. 
Y.,  storage  battery. 

No.  12.  Whitney  Motorwagon  Co.,  Boston, 
Mass.,  steam  motor. 

Of  these  announced  contestants  there 
appeared  at  Charles' River  Park  Nov.  9, 
Nos.  2,  3  and  4,  the  three  French  gasoline 
engine  driven  machines,  all  noisy,  all  de- 
livering vilely  offensive  odors  in  abun- 
dance, none  carrying  their  passengers  in 
any  degree  of  comfort,  all  with  very  small 
wheels  and  insignificant  in  appearance, 
and  all  thoroughly  efficient  and  reliable 
in  performance,  except  for  hill  climbing. 
One  of  these  machines  is  shown  in  Fig.  1. 

No.  5,  the  Duryea,  failed,  for  the  first 
time  in  any  public   motocycle   event  in 


always  been  the  fashion  to  speak  of  steam 
driven  carriages  as  suitable  only  for 
heavy  work,  such  as  freight  carrying,  be- 
cause the  minds  of  the  motocycle  build- 
ers held  pictures  of  ordinary  steam  boil- 
ers and  engines,  such  as  the  English  en- 
gineers have  applied  to  their  cumbersome 
"lorries,"  and  had  no  conception  of  such 
steam  boilers  and  engines  as  are  produced 
by  the  Boston  group  of  steam  carriage 
makers,  and  which  enable  these  advanced 
exponents  of  the  art  of  automobilism  to 
show  easily  managed  and  odorless  car- 
riages, having  no  objectionable  features 
whatever  and  weighing  less,  and  costing 
less,  than  any  other  reasonably  comfort- 
able four-wheeled  mechanically  operated 
vehicles  yet  exhibited. 

Eisht  Weeks'  Bxhibition  Required. 

The  Massachusetts  Charitable  Mechanic 
Association  holds  a  fair  and  exhibition 
annually  which  is  always  of  much  inter- 
est and  largely  attended,  and  this  1898 
event  was  enriched  by  a  special  divertise- 


were  in  many  cases  still  engaged  in  per- 
fecting the  details  of  that  one.  As  it 
proved,  the  speediest,  lightest,  cheapest, 
and  cleanest  automotor  of  unlimited 
range  shown  at  Charles  River  Park,  was 
there  merely  on  exhibition,  and  was  not 
a  contestant  for  prize  money  because  its 
builders  and  owners,  the  Stanley  Broth- 
ers, of  Newton,  Mass.,  did  not  feel  as  if 
they  could  interrupt  their  experiments  by 
placing  their  only  completed  vehicle  on 
exhibition  for  two  months. 

Twelve  Entries  Received. 

The  following  was  the  projected  list  of 
contestants: 

No.  1.  S.  J.  Anderson,  Waltham,  Mass., 
explosion  motor. 

No.  2.  Leon  Bollee,  Paris,  France,  explo- 
sion motor. 

No.  3.  De  CanvlUe  Co.,  Paris,  France,  ex- 
plosion motor. 

No.  1.  De  Dion  et  Bouton,  Paris,  France, 
explosion  motor. 

No.  5.  Duryea  Mfg.  Co.,  Springfield,  Mass., 
explosion  motor. 

No.  6.  Eaton  Electric,  Boston,  Mass.,  stor^ 
age  battery, 


America,  to  put  in  an  appearance.  There 
was  a  Duryea  wagon  on  the  grounds, 
owned,  it  was  said,  in  Holyoke,  Mass., 
but  it  took  no  part  in  the  contests.  The 
absence  of  the  Duryea  is  greatly  to  be  re- 
gretted, as  this  vehicle  is  among  the  most 
successful  of  American  exhibition  con- 
testants, and  has  been  a  frequent  winner 
in  the  past. 

No.  6,  the  Eaton  Electric,  was  present, 
with  the  first  vehicle  produced  by  the 
Eaton  company,  shown  in  Fig.  2.  This 
carriage  was  begun  Sept.  9,  1898,  and  first 
placed  on  the  road  Oct.  31,  1898.  It  is  a 
vehicle  of  fine  appearance,  and  carries  the 
batteries  entirely  separated  from  the 
wagon  body,  in  a  receptacle  hung  from 
the  side-bars  of  the  frame  on  independent 
half  elliptic  springs.  A  full  description  of 
this  carriage  will  be  given  later.  The 
Eaton  electric  was  at  the  park  for  exhibi- 
tion purposes  only,  and  took  no  part  In 
the  contests. 

No.  7,  Haynes,  Apperson  &  Co.,  Ko- 
komo, Ind..  was  shown  in  a  Boston  built 


The  Cycle  Age  and  Trade  Review 


77 


SEE  1899 


NATIOHAL 

PIDtR    ' 

NEVER 
CriANGtb^ 

hl5  MOUNT 


BEFORE 

MAKING 

CONTRACT 


OUR  TRAVELERS  ARE  OUT 
WITH  THENl,JtjiJtJtjitjkjijijft 


NATIONAL  CYCLE  MFG.  CO,, 

BAY  CITY,  MICH. 


OUR  LINE  FOR- 


8:^sss 


1899 


Eclipse- 
I  Eclipse, 
i  Waldorf 


(*9S  Model) 


$50 

$40 

$35 


Mention  The  Cycle  Age 


FITTED  "WITH  THE  MORROW 
AUTOMATIC     COASTER    AND 


Send  for  Catalogue  and 
Prices  to  the  Trade 


§5  ECLIPSE    BICYCLE   CO.,  ^ 

jg  ELMIRA,  N.  v.  W^ 

^  Mention  The  Cycle  Age  Ort 


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Same  Aeents... 

Year  after  year.     There 

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must  be  a  reason  for  this. 

\/^ 

It  is  not  difficult  to  guess. 

T 

Out  bicycles  always 

■ 

please. 

A 

THE  KIRK  MFG.  CO. 

1 

TOLEDO,  OHIO. 

1 

Distributing  AgenU: 

E 

Conroy  Mfg.  Co.,  28  John  St.,  New  York. 
H.  B.  Shattuck  &  Son,  Boston,  Mass. 
Jas.  Bailey  Co.,  Portland,  M«. 
Carlln  &  Fulton,  Baltimore,  Md. 
Mlstrot  Bros.  &  Co.,  Houston,  Tex. 
Boutell  Bros.,  Minneapolis,  Minn. 
Powell  &  Clement  Co.,  Cincinnati,  Ohio. 
P.  E.  Alllaon,  Louisville,  Ky. 

Mention  The  Cycle  Age 

m 


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A  record  of  over 
40,000  MILES  oil  a 


DIAMOND  CHAIN 


demonstrates  that  EXPERIENCE  and 
GOOD  MATERIAL  count.  Our  '99 
line  will  be  the  MOST  COMPLETE 
ever  offered  to  the  trade.     Ready  soon. 


Don't  forget  that  we  have  the 
ONLY  SATISFACTORY  BOLT  LOCK. 


Closed. 


Open. 


INDIANAPOLIS  CHAIN  &  STAMPING  CO. 


LNDIAr4APOLIS,    IND. 


R.  B.  MeMULLEN  C  CO., 

General  U.  S.  Sales  Agents, 
809  Broadway,  New  York, 
8M0  Lake  St.  Oblouo,  Ul., 


NEW  YORK  DEPOT: 
J.  S.  Leng's  Son  &  Co., 
4  Fletcher  St 
Mention  The  Cycle  Age 


78 


The  Cycle  Age  and  Trade  Review 


vehicle,  in  charge  of  Mr.  O.  H.  Perry;  it 
was  said  to  weigh  1300  lbs.,  and  to  have 
three  forward  speeds  and  one  backing 
speed.  The  explosion  engines  were  said 
to  be  4  h.  p.,  and  it  was  said  that  5  gal- 
lons of  gasoline  would  drive  the  wagon 
100  miles,  and  that  the  cooling  water 
tank  held  10  gallons  and  required  to  be 
refilled  three  times  per  day,  when  on  the 
road.  Mr.  Perry  has  prudent  views  as  to 
the  disclosure  of  his  mechanical  details, 
which,  so  far  as  could  be  seen,  appeared 
to  consist  of  all  the  sprockets  and  chains 
and  friction  clutches  the  wagon  body 
would  hold,  hence  no  particular  descrip- 
tion can  be  given.  Fig.  3  gives  a  good 
idea  of  the  external  appearance  of  this 
Boston  Haynes  and  Apperson  carriage. 

No.  9,  the  Heymann,  and  No.  10,  the 
Piper  and  Tinker,  did  not  appear. 

Pope  Carriage  Damaged  in  Shipping. 

No.  10,  the  Pope  Mfg.  Co.,  Hartford, 
showed  an  elegant  carriage,  which,  how- 
ever, took  no  part  in  the  contests.  It  was 
said  to  be  the  intention  of  the  Pope  com- 
pany to  show  its  new  explosion  engine 
driven  delivery  tricycle  on  this  occa- 
sion, but  that  some  connection  of  the 
gasoline  tank  had  been  injured  in  trans- 
portation, so  that  the  machine  could  not 
be  brought  out.  The  Pope  carriage  is 
shown  in  Fig.  4. 

No.  11,  the  Riker  Electric,  showed  two 
fine  vehicles,  a  luxurious  two-passenger 
cai-riage,  which  should  by  rights  have 
been  in  the  hands  of  its  London  purchas- 
er on  that  day,  and  a  tricycle  arranged  to 
carry  two  or  three  passengers  in  como- 
dious  ease;  this  Riker  electric  tricycle  is 
shown  in  Fig.  5. 

.No.  12,  the  Whitney  Steam  Motor  Wa- 
gon Company,  of  Boston,  showed  two  of 
their  steam  engine  driven  carriages,  as 
very  recently  fully  illustrated  and  de- 
scribed in  these  columns.  Mr.  Whitney  in- 
forms me  that  neither  of  these  wagons 
was  fitted  with  his  best  burner,  and  his 
burning  of  gasoline,  the  fuel  with  which 
steam  is  generated  in  his  boilers,  was  not 
so  perfect  as  to  be  odorless.  In  fact,  the 
Whitney  wagons  shown  at  Charles  River 
Park  were  as  undelightf ul  in  smell  as  the 
French  carriages,  or  the  Haynes  and  Ap- 
person wagon. 

The  9th  of  this  November  was  in  Bos- 
ton as  fine  and  warm  as  could  have  been 
expected  in  early  September,  the  weather 
being  really  delightful,  and  the  affair  was 
extremely  well  managed,  all  of  the  events 
transpiring  promptly,  and  the  only  real 
blemishes  being  caused  by  the  competi- 
tion of  tricycles  and  four-wheelers  for 
showing  the  facility  of  handling  and  man- 
ageability, which  was  wholly  unfair  to  the 
larger  vehicles. 

The  course  at  Charles  River  Park  is  an 
asphalt  cycle  track,  3  laps  to  the  mile, 
which  the  electric  carriage  exhibitors 
considered  unfit  for  a  speed  trial  of  their 
heavy  wagons. 

Frotest  Against  Frencli   I  ricycles. 

The  first  function  was  a  grand  parade 
on  the  course,  with  the  Riker  electric  in 
the  lead.  The  electric  carriages,  present- 
ing a  noble  appearance,  and  the  Whitney 
steam  carriages,  in  forms  closely  approx- 
imating ordinary  American  road  vehicles, 
were  in  strong  contrast  to  the  diminutive 
and  low-seated  French  4-wheeler,  and  the 
French  tricycles,  which  were  made  decid- 
edly insignificant  in  appearance  by  the 
comparison.  It  must  not  be  understood 
that  the  French  machines  were  insignifi- 
cant in  performance,  however.  Quite  to 
the  contrary,  they  managed  to  capture 
about  all  the  money  in  sight,  although 
they  would  not  have  had  the  $500  first 
money  for  speed,  had  the  Stanley  wagon 
been  a  contestant  instead  of  a  mere  ex- 
hibitor by  courtesy,  nor  should  the 
French  tricycle  have  had  the  first  prize 
for  manageability,  because  there  can  be 
no  comparison  of  manageability  between 


a  4-wheeler  and  a  tricycle,  or  between  a 
tricycle  and  a  bicycle  on  this  poiijt.  The 
fewer  the  wheels,  the  more  readily  the 
vehicle  can  be  made  to  avoid  obstacles, 
and  the  admission  of  the  tricycles  to  the 
manageability  contest  on  even  terms 
with  the  4-wheelers,  was  urgently  pro- 
tested by  Mr.  Riker  at  the  outset. 
The  Speed  Races. 

The  first  contest  was  a  2-mile  pursuit 
race  between  two  Whitney  steam  wagons, 
No.  12  driven  by  Whitney,  and  No.  15 
driven  by  Scott,  which  was  won  by  Whit- 
ney in  1:04  2-5. 

The  second  contest  event  was  a  2-mile 
time  run  by  the  Whitney  steam  wagon 
No.  12,  Whitney  driver,  made  in  5:40  2-5; 
it  must  be  borne  in  mind  that  this  run 
was  on  a  3-lap  cycle  track,  with  turns  al- 
together too  short  to  suit  any  4-wheeled 
vehicle.  Whitney  says  he  has  often  made 
a  straight-away  mile  inside  of  two  min- 
utes; his  1000-lb.  wagon  is  altogether  too 
heavy  for  top  speed  on  a  3-lap  cycle 
track. 

The  third  contest  was  a  2-mile  pursuit 
race  between  the  Haynes  and  Apperson 
wagon  and  the  De  Dion  4-wheeler,  won 
by  Haynes  and  Apperson  in  7:42  4-5. 
Bralce  Tests. 

The  fourth  event  was  for  brake  effi- 
ciency between  Riker  and  Whitney,  won 
by  Riker,  much  to  his  own  surprise,  as 
his  wagon  was  almost  double  the  weight 
of  the  Whitney  carriage.  Distance  from 
brake  line  to  stop,  8  ft.  7  ins.  Speed  at 
time  of  applying  brake  was  about  5  or  6 
miles,  apparently. 

The  fifth  contest  was  another  brake 
competition  between  Haynes  and  Apper- 
son and  De  Cauville,  won  by  Haynes  and 
Apperson. 

It  may  be  noted  here  that  none  of  these 
brake  contests  seemed  particularly  deci- 
sive, as  there  was  no  means  of  obtaining 
a  uniform  speed  at  the  time  of  brake  ap- 
plication, which  is  an  evident  necessity 
for  comparisons  based  on  distance  run 
after  the  brake  is  on. 

The  sixth  exhibition  was  a  pursuit  race 
between  Whitney  in  his  steam  wagon,  and 
the  De  Dion;  this  was  a  final  and  was  for 
some  time  in  doubt.  Whitney  lapped  the 
De  Dion  at  one  time,  but  could  not  ob- 
tain the  pistol  shot,  and  the  De  Dion 
finally  drew  away  and  won  in  5:01  2-5  for 
the  two  miles.  This  victory  of  the  De 
Dion  was  something  of  a  surprise  to  those 
who  knew  what  the  Whitney  wagon 
could  do  on  a  straightaway  run,  and 
might  not  have  gone  as  it  did  had  Whit- 
ney been  less  confident  of  victory. 

Hill  Climbing  Contest. 

The  hill  climbing  was  extremely  inter- 
esting. The  track  was  made  of  plank  laid 
crosswise  of  the  course,  and  was  85  feet 
long,  with  the  first  10  ft.  level,  the  next 
10  ft.  at  an  angle  of  5  degrees,  the  next 
10  ft.  15  degrees,  and  so  on,  the  85  feet 
of  track  ending  at  a  cross  bar  stop  high 
in  the  air,  the  final  angle  being  35  de- 
grees. This  makes  a  constantly  increas- 
ing up  hill  angle  of  track,  which  is  vastly 
difficult.  Some  seemingly  powerful  cycle 
riders  tried  it  with  a  flying  start,  but 
could  not  go  much  above  half  way  up. 
The  De  Dion,  which  won  the  time  event, 
could  not  do  nearly  so  well  as  half  way. 
Riker  made  a  very  good  showing  with  his 
heavy  carriage,  and  so  did  the  Haynes 
and  Apperson,  which  gave  evidence  all 
the  way  through  of  being  well  powered. 
Whitney,  with  a  hundred  pounds  of 
steam,  did  no  better  than  Riker  with  his 
electric,  which  was  hardly  expected  to 
show  so  well  in  hill  climbing,  because  of 
its  great  weight.  These  wagons  ran  up 
beyond  their  brake  control,  and  had  to 
be  caught  by  men  standing  on  the  incline, 
and  steadied  down  to  where  they  could 
take  care  of  themselves. 

Stanley  had  appeared  with  his  400-lb. 
steam  wagon,  which  has  larger  engines 


than  the  Whitney  wagons,  weighing  two 
or  three  times  as  much,  and  also,  I  fancy, 
had  more  steam  pressure,  not  less  prob- 
ably than  140  lbs.  to  the  inch,  while 
Whitney  had  only  about  125,  I  think,  at 
most.  Stanley  and  Whitney  had  prac- 
tically the  same  boiler,  and  both  used  a 
chain  reduction  to  the  compensating 
gear  box,  so  that,  with  one  exception, 
there  was  little  difference  in  the  motive 
power  or  transmission  elements  of  the 
two  vehicles;  the  one  difference  between 
the  two,  was,  however,  at  a  vital  point, 
Stanley  having  a  perfect  burner  under 
his  boiler,  while  Whitney's  was  by  no 
means  so  good,  nor  was  it  equal  to  other 
burners  which  he  has  applied  to  boilers. 
Whitney  received  a  peremptory  notice  to 
place  his  wagon  on  exhibition,  and  was 
forced  to  send  it  to  the  Mechanics'  fair 
as  it  stood,  or  stay  out.  Undoubtedly 
Whitney  should  have  been  prepared  for 
this,  and  should  have  had  at  least  one  of 
his  wagons  in  the  best  form  he  could 
produce,  but  it  is  only  fair,  in  my  opinion, 
to  state  that  neither  of  the  Whitney  wa- 
gons at  Charles  River  Park  showed  the 
best  combustion  that  Whitney  has  pro- 
duced in  a  steam  carriage. 

Stanley's  Mile  in  2:11. 

An  exhibition  mile  run  by  Stanley  was 
announced,  arousing  great  interest,  as 
the  Stanley  wagon  had  won  many  friends 
by  its  perfect  absence  of  odor,  and  the 
ease  and  celerity  of  its  movements,  and 
its  almost  perfect  silence. 

Amidst  great  cheering  Stanley  finished 
the  mile,  3  laps  be  it  remembered,  in 
2:11.  At  the  sharp  end  turns  the  carriage 
went  high  up  on  the  bank,  but  I  think 
Stanley  drove  for  all  his  engines  could 
do.  His  2:11  time  was  better  than  was  to 
have  been  expected.  At  Stanley's  top 
speed  the  connecting  rods  and  cranks 
were  invisible,  and  the  noise  of  the  ex- 
haust was  an  agreeable  hum,  almost  a 
musical  note,  there  being  3348  puffs  per 
minute.  The  exhaust  steam  spread  out  in 
a  thin  grey  veil,  and  did  not  extend,  I 
think,  to  exceed  six  feet  in  the  rear  of 
the  wagon. 

After  this  run  came  the  manageability 
trials. 

Steam  Wagon  Mounts  Steep  Qrade. 

Then  Stanley  took  the  hill,  running  up 
to  the  top,  and  bumping  the  cross  bar  at 
the  end  from  a  standing  start  at  the 
bottom  of  the  incline,  no  headway  run  on 
the  level  being  made.  Stanley  probably 
had  150  lbs.  boiler  pressure  for  this  hill 
effort.  Thirty-five  degrees  is  a  very  pre- 
carious foothold  angle,  and  it  looked  for 
an  instant  as  if  Stanley  was  going  to 
come  down  with  a  rush,  but  after  some 
hurried  scrambling  the  wagon  was  seen 
to  be  under  control. 

Whitney  took  a  turn  at  the  hill  with 
125  lbs.  of  steam  this  time,  and  went  very 
near  to  the  cross-bar;  his  wagon  was  the 
easier  to  control  on  the  return,  as  Whit- 
ney's engines  reverse,  while  Stanley's  do 
not,  but  it  was  all  the  "catchers"  could 
do  to  check  the  Whitney  carriage  on  the 
35  degree  slope,  at  first.  Stanley  said  be- 
fore he  started  up  the  hill  that  he  could 
easily  run  over  it,  if  there  was  a  prac- 
ticable incline  down  on  the  other  side. 
The  designers  of  the  hill  did  not  for  an 
instant  fancy  that  any  wagon  could  come 
near  the  top  of  it. 

There  were  about  2000  spectators  pres- 
ent, many  of  them  deeply  interested  in 
automobile  translation,  the  weather  was 
perfect,  the  management  was  prompt  and 
faultless,  and  the  steam  wagons  were  a 
new  and  surprising  feature,  and  a  feature, 
by  the  way,  which  seemed  to  be  held  at 
its  real  probable  value  rather  by  the  un- 
technical  observers  than  by  the  motocy- 
cle  engineers  present. — Hugh  Dolnae. 


A  large  trade  is  carried  on  in  exporting 
worn-out  tires  to  Germany  for  the  manu- 
facture of  rubber  toys  for  children. 


The  Cycle  Age  and  Trade  Review 


79 


PR 

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f^,'?g,l 


iliimimmmimuilliuiliilil 


IHIIIIlKlliillKKd" 


'^C-'j 


n  Reliable  Pilot 


The  victory  of  a  nation  is  in  the  hands  of  the  man  at  the  helm.  He  guides  the  great  "war  dogs"  into 
a  successful,  victorious  position— a  position  that  every  maker,  jobber  and  dealer  is  striving  to  attain  for  his 
bicycles. 


Cbe  €ldu$  l^andle  Bar 


«  « 1ft « 


jt  ^  ^  ^  will  pilot  many  a  wheel  to  victory — business  victory— in  J 899. 

Everybody  wants  it. 

It  will  be  the  guide  by  which  people  will  recognize  a  high  grade  bicycle.  And  it's  a  reliable  guide— 
a  wheel  cannot  be  high  grade,  all  over,  without  the  Claus  Bar. 

People  will  ask  the  dealer  to  furnish  the  Qaus  because  we  are  telling  them  of  its  merits. 

Everybody  wants  an  adjustable  bar.  Almost  everybody  wants  an  adjustable  bar  that  can  be  adjusted 
without  a  wrench.    The  Claus  adjustment  requires  no  wrench — only  a  finger  and  thumb. 

Physicians  advise  proper  lung  expansion  when  cycling.  Every  adjustable  bar  but  the  Claus  contracts 
the  chest  at  all  but  one  or  two  positions— the  Claus  retains  its  proper,  healthy  width  at  all  positions. 

The  Claus  guarantee  never  expires— a  guarantee  that  shows  the  faith  we  place  in  the  durability, 
strength  and  quality  of  our  bar. 

These  are  not  mere  arguments — they're  facts— plain,  simple,  truthful,  unvarnished  facts.  Facts  that 
ought  to  guide  every  bicycle  manufacturer,  jobber  and  dealer  in  his  handle-bar  purchases. 

Think  a  bit,  then  send  us  your  orders.    At  any  rate  write  for  our  money-in-your-pocket  prices. 


Cbe  eiaus  ^mu  Bar  mfd.  €o.,  IHilwauKee,  li)K  U.$.H. 


.0 


5%/(, 


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rc^ 


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hi 


6 


Mention  The  Cycle  Age 


80 


The  Cycle  Age  and  Trade  Review 


MOTOCYCLE  BUILDING  NOT  EASY 


DIFFICULTIES  ARE  UNDERRATED 


Lay  Public  Inclined  to  Think  It  a  Simple 

Matter  to  Combine  Motor  and 

Carriage  Body. 


^  A  few  days  ago  a  man  who  has  built 
machinery  of  various  kinds  since  he 
grew  to  manhood,  came  to  the  Cycle 
Age  oflace  and  wanted  information  in  re- 
gard to  makers  of  gasoline  motors.  He 
wanted  a  motor  "right  away,"  so  much 
so  that  he  insisted  upon  getting  it  from 
a  Chicago  manufacturer;  for  he  was  go- 
ing to  fit  it  to  a  vehicle  with  which  a 
customer  intended  to  "go  prospecting." 
This  customer  is  a  miner  and  intends  to 
cover  the  distance  from  Joplin,  Mo.,  to 
the  Pacific  coast,  with  many  digressions, 
per  motor  vehicle.  The  desired  vehicle 
should  be  capable  of  carrying  him  at 
least  100  miles  without  new  fuel  sup- 
ply. The  Cycle  Age  editor  was  unable 
to  inform  the  visitor  of  any  Chicago 
concern  which  kept  such  motors  in  stock 
and  expressed  his  doubts  in  regard  to  the 
feasibility  of  the  scheme  of  producing 
a  practical  motor  vehicle  by  the  rough 
and  ready  means  proposed.  Several  con- 
cerns ranging  in  location  from  Oakland, 
Cal.,  to  Boston,  which  make  motors  for 
vehicles  were  recommended  to  his  at- 
tention. But  no;  Peoria,  111.;  Kokomo, 
Ind.;  Lansing,  Mich.,  to  say  nothing  of 
Pittsburg  and  New  York,  were  too  far 
away.  He  wanted  a  motor  bought  from 
stock.  Any  little  changes  which  might 
be  necessary,  he  would  attend  to.  Diffi- 
culties! why,  no;  they  were  only  imagi- 
nary. Motor  vehicle  builders  simply 
charged  an  enormous  price,  he  thought, 
for  something  that  any  machinist  could 
build  and  put  into  a  carriage.  He,  for 
one,  was  not  going  to  be  fooled  by  these 
pretensions.  He  finally  concluded  to  go 
to  a  maker  of  gas  engines  on  Canal 
street,  Chicago,  and  have  one  made.  The 
projected  carriage  was  to  be  ready  within 
two  months,  but  no  drawings  had  been 
prepared  nor  any  account  taken  of  any 
problems  whatever  except  that  of  caus- 
ing the  axle  of  a  wagon  to  revolve  by 
connecting  it  with  the  piston  of  a  gas 
engine,  in  "any  known  and  suitable  man- 
ner." 

Threatens  Dan£;er  to  the  Industry. 

The  greatest  danger  to  the  motocycle 
industry  is  revealed  in  that  disposition  to 
underrate  the  practical  importance  of  its 
peculiar  problems  of  which  the  inquirer 
furnished  an  example.  There  are  un- 
doubtedly thousands  like  him  and  many 
of  them  will  succeed  in  attracting  a  lit- 
tle capital  and  will  turn  out  useless  ve- 
hicles that  will  prejudice  considerable 
portions  of  the  public  against  vehicles 
made  by  more  competent  parties.  In  no 
other  investment  except  perhaps  mining 
is  small  capital  likely  to  be  lost  so  com- 
pletely as  in  the  motor  vehicle  industry, 
if  the  impression  is  allowed  to  prevail 
that  the  problem  of  connecting  a  motor 
with  a  wagon  in  a  practical  manner  is 
a  simple  one,  or  that  the  selection  of 
motor  construction  is  within  the  grasp  of 
anybody  with  a  general  understanding 
of  engines  or  gas  engines. 

The  Cycle  nakers'  Field. 

On  this  subject,  and  the  application  to 
bicycle  shops  especially,  the  editor  of 
The  Cyclist  has  the  following  to  say: 

Motor  making  is  "no  catch"— that  is  to 
say,  there  is  a  very  great  deal  more  in  it 
than  merely  manufacturing  a  certain  num- 
ber of  pieces  of  metal  and  putting  them  to- 
gether in  the  form  of  a  motor.  A  very  con- 
siderable amount  of  special  knowledge  and 
experience  is  required  to  turn  out  a  satis- 
factory article — how  much  only  those  who 
have    actually    tried,    and    perhaps    failed. 


know.  There  Is  an  old  saying  that  "A  child 
may  lead  a  horse  to  water,  but  the  king 
himself  cannot  make  him  drink,"  and  so  it 
Is  in  a  comparative  sense  with  motors.  Any 
worker  in  metals  can  manufacture  a  motor, 
but  it  requires  an  expert  to  make  it  go — 
satisfactorily.  As  a  matter  of  fact,  we  know 
of  firms  today  who  have  spent  as  much  as 
£4,000  or  £5,000  in  experiments,  and  having 
utterly  failed  in  the  task,  have  given  it  up 
as  a  bad  job.  This  more  particularly  ap- 
plies to  the  manufacture  of  new  motors,  for 
inventors  are  many  and  various,  and  all  en- 
thusiastically believe  that  if  their  ideas 
could  only  be  put  into  practice,  all  existing 
motors  would  be  superseded,  so  we  would 
warn  manufacturers  against  being  readily 
induced  to  experiment  in  the  direction  of 
new  motors.  If  they  make  a  motor  at  all, 
let  them  adopt  one  which  has  been  tried 
and  proved  not  to  be  wanting  in  actual  use 
upon  the  road. 

The  cycle  maker,  however,  will  for  the 
most  part  be  better  advised  not  to  touch 
motor  making  at  all,  but  to  purchase  this 
important  part  of  the  machine  from  firms 
already  in  the  business.  It  is  true  he  will 
have  to  pay  more  for  it  than  if  he  were 
making  it  (satisfactorily)  himself,  and  he 
may  even  have  to  pay  something  in  the 
shape  of  royalty  for  such  a  thing  as  a 
license,  but,  as  we  have  briefiy  indicated 
above,  it  will  be  quite  worth  his  while  to 
do  this,  and  he  will  be  money  in  pocket  in 
the  long  run.  To  manufacture  motors  will 
require  much  machinery  of  a  class  which 
he  does  not  as  a  rule  possess,  and  this  alone 
will  doubtless  be  a  factor  in  assisting  him 
to  a  decision.  Then  as  to  the  type  of  vehi- 
cle to  be  made.  No  cycle  maker,  without 
very  materially  increasing  his  plant  by  the 
iaymg  down  of  a  totally  different  class  of 
tool  from  that  which  his  works  usually 
possess,  can  readily  manufacture  cars  of 
the  heavier  type.  This  is  purely  heavy  en- 
gineering work  as  apart  from  cycle  making, 
and,  therefore,  the  situation  narrows  Itself 
down  to  this: 

That  the  cycle  maker  will  find  that  the 
best  way  in  which  he  can  enter  the  motor 
industry  is  to  confine  his  attention  to  the 
construction  of  motor  cycles,  or  the  lighter 
form  of  cycle-built  cars,  in  which  tubular 
framework,  cycle  wheels,  and  ball  bearings 
are  the  principal  construction  features.  In 
doing  this  he  will  be  well  advised  to  make 
the  best  arrangements  he  can  for  the  use 
°L  ,  ...  ®^'  ^^^  '"ost  fully-proved  motor 
obtainable,  and  then  to  devote  his  atten- 
*'°.?  ,K°  ^'^^  design  and  construction  of  a 
suitable  cycle-built  carriage  to  go  with  it- 
ana  in  the  making  of  motor  cycles,  if  he  de- 
cides to  adopt  that  type  which  is  nearest  of 
all  to  his  manufactures,  viz.,  the  motor  tri- 
cycle, or  even  the  motor  bicycle  (which  lat- 
ter we  do  not  altogether  recommend),  he 
™  «*  not  overlook  the  fact  that  it  is  not 
sufficient  to  buy  a  motor  and  make  a  tri- 
cycle, and  put  the  two  together,  but  in 
making  a  tricycle  practically  every  part 
hl\  fZ%K^^.  specially  made.  It  will  not 
be  sufficient  to  merely  take  one  of  his 
standard  pattern  three-wheelers  and  fit  a 
purchased  motor  to  it.  Such  a  course 
^ri^  quickly  end  in  failure,  for  the  strains 
Which  the  motor  cycle  is  called  upon  to 
bear  are  very  different,  and  very  much 
Jfr^^rf.n^J^'"®  *?!?■"  anything  which  the  man- 
prope  led  machine  ever  meets  with,  conse- 
quently, even  in  this,  the  easiest  branch  of 
the  industry  for  him  to  take  hold  of,  spe- 
fhJr.,  ^^Penment  and  special  construction 
throughout  are  called  for,  and  from  this  U 
^  l\r,^L  ^P?,t''^"*  ?^^t  to  enter  the  motor 
n?  H^t^^t^'"  require  a  certain  expenditure 
of  both  time  and  money.  Just  how  much 
will  depend  upon  the  class  of  machine 
adopted,  and  the  skill  and  ability  of  the 
cycle  maker;  and  he  must  not  expect  to 
reap  a  fortune  all  at  once.  expect    to 


MOTOR  CAB  SERVICE  OF  PARIS 


Motor  Vehicles  for  Mail  Service. 

Recent  advices  state  that  the  Postofllce 
Department  in  England  has  under  con- 
sideration the  project  of  supplying  elec- 
tric and  other  motor  vehicles  to  be  used 
in  the  postal  service  of  London.  The  en- 
gineering department  is  now  consider- 
ing propositions  from  various  manufac- 
turers with  that  end  in  view. 


riotor  Show  in  Berlin. 

An  international  motocycle  show  will 
be  held  in  Berlin  next  May.  All  kinds 
of  automobiles  will  be  admitted  and  also 
all  motors,  machinery  and  accessories  for 
motor  vehicles. 


Mr.  Jeffery  of  Gormully  &  Jeffery  has 
lately  been  visiting  manufacturers  of 
motor  vehicles  and  this  has  given  rise  to 
the  rumor  that  his  company  will  shortly 
embark  in  this  new  branch  of  manufac- 
ture, 


PLANS    FOR    RAPID    EXTENSION 


One  Thousand  Vehicles  to  Be  Ready  for 

Use  When  Exposition  Opens 

—Teaching  Drivers. 


Paris,  France,  Nov.  4. — The  fifteen  elec- 
tric cabs  which  the  GeneraJ  Cab  Com- 
pany of  this  city  has  ready  for  service 
are  at  present  exclusively  used  in  con- 
verting cabmen  into  "chauffeurs,"  but 
within  a  month  there  will  be  twenty  of 
these  vehicles  on  the  stands,  and  by  the 
time  the  exhibition  of  1900  opens,  the 
company  expects  to  have  one  thousand 
vehicles  plying  for  hire  at  the  ordinary 
fares.  There  are  three  models  which  the 
company  intends  to  adopt,  the  closed 
coupe,  to  seat  four  persons;  the  open 
victoria,  also  to  carry  four  passengers, 
and  a  landau  that  can  be  used  either 
closed  or  open.  The  mechanism  in  each 
case  is  the  same,  the  battery  being  placed 
beneath  the  body  of  the  vehicle  and  the 
driver  sitting  in  front  as  on  the  ordinary 
cab. 

The  batteries  will  be  charged  at  the 
electric  works  of  the  company  at  Clichy. 
The  process  takes  seven  hours,  but  as 
the  batteries  are  removable,  the  only  in- 
convenience is  the  necessity  of  returning 
to  the  stores  to  take  on  fresh  batteries. 

Training  School  for  Drivers. 

The  movement  is  so  far  serious  that 
the  company  has  established  a  training 
school  for  drivers,  selected  from  the  cab- 
men. They  are  instructed  under  the  su- 
pervision of  Mr.  Gourdon,  manager  of 
this  department,  and,  according  to  a  rep- 
resentative of  the  Temps,  the  process 
is  as  amusing  as  it  is  quaint.  The  prac- 
tice ground  is  covered  with  dummy  fig- 
ures of  old  gentlemen,  "bonnes"  and 
children,  nurses  with  perambulators, 
dogs,  etc.  The  apprentices  are  started  off 
among  a  crowd  of  these  dummies,  and 
from  the  observations  of  'he  Temps 
appear  to  be  taught  how  near  they  can 
drive  to  the  various  manikins  without 
knocking  them  over.  It  is  only  to  be 
hoped  that  they  will  be  taught  to  show 
a  little  more  respect  for  pedestrians  than 
does  the  Paris  Jehu. 


ENGLISH  BICYCLE  MOTOR 


BirmlnKhain  Company  Preparinsr  to  Market   One 
That  Can  be  Pitted  to  Any  Roadster. 


The  Wolseley  Sheep  Shearing  company 
of  England  is  preparing  to  place  a  motor 
for  bicycles  on  the  market,  says  Cycle 
Referee.  The  motor  is  extremely  com- 
pact and  easily  fixed  in  the  frame  of  any 
existing  roadster  bicycle  without  inter- 
fering with  the  pedaling  movements  of 
the  legs.  The  weight  will  hardly  exceed 
fifteen  pounds,  while  the  price  will  be 
about  $5  per  pound.  If  the  expectations 
of  the  makers  are  fully  realized,  says  the 
Referee,  the  effect  of  this  introduction 
will  be  felt  throughout  the  whole  English 
trade.  Not  only  will  manufacturers  be 
able  to  fit  the  motor  to  their  existing  pat- 
terns, but  assemblers  will  be  able  to  do 
the  same  thing. 

The  attachment  of  a  motor  to  an  un- 
stable vehicle  like  the  bicycle  has  never 
seemed  practicable  to  American  manu- 
facturers, but  the  English  company's  ex- 
periment will  at  least  afford  an  opportu- 
nity for  making  observations  in  regard 
to  the  public's  willingness  to  take  the 
chances  of  a  fall  with  a  piece  of  moving 
machinery,  and  possibly  a  more  general 
application  of  motors  to  tricycles  will  be 
the  eventual  result. 


The  Cycle  Age  and  Trade  Review 


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The  Wonderful 

Sager  Gear 


The  Ideal  ^  »* 
Chainless  Mechanism 


WORLD'S  RECORDS 

Made  at  Woodside  Park,  Philadelphia,  by  Major  Taylor,  on  ati  ORIENT  wheel 

fitted  with  Sagfer  Gear. 

November  4 Kilometer :57%  Seconds 

«  5 1-4  Mile :22%  " 

''  4 J-3  Mile :29% 

5 2  Miles 3:13%  ** 

**  12 I  Mile J:32 

'*  J2 J-3  Mile :28y2  " 

^  J2 J-2  Mile :45%  " 

Above  records  made  with  temperature  at  freezing  point  and  under  other  un- 
favorable conditions. 


Superiority  of  chainless  wheels  equipped  with  Sager  Gear 
fully  established. 

No  purring  under  the  feet.  Absolute  smoothness.  Will 
out-wear  the  rest  of  the  bicycle.  Runs  easier  than  the  chain. 
Gears  encased  in  dust  proof  cover. 

Sold  to  manufacturers  under  contract  that  machines  fitted 
with  this  gear  shall  not  be  retailed  at  less  than  $75, 


SAGER  GEAR  COHPANY 


ROCHESTER,  N.  Y. 


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82 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


FREDRICK  ADJUSTABLE  BAR. 

The  ne'w  bar  shown  in  the  accompanying: 
drawing  is  being  introduced  by  Fredriclc 
Mfg.  Co.,  220  Broadway,  New  Torlc.  The 
stem  and  head  are  integral  and  are  made  in  a 
single  drop  forging  for  the  sake  of  strength. 
The  knucliles  are  also  drop  forged.  The 
circular  extensions  of  the  head  and  ends  of 
the  knuckles  are  machined  with  teeth  in- 
ternally to  lit  a  tapered  ratchet  which  is  in- 
serted after  the  parts  are  assembled.  A 
short  screw  bolt  wo.rking  in  a  counter-sunk 
socket  at  the  rear  of  the  head  draws  this 
plug  firmly  into  its  socket  and  locks  the  bars 


///£.  Crci£A&£- 


rigidly  in  their  adjusted  position.  By  this 
construction  there  is  unlimited  range  of  ad- 
justment, from  the  highest  upturned  to  the 
lowest  drop  position.  Grips  remain  at  a 
constant  angle  to  the  machine  at  all  times. 
All  joints  are  flush  and  no  bolt  heads  pro- 
trude. An  invisible  internal  expander  will 
be  furnished  by  the  makers  when  it  is  de- 
sired. The  makers  assert  that  the  adjust- 
ment is  not  only  extremely  simple  but  is 
strong  and  positive,  and  impossible  to  get 
out  of  gear  or  work  loose.  Changes  in  ad- 
justment can  be  made  very  quickly  and 
easily  by  the  use  of  wrench  or  screwdriver. 
The  Fredrick  bar  is  symmetric  and  neat  in 
a(ppearance  and  the  makers  state  that  it  is 
unexcelled  in  quality  and  finish. 


BUBSCHER  PUMP  COUPLER. 

This  little  device,  made  and  marketed  by 
Buescher  Mfg.  Co.  of  Elkhart,  Ind.,  is  ex- 
tremely simple,  but  saves  all  the  trouble 
and  loss  of  time  incident  to  screwing  the 
usual  hand  pump  connection  on  to  the  valve 
before  inflating  the  tires  and  afterwards 
unscrewing  it,  which  so  frequently  results  in 
loosening  the  valve  in  the  stem.  It  consists 
merely  of  a  metal  cup,  inclosed  within  fin- 
ger bars,  and  a  cone-shaped  rubber  cap 
seated  in  the  metal  cup,  a  hole  being  pro- 
vided in  the  center  of  the  rubber  cap  for  the 
passage  of  air  from  the  pump  to  the  valve. 
This   rubber   seat   is   held   against  the   valve 


^fCrc/:£/l<y^ 


and  makes  an  air-tight  connection.  The  in- 
vention is  protected  by  the  company's  pat- 
ent of  July  14,  1896.  Its  sale  will  be  pushed 
energetically  this  season. 


THE  ANDRAE  LINE  INCREASED. 

The  1899  Andrae  line,  made  by  Julius  An- 
drae  &  Sons  Co.,  of  Milwaukee,  will  be  larg- 
er than  ever,  the  increase  being  due  to  the 
addition  of  several  low-priced  machines, 
which  will  enable  agents  to  meet  all  de- 
mands as  to  price,  and  still  handle  the  An- 
drae line  exclusively.  The  '99  line  consists 
of  thirteen  models,  including  a  triplet,  three 
tandems,  a  chainless,  a  30-inch  wheel  model, 
track  racer,  road  racer,  and  six  models  of 
light  roadsters  for  men  and  women.  The 
Andrae  triplet  and  tandems  (racer,  double 
diamond  and  combination),  are  built  on  the 
same  lines  as  the  '98  models,  with  the  ex- 
ception of  some  minor  changes.  The  trip- 
let will  list  at  $150  and  the  tandems  at  $100 
each.  The  Andrae  chainless  will  list  at  $75, 
as  will  also  the  Andrae  track  racer  and  road 
racer.  The  two  racing  models  are  built  very 
light,  without  sacrificing  the  rigidity  of  the 
models  of  1898.  The  regular  light  road- 
sters for  men  and  women  will  list  at  $50, 
$40,  and  $30;  the  30-lnch  wheel  model  is  built 
on  the  same  lines  and  with  the  same  speci- 
fications as  the  light  roadster,  and  lists  a,t 
$55.  The  company's  large  new  factorj%  which 
is   now   running  with   a  full   force  of   work- 


men, increases  the  capacity  of  former  years 
by  fifty  per  cent.  The  factory  is  equipped 
throughout  with  modern  machinery.  A  com- 
plete electric  light  and  power  system  has  also 
been  installed.  The  eastern  business  of  the 
company  is  handled  through  their  New  York 
branch,  at  95  Reade  street,  with  Chas.  L. 
Wilson  in  charge. 


REMINGTON  CYCLES  FOR  NEXT  SEASON. 

Remington  Arms  Co.  of  Ilion,  N.  T.,  is 
bringing  out  a  Remington  model  for  '99  which 
ijossesses  a  number  of  new  features  that 
will,  it  is  anticipated,  "make  competitors 
shudder."  This  machine,  which  will  be  the 
Remington  standard  roadster,  will  retail  at 
$50.  The  makers  have  adopted  Dunlop  de- 
tachable tires,  but  will  supply  Kangaroo 
single-tube  tires  when  demanded.  A  travel- 
ing force  sufficiently  large  to  visit  every 
town  of  3,000  population  and  more  during  the 
months  of  January,  February  and  March  has 
already  been  engaged.  Stock  will  be  dis- 
tributed from  Boston,  Ilion,  Chicago,  and 
San  Francisco. 

WILSON'S  UNIVERSAL  BICYCLE  SPRING. 

This  Is  a  device  intended  to  secure  that 
easy  motion  of  the  saddle  when  riding  on 
rough  roads  or  crossing  tracks,  etc.,  that 
has  been  the  object  sought  by  all  construct- 
ors of  spring  frame  bicycles.  In  this  the 
jolting  and  vibration  is  absorbed  by  a  long 
coil  spring  attached  at  one  end  to  a  clamp 
fastened  to  the  seat  mast  just  below  the 
saddle  and  at  the  other  to  the  end  of  an 
auxiliary  pair  of  forks  fulcrumed  in  the 
fork  end  lugs  two  or  three  inches  from  its 
own  rear  extremities  in  which  the  axle  of 
the  driving  wheel  is  supported.  An  idle 
•ivhoel  is  pivoted  on  a  depending  arm  of  the 
auxiliary  forks   to  support  the  lower  ply  of 


^f^eCrcieAeS^ 


the  chain  in  its  usual  position.  The  entire 
mechanism  is  attachable  to  any  standard 
cycle  frame  on  the  market  without  altera- 
tion, weighs  only  two  pounds,  and  the  spring 
is  adjustable  to  suit  riders  of  different 
weights.  The  manufacturers  are  Bridgeport 
Cyole  Spring  Co.,  257  Main  street,  Bridge- 
port, Conn.,  who,  describing  the  operation 
of  the  attachment,  state  that,  mechanically 
speaking,  the  bicycle  frame  becomes  a  lever 
of  the  second  order  fulcrumed  on  the  axle 
of  the  front  wheel,  supporting  75  to  80  per 
cent  of  the  superimposed  load  on  the  axle 
Df  the  rear  wheel,  with  a  spring  resistance 
interposed  between  the  frame  and  rear  axle; 
the  spring  having  sufficient  resiliency  to  ab- 
sorb the  average  vibration  due  to  the  un- 
evenness  of  the  roadway,  and  cushion  every 
shock,  no  matter  how  severe. 


COMPRESSED  CORK  QRIPS. 

These  are  made  in  all  sizes  and  with  every 
style  of  tip — composition,  embossed  and  plain 
nickel — and  with  or  without  paper  lining,  by 
Codling  Mfg.  Co.,  of  Bristol,  Conn.,  which 
guarantees  that  its  compressed  cork  grips 
are  of  the  best  quality.  The  trade  and  pub- 
lic are  so  well  acquainted  with  these  grips 
that  the  good  qualities  of  compressed  cork 
for  bicycle  handles  need  no  exploiting.  What 
jobbers  and  manufacturers  are  interested  in 
is  the  capacity  of  the  Codling  plant  to  turn 
out  5,000  pair  daily  and  the  consequent  ability 
of  the  company  to  fill  all  orders  promptly. 


BARTLETT'S  NEW  CYCLE  SKATE. 

The  two-roller  skate  here  illustrated  is  the 
invention  of  J.  F.  Bartlett,  102  Reaper  block, 
Chicago,  who  has  studied  and  experimented 
for  the  past  two  years  to  produce  rollers 
that  would  stand  the  excessive  side  stresses 
and  wear  which  quickly  ruined  many  of  the 
rubber  wheels  fitted  to  the  early  cycle  skates. 
The  rollers  of  the  Bartlett  skate  are  made 
of  rubber  composition  molded  under  about 
125  pounds"  pressure  upon  a  polygonal  axle 
having  radial  arms  to  prevent  the  rubber 
working  loose  and  turning  on  the  axis.  These 


rollers  are  about  three-quarters  of  an  inch 
thick  and  run  upon  ball  bearings  of  turned 
steel.  They  have  rounded  treads  to  provide 
for  inclination  of  the  skate,  as  the  axles  are 
fastened  rigidly  in  the  brackets  and  do  not 
turn  as  do  the  trucks  of  four-roller  skates. 
The  skater  in  describing  curves  raises  the 
foot  upon  only  one  roller.  The  rubber  in 
the  wheels  prevents  side  slip.  Patents  grant- 
ed and  pending  cover  the  construction  of 
these  rollers.  The  body  of  the  skate  is  of 
entirely  new  design  and  construction.  It  is 
pressed  from  a  single  piece  of  sheet  steel, 
the  brackets  for  the  rollers  being  simply 
lateral    extensions    of   the    foot    plate    bent 


downwardly  and  inwardly  to  the  proper  po- 
sition. The  usual  "club  skate"  clamping 
and  adjusting  device  for  attaching  to  the 
sole  of  the  shoe  is  provided.  This  construc- 
tion is  so  cheap  and  withal  so  simple  that 
the  Bartlett  skate  seems  unusually  well 
adapted  for  rink  purposes.  The  inventor 
has  up  to  the  present  produced  only  one 
pair  of  the  perfected  models,  and  as  he 
lacks  the  facilities  for  manufacturing  them 
on  a  commercial  scale,  desires  to  interest 
some  bicycle  manufacturer  or  capitalist  in 
them.  Dies  and  machinery  for  their  pro- 
duction, he  states,  will  cost  upwards  of  half 
a  thousand  dollars. 

BURGESS  LEAVES  STEBBINS  COHPANY. 

M.  D.  Stebbins  Mfg.  Co.  of  Springfield, 
Mass.,  makers  of  the  Chilion  wood  frame  bi- 
cycles, announce  that  H.  L.  Burgess  is  no 
longer  connected  with  the  company,  having 
left  to  enter  upon  a  new  field  of  labor,  and 
at  a  meeting  of  the  directors  H.  D.  Stebbins 
was  elected  to  the  office  of  treasurer  thus 
vacated,  and  in  the  future  will  discharge  the 
duties  of  both  secretary  and  treasurer.  The 
Executive  officer  will  be  W.  M.  Kidder,  with 
title  of  manager.  It  will  be  the  policy  of  the 
company  henceforth  to  promote  the  interests 
of  its  agents  in  common  with  its  own,  both 
by  maintaining  a  high  standard  of  quality 
in  its  machines  and  by  liberality  in  its  deal- 
ings.   

FOOL-PROOF  CHAIN  CONNECTION. 

A  chain  locking  link  and  bolt  arrangement 
which  is  so  simple  that  the  most  unme- 
chanical  of  riders  can  manipulate  it  without 
difficulty  or  danger  of  destroying  its  utility, 


is  being  brought  out  for  the  season  of  1899 
by  Indiana  Chain  Co.  of  Indianapolis.  The 
usual  threaded  bolt  is  supplanted  by  an  or- 
dinary pin  having  annular  shoulders  at  eith- 
er end,  and  the  two  sideplates  have  keyhole 
slots  whose  enlarged  ends  permit  these 
shoulders  to  pass.  To  make  the  connection 
the  pin  Is  inserted  through  these  sideplates 
and  the  link  and  the  slack  in  the  chain  is 
then  taken  up,  which  seats  the  pin  ends  in 
the  reduced  ends  of  the  keyhole  slots  and 
makes  a  safe  connection.  No  tools  are  nec- 
essary in  coupling  or  uncoupling  this  device. 


SELLING  AGENTS  FOR  WEBB  EXPANDERS. 

Herman  Boker  &  Co.,  101  Duane  street. 
New  York,  have  been  appointed  sole  eastern 
selling  agents,  and  Guiterman,  Rosenfeld  & 
Co.,  35  South  William  street.  New  York,  sole 
export  selling  agents  for  the  Webb  expander, 
manufactured  by  Sanford  &  Follow  Co.,  235 
Lake  street,  Chicago.  This  compact  device 
for  locking  handle  bars  and  seat  posts, 
which  was  illustrated  in  the  October  6  issue 
of  Cycle  Age,  is  made  in  six  sizes,  as  follows; 


The  Cycle  Age  and  Trade  Review 


83 


11-16  In.  inside  and  %  in.  outside  diameter 
for  1  in.  tubing'  of  16  gauge;  %  in.  inside  and 
15-16  in.  outside  diameter  for  1  in.  tubing  of 
22  g'auge;  13-16  in.  inside  and  1  in.  outside 
diameter  for  1%  and  1  1-16  in.  tubing  of  16 
and  22  gauge  respectively;  %  in.  inside  and 
11-16  in.  outside  diameter  for  1%  in.  tubing  of 
22  gauge;  15-16  in.  inside  and  1  3-16  in.  out- 
side diameter  for  V-A  in.  tubing  of  22  gauge; 
and  1  in.  inside  and  13-16  in.  outside  diameter 
for  V/i  in.  tuDing  of  22  gauge. 


THE  COLLMER  HUBS. 

The  hubs  made  by  Collmer  Bros,  of  South 
Bend,  Ind.,  are  disk  adjusting  hubs  of  such 
simple  construction  that,  in  the  words  of 
the  malters,  "a  blind  man  can  take  them 
apart  and  put  them  together,  and  he  can't 
help  but  do  it  right."     It   is   claimed   to   be 


Impossible  to  put  the  hub  together  wrong. 
A  removable  barrel  or  axle  is  screw  thread- 
ed internally  at  its  ends  to  receive  the  screw 
threaded  ends  of  the  cones.  Two  hardened 
steel  pins  abut  against  the  centers  of  these 
cones  and  at  their  inner  ends  contact  with 
a  conical  headed  r.crew  in  the  center  of  the 
barrel.  Ball  retainers  hold  the  balls  in  place 
on  the  cones,  and  after  this  internal  barrel, 
together  with  cones  and  balls,  has  been  in- 
serted in  the  outer  barrel,  tha  cups  are 
screwed  into  the  ends  of  the  latter.  The 
outer  ends  of  the  cones  are  squared  off  on 
two  sides  to  fit  in  the  forks  end  slots  and 
prevent  turning.  Screw  bolts  enter  the  ends 
of  the  cones  and  hold  the  hub  in  the  frame, 
from  which  it  can  be  easily  removed  with- 
out disturbing  the  adjustment  of  the  bear- 
ings. To  adjust  the  bearings  in  case  of 
wear,  a  key  is  inserted  through  a  hole  in  the 
center   of   the   hub    and   the   conical    headed 


screw  is  loosened  to  unlock  the  axle  from 
the  cones,  then,  leaving  the  key  in  place,  the 
wheel  is  turned  backward  or  forward,  caus- 
ing the  tubular  axle  to  turn  on  the  cones 
and  force  them  further  apart  or  draw  them 
closer  together,  they  being  threaded  right 
and  left.  The  proper  adjustment  secured, 
the  key  is  turned  to  lock  them  by  means 
of  the  spreading  pins.  The  Collmer  hubs 
are  turned  from  solid  bar  steel,  no  stamp- 
ings or  castings  being  used.  James  E.  Plew, 
1446  "Wabash  avenue,  Chicago,  is  sales  agent 
for  them. 

ANTI  FRICTION  FOR  CHAINS. 

Useful  Supply  Co.  of  "Williamsport,  Pa.,  is 
in  the  market  with  a  lubricating  compound 
called  Anti-Friction,  which  it  packs  In  handy 
form  in  2-oz.  tin  boxes  and  in  collapsible 
tubes.  That  in  the  boxes  is  intended  for  use 
on  chains  and  is  of  the  consistency  of  vase- 
line, while  that  in  the  tubes  is  more  liquid 
in  form  and  can  be  squeezed  into  the  cups 
of  ball  bearings.  It  is  translucent,  of  Brew- 
ster green  color  and  has  the  agreeable  odor 
of  almonds.  

BLISS  CO.'S  PICTORIAL  CATALOGUE. 

E.  W.  Bliss  Co.,  Borough  of  Brooklyn, 
has  issued  a  large  catalogue  of  heavy  plate 
paper  showing  a  score  of  full  paee  half  tone 
illustrations  of  the  exterior  of  its  factories 
and  of  various  departments  inside,  and  also 
many  fine  wood  cuts  of  the  large  line  of  ma- 
chine tools  made  by  this  company  and  ex- 
tensively used  in  the  cycle  industry.  It  is 
a  most  attractive  book,  and  will  be  found 
valuable  by  any  one  contemplating  the  in- 
stallation of  new  metal  working  machinery. 


JARVIS  TAKES  A  PARTNER. 

W.  B.  Jarvis,  of  Grand  Rapids.  Mich.,  who 
placed  on  the  market  last  season  a  leather 
grip  which  was  adopted  by  a  number  of  the 
leading  manufacturers,  including  H.  A.  Lo- 
zier  &  Co.,  and  v/hich  was  handled  by  a 
number  of  the  leading  jobbers,  including  A. 
G.  Spalding  &  Bros.,  has  taken  as  a  partner 
in  this  branch  of  his  business  W.  Smalley 
■Paniels,  for  a  number  of  years  with  the 
Plymouth  Cycle  Co..  and  later  with  the  Ham- 
ilton-Kenwood Co.,  and  the  new  firm  is  now 
better  prepared  than  ever  to  supply  the  man- 
ufacturing and  jobbing  trade  with  leather 
grips.  The  new  firm  has  secured  as  super- 
intendent of  the  factory  C.  E.  Peterlein, 
who  is  responsible  for  many  recent  improve- 


ments in  bicycle  grips,  including  the  wood 
lining  or  bushing,  the  single-piece  cork  grip 
and  the  J.  &  D.  leather  grip.  Among  other 
good  contracts  recently  secured  by  Mr.  Jar- 
vis  is  one  to  supply  the  entire  Lozler  pro- 
duct with  his  leather  grip.  Both  members 
of  the  firm  are  young  men  and  enjoy  a  wide 
acquaintance  among  the  manufacturing  and 


jobbing  trade.  Samples  of  their  Leather 
grips  will  be  sent  to  manufacturers  and  job- 
bers, and  electros  for  catalogues  will  be  sup- 
plied upon  request. 

CEMENT  AT  WHOLESALE  ONLY. 

American  Trading  Co.,  100  William  street. 
New  York,  correcting  an  error  in  last  week's 
issue  of  this  paper  regarding  the  marketing 
of  Hard  Red  tire  cement,  states  that  it  is 
not  seeking  to  sell  to  retailers  at  all,  and 
would  have  to  refer  such  applicants  to  job- 
bers. 

A.  G.  Spalding  &  Bros,  of  New  York  and 
Chicago,  have  bought  out  the  Spalding-Hay- 
wood Arms  Co.  of  Denver,  Colo.,  and  will 
use  the  store  as  a  branch  distributing  house 
for  Spalding  bicycles  and  sporting  and  ath- 
letic goods.  Retailers  of  the  far  west  will 
draw  their  supplies  from  the  Denver  house 
at  the  same  prices  as  from  New  York  or 
Chicago.  Bryan  Haywood  will  remain  as 
manager  of  '.he  Denver  branch. 


Chas.  F.  Stokes  of  Highlandville,  Mass., 
writes  that  a  number  of  inquiries  as  to 
prices  and  terms  for  the  Excelsior  hubs  de- 
scribed in  Cycle  Age  for  October  27.  have 
been  addressed  to  Chas.  F.  Stokes  &  Sons 
Co.,  at  Highlandville  instead  of  to  Chas.  F. 
Stokes  &  Sons,  56  Fifth  avenue,  Chicago. 
The  hub  business  is  done  in  Chicago  and  cor- 
respondence in  regard  to  hubs  should  be 
sent  to  the  Chicago  address. 


Stewart  Bros.   Co.,   manufacturers  of  high 
class  hubs  in  Chicago  during  the  past  tliree 


•  ••  1  IILff»« 


BUNDY 


LAMP 


BURNS  ACETYLENE  GAS. 
BRIGHT  AS  THE  SUN. 

THE  ONLY  PERFECT 
BI' YCLE  LAMP 


INFRIINGEFS 

TAKE  NOTICE! 


We  absolutely  contfol  the  Patent  Rights  for  using:  an  ABSORBANT  in 
the  treatment  of  carbide  ■with  ■water  and  shall  take  steps  to  protect  them. 
Parties  continuing  to  use  this  in  connection  with  Bicycle  or  any  Acetylene 
Gas  Lamps  ■will  be  prosecuted. 

JOBBERS 

RETAILERS 

RIDERS 

Look  before  you  leap.  You  cannot  afford  to  take  any  chance  when  THE 
BUNDY  LAMP  is  within  your  reach.  Our  lamp  is  the  acme  of  simplicity, 
style  and  strength.  Satisfaction  guaranteed.  Write  for  description.  We 
want  our  lamp  in  your  catalogue.    Electros  free. 

The  frank  E.  BUNDY  LAMP  CO. 

Mention  The  Cycle  Age  ^^^T*i  LLnllrA,    II.     I.,    U.    O.    A. 


84 


The  Cycle  Age  and  Trade  Review 


years,  have  removed  from  197  South  Canal 
street  to  250  West  Lake  street.  The  new 
location  is  in  a  large  manufacturing  block, 
where  they  will  have  ample  room  to  grow 
as  the  business  expands.  Their  capacity  at 
the  present  time  is  3,000  pair  per  week. 


O.  P.  Bernhaj-t,  for  the  past  two  or  three 
years  (Connected  with  Kirk  Mfg.  Co.,  of  To- 
ledo, and  at  present  in  charge  of  the  local 
retail  store,  will  soon  go  on  the  road  for  the 
makers  of  the  Viking  bicycles  and  in  the 
early  spring  will  assume  charge  of  the  Vik- 
ing retail  store  in  Toledo. 


Eaton  Mfg.  Co.  of  Eaton,  Ind.,  has  pur- 
chased the  business  of  Old  Fort  Mfg.  Co.  of 
Fort  Wayne,  Ind.,  and  will  continue  to 
make  the  goods  formerly  made  by  the  Old 
Fort  company.  The  plant  in  Fort  Wayne 
is  being  put  in  proper  condition  to  take  care 
of  trade  with  promptness  and  method. 


Relay  Mfg.  Co.  has  announced  its  prices 
for  '99,  which  will  be  as  follows:  Racer,  $60; 
Flyer,  $50;  Special,  $40;  Vox,  $30.  Their  30-lnch 
wheel  patterns,  with  3%  drop  of  hanger, 
will  list  at  $55.  Their  '99  advance  catalogue 
will  be  sent  to  the  trade  in  a  few  days. 


O.  C.  Hutchinson,  who  for  the  past  eight- 
een months  has  been  In  charge  of  the  bicycle 
sales  vlepartment  for  the  Bean-Chamberlln 
Mfg.  Co.,  of  Hudson,  Mich.,  has  accepted 
a  similar  position  with  the  Monarch  Cycle 
Mfg.  Co.  of  Chicago. 


Andernen  &  Fuller  of  Christiania,  Norway, 
are  agents  for  blcj^cle  parts  for  the  whole 
of  Scandinavia  and  Finland,  where  they 
travel  regularly,  and  invite  correspondence 
from  manufacturers  in  this  country. 


A.  Chaney,  cycle  dealer  of  Terre  Haute, 
Ind.,  will  go  on  the  road  as  traveling  sales- 
man for  the  Grand  Rapids  Cycle  Mfg.  Co., 
and  will  push  the  Clipper  chainless,  as  a 
leader. 

TRADE  NOTES. 

V.  E.  Ripper,  proprietor  of  Ripper  Cycle 
Co.  of  Buffalo,  N.  T.,  manufacturers  of  the 
Electric  City  and  Ripper  bicycles,  has  leased 
the  factory  and  salesroom  of  Iroquois  Cycle 
Co.  of  the  same  city,  and  will  continue  the 
manufacture  of  the  Mohawk  and  Cayuga  bi- 
cycles, which  was  given  up  some  time  ago 
by  the  Iroquois  Cs^cle  Co.  The  latter  con- 
cern. Is  not  connected  with  Iroquois  Cycle 
Works  of  Chicago,  which  makes  the  Iro- 
quois  bicycles. 

W.  H.  Burt  of  the  Burt  Cycle  House,,  Wi- 
chita, Kas..  has  arranged  with  Manson  Cy- 
cle Co.  of  Chicago  to  manage  the  southwest- 
ern business  of  that  concern  and  make  his 
Wichita  store  the  distributiner  depot  for 
Kansas.  Texas.  Oklahoma,  Colorado  and 
New  Mexico.  Mr.  Burt  is  also  enlarging  his 
business  by  the  addition  of  sewing  ma- 
chines, pianos,  organs  and  vehicles  of  all 
kinds. 

J.  E.  Sellers,  formerly  in  business  at  1009 
Grand  avenue,  Kansas  Citv,  Mo.,  under  the 
style  of  J.  E.  Sellers  Cycle  &  Supply  Co., 
has  opened  a  new  store  under  the  same  name 
at  1221  McGee  street,  same  city,  and  the  old 
business  and  location  Is  retained  by  U.  M. 
Sellers  Cycle  Co. 

A  few  samples  of  an  improved  double 
cylinder  bicycle  pump  are  being  made  at  C. 

F.  Pennock's  factory  in  Chittenango,  N.  Y., 
and  If  the  pump  is  the  success  It  Is  ex- 
pected to  be,  they  will  probably  be  manufac- 
tured there  on  a  commercial  scale. 

E.  H.  Allen,  the  pioneer  exclusive  bicycle 
dealer  of  Waterbury.  Conn.,  and  the  fore- 
most Spalding  agent  In  Connecticut,  has  just 
moved  Into  a  handsomely  equipped  and  dec- 
orated store  and  has  added  sporting  goods 
to  his  line. 

A.  S.  Ewing,  conducting  a  manufacturing 
establishment  In  Chillicothe,  O.,  will  add  a 
new  department  to  his  factory  and  begin  the 
manufacture  of  bicycles  the  coming  winter. 

G.  A.  Vincent  will  have  charge  of  this  de- 
partment. 

Defiance  Wheel  Co.  has  been  Incorporated 
with  $10,000  capital  to  manufacture  bicvcles 
and  other  articles  at  Defiance.  O.  The  In- 
corporators are  A.  H.  Wood.  John  Spangler, 
E.  P.  Hooker,  D.  D.  Loveridge  and  E.  T. 
Clark. 

Coe  Mfg.  Co.  of  50  Warren  street.  New 
York,  has  arranged  with  Hartley  &  Graham 
of  New  York  City,  for  the  latter  firm  to 
control  the  export  trade  for  the  entire  Coe 
line  during  the  coming  season. 

The  American  Cycle  Co.  of  Chicago  Is 
about  to  move  to  Akron.  O.,  and  will  oc- 
cupy the  works  of  the  old  J.  F.   Seiberling 


Mower  &  Reaper  Co.,  which  have  been  idle 
for  several  years.  The  assignee  of  the  lat- 
ter company  has  made  an  application  to  the 
court  asking  for  authority  to  lease  the 
buildings.  The  company  will  equip  the  plant 
with  the  best  machinery,  and  expects  to 
employ  several  hundred  men. 

Hine-Watt  Mfg.  Co.  of  Chicago  has  been 
incorporated  with  capital  stock  of  $50,000  to 
manufacture  hardware  and  bicycle  sundries. 
Incorporators  are,  Lucius  A.  Hine.  Sern  P. 
Watt,  Jos.  T.  Burnham,  Jr.,  and  Ernest  W. 
Hicks.  — 

Marion  Black,  successor  to  Black  &  Pel- 
tier, bicycle  dealers,  of  Ft.  Wayne,  Ind,,  has 
consolidated  with  the  Meyers  Cycle  Co.  and 
formed  the  new  firm,  Meyers  &  Black. 

American  Tin  Plate  Co.  of  Richmond,  Ind., 
emphatically  denies  the  press  statements 
that  it  is  about  to  erect  a  new  factory  and 
engage  in  the  manufacture  of  bicycles. 

Hicks  Motocycle  Co.  of  Chicago  has  been 
incorporated  by  John  A.  Drake,  Belle  W. 
Barry,  and  Frank  W.  Howser,  with  $2,500 
capital,  to  manufacture  motor  vehicles. 

The  Colorado  Cycle  Supply  Co.  of  Denver 
has  removed  to  1615  California  street  in  that 
city,  with  a  view  to  providing  increased  fa- 
cilities and  space  for  sidelines. 

Wesley  P.  Churchill  Co.  of  Cambridge, 
Mass.,  has  been  incorporated  with  $10,000 
capital  stock  to  manufacture  bicycles  and 
motor  carriages. 

F.  E.  Bundy  Mfg.  Co.  of  Elmira,  N.  Y., 
has  been  Incorporated  as  The  Frank  E.  Bun- 
dy Lamp  Co.,  with  capital  stock  of  $10,000. 

The  property  of  State  of  Maine  Wood  Rim 
Co.  of  West  Paris,  Me.,  is  in  possession  of 
trustees  under  first  mortgage  bonds. 

Fobes  Bros.  &  Niles,  incorporated,  of  Se- 
attle, Wash.,  dealing  in  bicycles,  have  ar- 
.-anged  to  dissolve  corporation. 

H.  Mark,  of  Moorehead,  Minn.,  dealing  in 
hardware  and  bicycles,  will  go  out  of  busi- 
ness January  1. 

Hitchcock  Lamp  Co.  of  Watertown,  N.  Y., 
has  changed  its  name  to  Jefferson  Brass 
Works. 

Frontenac  Cycle  Co.  of  Philadelphia,  Pa., 
has  been  succeeded  by  Magee  &  Young. 

Henry  T.  Bragg,  manufacturer  of  bicycles 
in  New  York  City,  has  assigned. 


PBATHBRSTONB  &  CO.'S  HODELS. 


Bight  Comprise  the  '99  Line— List  From  $50  to 
$as— Distinctive  New  Peatares. 


The  new  models  which  A.  Featherstone 
&  Co.  of  Chicago  are  preparing  to  place 
in  the  hands  of  agents  are  now  ready  for 
inspection  and  will  be  shown  to  the  trade 
as  rapidly  as  the  company's  force  of  trav- 
eling men  can  cover  the  territory.  They  are 
all  to  be  Itnown  as  "Featherstone"  models 
and  are  designated  A,  B,  C,  D,  E,  F,  G 
and  H,  ranging  in  price  from  $50  to  $25. 
Among  the  most  conspicuous  new  features 
of  the   line  is   the   regular   equipment   with 


Featherstone  detachable  tires  of  the  G.  & 
J.  pattern  vvith  option  of  Hartford  single 
tube  tires,  and  in  the  cheaper  models  a  price 
reduction  If  tires  of  lower  grade  are  chosen. 
A  new  reversible  handlebar  of  the  company's 
own  pattern  and  manufacture  gives  the 
front  part  of  the  best  models  a  very  attrac- 
tive and  individual  appearance.  The  ex- 
pander device  for  fastening  the  stem  is  cov- 
ered from  view  with  a  cap  as  shown  in  the 
accompanying  illustration.  The  seat  post 
fastening  is  of  equally  neat  design,  and  the 
crank  shaft  mechanism  is  entirely  new  In 
construction,    readily    taken    apart    and   set 


up.  It  is  of  the  "divided"  pattern,  the  junc- 
tion of  the  two  shaft  sections  being  ef- 
fected by  a  "square  taper"  fit  which  Is 
locked  and  unlocked  by  means  of  a  key. 
The  connection  is  secured  by  a  screwthread- 
ed  locking  plug,  which  is  operated  by  the 
same  key  from  the  left  hand  side  of  the 
machine.  The  plug  fills  the  bore  of  the  left 
crank  boss  and  crank  shaft  section  and  the 
mechanism  is  so  arranged  that  the  taper 
junction  cannot  be  undone  by  any  means,  ex- 
cept by  the  key,  thereby  securing  workman- 
like operation  by  even  the  most  careless 
rider  and  permanent  satisfaction  to 
riders,  dealers  and  manufacturer.  Wheel 
rims  are  eyeletted  for  passage  of 
the  spokes.  One  of  the  models  is 
equipped  with  30-inch  wheels,  and  the 
company  has  taken  especial  care  to  make 
the  short  head  and  the  fork  stem  doubly 
strong,  and  to  make  the  ball  cups  of  es- 
pecially tough  material  and  accurate  work- 
manship. In  the  following  are  given  some 
of  the  principal  points  covered  by  the  spe- 
cifications: 

Model  A. — 

Weight:  26%  pounds.  Frame:  Shelby  seam- 
less steel  tubing;  depth,  23  inches;  main 
tubes,  l',4  inches;  upper  rear  fork  tubes,  %- 
inch;   lower  rear   fork  tubes,     %-inch     "D" 


tubing,  tapered;  head,  4%xl%  inches;  drop, 
3%  inches;  narrow  tread;  large  barrel  crank 
hanger;  fiush  joints  throughout;  nickel  plat- 
ed covers  of  rear  fork  ends.  Steering  fork: 
Drop  forged,  arched  crown;  1-inch  seamless 
fork  sides;  crown  and  fork  ends  nickeled. 
Wheels:  30-inch;  wood  rims,  enameled  to 
match  color  of  frame;  striped;  large  patent 
hubs;  swaged  tangent  nickeled  spokes,  tied 
at  intersection;  32  spokes  to  front,  36  spokes 
to  rear  wheel;  1%-inch  Feather- 
stone (G.  &  J.)  detachable  tires.  Handle- 
bar: Ram's  horn  pattern;  medium 
drop;  reversible;  1-inch,  tapered  to  '%-inch; 
seamless.  Bearings:  Tool  steel,  oil  tem- 
pered and  removable;  equipped  with  combi- 
nation oiling  and  ball  retaining  device,  con- 
ducting oil  direct  to  bearings.  Pedals:  Com- 
bination rat  trap  and  rubber;  convertible; 
Featherstone  make.  Cranks:  Semi-oval; 
drop  forged;  7-inch.  Chain:  3-16-lnch;  B 
block;  polished;  one-piece  chain  adjuster, 
front  screw.  Gear:  80  inches;  clover  leaf 
pattern  front  sprocket  24  teeth;  rear  sprock- 
et 9  teeth— both  detachable  and  reversible. 
Finish:  Enameled  in  black,  maroon  and  olive 
green,  artistically  striped;  all  bright  parts 
nickeled.  Options:  25-inch  frame.  Gear,  72 
and  93  1-3.  T  seat  post.  6%-Inch  cranks.  1- 
%-inch  Hartford  single  tube  tires.  Handle 
bar,  seamless;  steel;  1-inch,  tapered  to  %- 
inch;  reversible;  medium  drop  or  upturned, 
and  reversible  racing,   special   design. 

Model  B,  Racer.  —  Weight:  22  pounds. 
Frame:  Depth,  21  inches.  Wheels:  2S-inch; 
wood  rims,  enameled  in  royal  blue,  striped. 
Handlebar:  Racing  low  drop;  reversible;  spe- 
cial design;  1-lnch,  tapered  to  %-inch;  seam- 
less. Gear:  91  Inches;  clover  leaf  pattern 
front  sprocket  26  teeth;  rear  sprocket  8 
teeth;  both  detachable  and  reversible.  Fin- 
ish: Enameled  in  royal  blue,  artistically 
striped;  all  bright  parts  nickeled.  Options: 
On  gear,  crank  length,  tires,  saddles  and 
handlebar. 

Model  C,  Roadster.— Weight:  25  pounds. 
Frame:  Depth,  23  inches;  head,  6%xl%  In- 
ches; drop,  2%  inches;  flush  jonts  through- 
out. 

Model  D,  Women's.— Weight  25  pounds. 
Frame:  Depth,  22  Inches;  with  options  of  19 
inches  and  24  inches.  Handlebars:  Reversi- 
ble upturned,  equipped  with  brake;  1-Inch, 
tapered  to  %-inch;  seamless.  Pedals:  Screw 
Into  cranks;  made  from  cold  rolled  sheet 
steel  and  steel  drop  forgings;  moulded  rub- 
bers. Gear  :  67  1-5  inches ;  with  options  68  4-9 
and  74  2-3.  Guards:  Enameled  wood  chain 
guard  and  rear  mud  guard  only;  finely 
striped;  laced  with  cord  to  match  finish. 

Models  E  and  F  are  men's  and  women's 
roadsters,  weighing  26  and  27  pounds.  Models 
G  and  H  are  juvenile  machines  for  boys 
and  girls.  

Imports  of  bicycles  to  Italy  in  1897 
numbered  1,994,  of  which  810  were 
American  made,  538  English,  337  French 
and  309  German.  In  the  same  year  Italy 
exported  1,036  machines,  to  Egypt, 
Switzerland,  Japan,  Austria  and  Brazil. 
In  1896  Italy  did  not  export  50  bicycles. 


The  Cycle  Age  and  Trade  Review 


85 


QUALITY  AND  PRICE. 

Columbia  bicycles  have  been  for  many 
years  the  standard  of  the  world,  unequal- 
ed,  unapproached.  Although  the  price  has 
been  so  greatly  reduced,  the  quality  is 
and  always  will  be  the  best  that  human 
ingenuity  can  make.  How  often  you  hear 
the  remark:  "As  good  as  a  Columbia," 
or,  "I  would  have  purchased  a  Columbia, 
but  I  got  this  at  a  discount."  The  price 
is  now  within  the  reach  of  every  one  who 
wants  the  best.  No  matter  how  much 
higher  a  bicycle  is  listed,  it  cannot  be 
sold  for  more  than  the  price  of  a  Colum- 
bia. They  are  always  sold  at  the  list 
price,  and  everybody  knows  that  the  one 
price  is  always  the  lowest.  The  great 
bulk  of  the  people  prefer  to  purchase  in 
stores  where  goods  are  sold  at  one  price 
and  where  all  are  treated  alike.  When 
any  article  is  listed  above  its  value,  it  is 
sold  at  a  cut  price  and  at  different  prices 
to  different  customers,  so  that  no  one 
knows  whether  he  buys  at  the  bottom 
price  or  not. 

The  Pope  Company  believe,  with  these 
new  prices,  that  they  give  the  most  for 
the  money  that  has  ever  been  offered, 
and  yet  have  not  sacrificed  quality.  Co- 
lumbia, when'applied  to  a  bicycle,  means, 
and  always  will  mean,  the  best  that  can 
be  made.  The  Pope  Company  challenge 
the  world  to  produce  better  bicycles  and 
do  not  believe  that  their  equals  exist. 

Hartford  bicycles  stand  next  to  Colum- 
bias,  are  equal  to  nearly  any  other  bicy- 
cles and  superior  to  most  of  them.  If  you 
cannot  have  the  Columbia  trade  mark, 
have  the  Hartford;  both  are  guaranteed. 

The  bevel-gear  chainless  is  one  of  the 
greatest  improvements  in  bicycle  con- 
struction, and  they  advise  everyone  who 
can  afford  to  pay  $75,  not  to  purchase 
any  other  until  he  has  tried  the  chainless 
and  satisfied  himself  of  its  merits.  You 
never  hear  any  one  who  has  ridden  the 
Columbia  chainless  say  anything  against 
it.  Those  who  criticise  are  the  manufac- 
turers who  do  not  make  them  and  the 
people  who  have  never  ridden  them. 
Their  testimony,  of  course,  is  of  no  value. 
The  valuable  testimony  comes  from  the 
one  who  has  had  experience  with  it.  Ask 
any  rider  who  has  ridden  a  Columbia 
chainless  one  hundred  miles,  and  see 
whether  he  will  give  it  up  or  not. 

The  wise  buyer  will  see  the  Columbia 
and  Hartford  line  before  investing  his 
money  in  a  bicycle. 


r 


Charles  Francis  Adams'  Opinion  of  the  Columbia 
Bevel-Qear  Chainless  Bicycle. 

Adams  Building.  23  Court  St., 

Boston,  October  29,  1898 
My  Dea-R  Colonel  Pope:  . 

I  got  back  from  Europe  from  my  bioyclnis  tnp  m 
Holland,  up  the  Khine  and  in  England  rearly  a 
moath  ago.  I  have  been  proposing  to  mvself  to 
write  to  vou  on  the  performance  of  the  wheel  you 
recommended  me  to  buy,  but  absence  from  home  and 
pressure  of  business  have  prevented  mv  s"  d^ine. 

I  now  wish  to  say  that  my  whe^l  fulfilled  all  you 
nromised  in  regard  to  it.  I  found  it  an  admirable 
machine  I  rode  in  all  800  miles,  a  large  propnrtmn 
of  it  over  paved  roads:  and  I  am  a  very  clumsy  and 
heavy  rider  The  wheel  gave  me  no  trouble  whnt- 
ever  and  I  did  not  find  it  necessary  even  to  oil  it.  My 
only' disaster  was  a  punctured  tire  due  to  picking  up  a 
tack  in  the  roadway  in  Holland.  This  wa«  soon  re- 
paired. Otherwise  the  wheel  stood  averysevere  wear- 
and-tear  with  a  success  that  surprLsed  me. 

I  also  found  it  a  much  better  machine  for  hiUclimb- 
ing  than  any  I  had  ever  had  before.  Tn  fact  its  pur- 
chase by  me  on  your  recommendation  proved  m  every 
way  satisfactory,  and  the  excellence  of  the  machine 
added  immensely  to  thepleasure  and  sense  of  security 
of  my  trip.  I  ceased  to  be  continually  anxious  lest 
some  disaster  should  happen  to  my  wheel. 

Under  these  circumstances,  I  wish  to  put  m  your 
hands  this  recognition  of  the  wisdom  of  your  advice 
to  me  I  remain,  etc., 

(Signed)      CHARLES  F.  ADAMS. 
Col.  a.  a.  Pope,  ^    ^ 

223  Columbus  Avenue,  Boston. 


I 


Be  You  Rider  or  Dealer 
Don't  Fail  to  See  Our  1899  Models. 

On  Nov.  istli  we  expect  to  express  to  all 
our  Branch  Stores  sample  models  of  1899 
Columbias,  Hartfords  and  Vedettes 

We  invite  every  rider  in  the  various  cities  in  which 
our  Branch  Stores  are  located  to  call  and  examine  our 
line.  We  want  every  Dealer  to  go  to  see  our  Branch 
House  Manager  in  his  territory,  and  have  a  talk  with 
him  about  our  policy  and  prices  and  look  over  the  new 
Models.  They  are  the  handsomest  and  best  machines 
we  have  ever  built  and  we  do  not  believe  their  equals 
exist. 

At  the  new  prices  the  dealer  who  secures  the  Col- 
umbia Agency  cannot  fail  to  do  the  bulk  of  the  bicycle 
business  in  his  territory,  if  he  makes  proper  use  of  his 
opportunities. 

PRICES 

Columbia  Chainless,  -  $75.00 
Columbia  Chain,  -  $50;!  40.00 
Columbia  Tandems,  -  75.00 
Hartford,  -  -  -  35.00 
Vedette,      -      -      -      25.00 


n\ 


I 


I 


BRANCH    HOUSE    DISTRIBUTING    POINTS: 


BOSTON,    MASS.,   223    Columbus 
A.VC 
Maiue,  New  Hami)shire,  East- 
em  Massachusetts  to  the  Wor- 
cester county  line. 

NEW  YORK  CITY,  12  Warren  St. 
Following  counties  in  New 
York  state:  Kings,  Queens, 
New  York,  Orange,  Putnam, 
Richmond,  Rockland,  Sufiolk, 
West  Ch'  ster. 

Following  counties  in  New 
Jersey:  Bergen.  Essex.  Hudson, 
Middlesex,  Monmouth,  Morris, 
Passaic,  Union,  Sussex,  War- 
ren, Hunterdon,  Somerset. 

PHILADELPHIA,  PA.,  (Hart  Cy- 
cle Co  )  816  Arch  St. 
Following  counties  in  Penn- 
sylvai'ia:  Chester,  Lancaster, 
Lebanon,  Dauphin.  Schuylkill, 
Berks,  L.  high.  Carbon,  North- 
hampton, Bucks,  Montgomery 
Delaware. 

Following  counties  in  New 
Jersey:  Atlantic.  Burlington, 
Camden,  Cape  May,  Cumber- 
land, G  oucester,   Ocean,   Sa- 


lem,  Mercer   (except  Prince 

ton). 

State    of    Delaware,   Eastern 


NEW    ORLEANS,     LA.,    1757   St. 
Charles  Ave. 

,j^.cvc    «.     i^v,.c...»*^,   - Louisiana,  Texas,   Mississippi. 

Maryland,    eastern  peninsula  g^   LOUIS,  MO.,  817  Pine  St. 

01  Virgima.  Missouri,    Kansas,    Arkansas, 

Oklahoma,    Indian   Territory, 
Southern  Illinois. 


Virginia 

PITTSBURG,  PA.,   485  Wood  St. 
Following  counties  in   Penn- 
sylvania:    Allegheny,    Wash- 
ington, Beaver. 

BUFFALO,  N.  v.,  609  Main  St. 
Following  counties  in  New 
York  state:  Erie,  Chautauqua, 
Niagara,  Cattaraugus. 
Following  counties  in  Penn- 
sylvania: Erie,  Crawford,  War- 
ren, McKean. 

ROCHESTER,  N.  Y.,  32  East  Ave. 
Following  counties  in  New 
York  Stat-:  Monroe.  Orleans, 
Genesee, Wyoming,  Livingston, 
Wayne,  Allegany,  Steuben, 
Ontario,  Yates. 

DETROIT,  MICH.,  272  Woodward 
Ave. 
State  of  Michigan,  except  the 
western  half  of  the  northern 
peninsula. 


CHICAGO,  ILL.,  105  Wabash  Ave. 
Iowa,  Indiana,  Wisconsin, 
Minnesota,  North  and  South 
Dakota,  Nebraska,  Northern 
Illinois,  western  half  of  north 
em  peninsula  of  Michigan. 

PROVIDENCE,  R.  I.,  15  Snow  St. 
Rhode  Island. 

PORTLAND,  ORE.,  134  Sixth  St. 
Washington,  Oregon,  Idaho, 
and  Montana. 

SAN  FRANCISCO,  CAL.,    344  Post 
St. 
California,  Nevada  and   Ari- 
zona. 

DENVER,  COL.,  (Gano  Cycle  Co.) 
1614  Stout  St. 
Wyoming,     Utah,     Colorado, 
New  Mexico,  El  Paso,  Texas. 


I 


All  points  in  the  United  States  not  specified  above  will  be  supplied  as 
heretofore  from  the  Home  Office  of  the 

POPE  MFG.  CO.,  Hartford,  Conn. 

Mention  The  Cycle  Age 


I 
I 


36 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


nichael  Sails  for  Europe. 

New  York  City,  Nov.  14. — Jimmy  Mi- 
chael and  his  new  mentor  and  confiden- 
tial friend  sailed  on  a  French  line  steam- 
er last  Saturday  for  a  brief  pleasure  tour 
abroad.  Michael  expects  to  make  a  short 
stay  in  Paris  and  then  go  to  visit  his 
family  at  Aberamman,  Wales.  He  will 
stay  abroad  but  a  little  while  and  may 
return  in  time  to  give  some  exhibitions 
behind  motor  pace  during  the  week  of 
the  six-day  race,  which  begins  at  Madi- 
son Square  Garden  on  Monday,  December 
5.    Jimmy  still  has  the  jockey  bee  in  his 


Boston  Meet  Club  is  making  special  ef- 
forts to  boom  Montreal,  as  it  is  proposed 
to  run  the  L.  A.  W.  championships  im- 
mediately following.  Montreal  city  coun- 
cil will  give  a  good  grant  for  entertain- 
ing visitors.  It  is  proposed  to  bring  from 
Europe  several  of  the  fastest  men  that 
can  be  obtained,  and  to  get  some  pacing 
machines  from  France.  The  Queen's 
Park  Track,  where  the  races  will  be  held, 
is  well  lighted  for  night  races,  and  it  is 
proposed  to  put  on  special  attractions  for 
each  night.  The  hotels  and  railroads  are 
taking  the  matter  up.     Special  excursion 


Belated  Amateur  Meet. 

New  York  City,  Nov.  14. — A  well  at- 
tended amateur  race  meet  was  run  off  on 
election  day  at  the  Parkville  Driving 
Park,  one  of  the  few  available  tracks  in 
Greater  New  York  which  are  not  under 
L.  A.  W.  suspension.  The  main  feature 
of  the  meet  was  an  hour  paced  race  be- 
tween Charles  Earl,  of  Brooklyn,  and 
Adolph  Michael,  of  Jersey  City.  The  K. 
C.  W.  man  had  quints  and  far  better 
pace  than  the  Jersey  man,  who  was  con- 
fined to  triplets.  Earl  won  by  about  two 
miles,  doing  27  miles,  1560  yards,  in  the 


jmi-lT  MICHAEL  JAILJ 
rOK  HOME 


WALTCRJ  WIMJ   5oniLe  fTACC 
m  FAKIJ 


"nAJAH'PUCfJ  nut  tlQUKtJ- 
AT   1:32  TLAT 


nff/T  MOTocTcue  i?AcrME-eT  i/  pum 
in  rPAttcc 


CHAiTLcr  nufPHr    ___  ,  .™,^ 
e/ve/  ALaonfif  the-        <^m 

m^JE-  LAUGH 


,^S*ea!K 


^s^^^li^Kennc-Dr  jail/  fop  mut  ' 

WITH    FOPEION    CRACK/ 


bonnet  and  is  thinking  more  of  making 
his  debut  in  the  saddle  than  of  kicking 
the  pedals  next  year.  There  is  even  a 
chance  that  he  may  ride  horses  at  New 
Orleans  or  in  California  the  coming  win- 
ter. 


Arranging  for  International  Meet. 

Montreal,  Nov.  14. — The  World's  Meet 
Committee  is  hard  at  work  getting  into 
line  for  the  championships  in  1899.  It 
has  been  decided  to  make  the  evening  of 
November  28  a  cyclists'  night,  when  all 
the  bicycle  clubs  will  unite  in  general  fes- 
tivities. Lord  Minto,  the  new  Governor 
General,  will  be  asked  to  accept  the  pat- 
ronage of  the  meet.  Mayor  Prefontaine 
accepted  the  honorary  presidency  and  is 
very   enthusiastic   over  the   meet.     The 


rates  will  be  given  from  Pacific  coast 
points  and  already  cyclists'  parties  are 
being  formed  on  the  coast  to  attend  the 
international  meet  in  a  body. 


Elliott  Elected  by  Big  Plurality. 

Springfield,  Mass.,  Nov.  14.— Sterling 
Elliott  received  3,222  votes  out  of  3,956  at 
the  annual  election  of  the  Massachusetts 
division  L.  A.  W.  Dr.  A.  A.  Bryson,  of 
Fall  River,  was  elected  vice-consul  and 
Aaron  Wolfson,  of  Dorchester,  secretary- 
treasurer.  Wolfson  had  but  eight  major- 
ity over  Arthur  K.  Peck,  who  ran  on  an 
independent  nomination,  the  vote  stand- 
ing: Wolfson,  1,724;  Peck,  1,716.  The 
election  committee  claims  that  it  recount- 
ed the  votes  and  that  there  can  be  no 
doubt  concerning  Wolfson's  election. 


hour,  the  amateur  record  being  29  miles, 
846  yards,  held  by  John  Nelson,  of  Chi- 
cago. An  interesting  contest  was  at  half- 
mile  heats  between  Charley  Murphy  and 
the  unguided  pacing  horse,  Neil  Alcyoner, 
which  the  professional  cycler  won  in 
straight  heats.  Collett  and  Hausman  had 
a  pretty  fight  at  the  finish  of  the  two-mile 
handicap.    Summaries: 

Quad  pursuit  race,  three  miles  limit:  Toll- 
ner,  Hurly,  Lott  and  Doyle,  first;  Malcher, 
Bechman,  Haviland  and  Donnelly,  second. 
Time,   7:10. 

One-mile  amateur  chamipionshlp  of  Brook- 
lyn, final  heat:  W.  P.  ICutchen,  first';  A.  G. 
Relyea,  secondi;  F.  Moller,  thirdi  Time 
2:22  2-5. 

Cycler  vs.  horse,  half-mile  heats:  C.  M 
Murjphy,  cycler,  first ;  Nell  Alcyoner,~  pacing 
horse,  second.  Won  in  straight  heats,  times 
1:12  4-5  and  1:07. 

Two-mile     handicap:       E.     C.     Hauswian, 


The  Cycle  Age  and  Trade  Review 


SMASHED ! ! 


riVE  WORLD'S  RECORDS 


BY  MAJ.  TAYLOR  AT  PHILADELPHIA 
RECENTLY,  ON  AN  ^^^^Jt^Ji^Ji^^ 


FITTED 

WITH 

SAGER 

....GEARS 


Orient 
ehainiess 


Kilometer   (%-mile) 57%  seconds 

%-mile 29% 

i/a-mile 45% 

1  mile 1  min.,  32 

2  miles 3  min.,  13% 


THEY  ALL  RIDE  THE  ORIENT! 


MR.  DEALER:  Your  neighbor  will  handle  Orients 
and  get  the  benefit  of  these  records  if  you  don^t  write 
tts  at  once«= 


WALTHAM  MFG.  CO.,    ■    WALTHAM,  MASS. 


Mention  The  Cycle  Age 


88 


The  Cycle  Age  and  Trade  Review 


scratch,  first;  G.  H.  Collett,  scratch,  second; 
J.  P.  Rogers,  125  yards,  third.  Time,  4:47  2-5. 
One-hour  paced  race:  Charles  T.  Earl, 
first;  Adolph  Michael,  second.  Distance,  27in., 
1,560  yds. 

FRENCH  nOTOCYCLE  RACES 

Two-Days'  Meet  at  Lille  Draws  Select  Attendance 
— Pemlnloe  notocycllsts  Participate. 

The  first  big  motor  bicycle  race  meet 
ever  held  took  place  at  Lille,  France,  on 
October  31  and  November  1.  There  was  a 
fair  attendance  of  the  most  select  pfcisons 
of  the  city.  The  final  of  the  2,000-:neter 
amateur  championship  was  won  by  La- 
mon,  with  Madame  Accou,  who  is  an  ex- 
pert motocyclist,  second,  and  Pallet, 
third.  Time,  4:19.  The  professional 
championship  was  run  in  three  heats  and 
a  final,  and  was  won  by  Courbe  in  5:47, 
with  Marcellin  second  and  E.  Accou, 
third  A  tandem  motocycle  match  at  six 
kilometers,  between  "mixed"  teams- 
male  and  female  riders— was  won  by  Du- 
trieux  and  his  sister,  Mile.  Dutrieux,  de- 
feating Courbe  and  Mme.  Accou  m  two 
straight  heats,  covering  the  distance  m 
6-56  4-5  and  7:08  1-5,  respectively.  In  a 
50-kilometer  match  Marcellin  defeated 
Osmont  by  a  quarter  of  a  mile  m 
1:06:07  4-5. 

On  the  second  day  a  4,000  meter  moto- 
cycle race  was  run  in  three  heats  and  a 
consolation  to  qualify. .  Courbe  won  the 
final  in  7:42  2-5  by  five  inches  from  A. 
Accou,  second,  and  S.  Accou,  third.  On 
the  first  turn  Dutrieux  and  S.  Accou  col- 
lided and  damaged  both  machines,  but 
Accou  secured  another  machine  and  fin- 
ished third. 

WALTERS  THE  VICTOR  i 


Wins  Fifty-Mile  Paced  Race  from  Bouhours,  Bou- 
rotte  and  Simart-Armstrong  Bakes  HimseK. 

Paris  Nov  4.— The  fifty-mile  race,  with 
pacemakers,  at  the  Pare  des  Princes  Velo- 
drome last  Sunday,  resulted  in  favor  of 
the  English  competitor,  Walters,  who 
easily  defeated  Bouhours  by  500  meters, 
while  Simart  and  Bourotte  were  respec- 
tively six  and  eight  laps  behind.  Arm- 
strong, the  other  British  representative, 
led  to  the  thirteenth  kilometer  at  a  kill- 
ing pace,  but  nine  kilometers  later  had 
to  drop  back,  being  thoroughly  exhaust- 
ed He  did  yeoman  service,  however,  for 
his  fellow  countryman,  as  long  before  the 
finish  the  Frenchmen  were  "baked'  and 
Walters  won  just  as  he  pleased,  bis  time 
for  the  whole  distance  being  1:37:112-5. 
Walters.  Armstrong  and  Bouhours  were 
paced  by  two  electric  tandems,  while  Si- 
mart  and  Bourotte  were  paced  by  petro- 
leum tandems.  The  scratch  contest,  m 
heats  of  1,000  meters,  went  to  Carmant. 
who  defeated  Nieuport.  Bourotte  and  Bou- 
lay.  Despite  the  fine  weather  there  was 
but  a  moderate  attendance,  and  the  gen- 
eral opinion  of  those  present  was  that 
long  distance  contests  are  a  mistake  so 
late  in  the  season. 

Abandonment  Sentiment  Growing. 

As  the  time  approaches  for  the  Nation- 
al assembly  the  likelihood  of  tEe  prevail- 
ing sentiment  being  in  favor  of  the  re- 
linquishment of  the  control  of  racing  by 
the  League  increases,  and  the  chances  of 
racing  officials,  handicappers  and  others 
pecuniarily  and  politically  interested  in 
the  retention  of  race  control  being  able 
to  persuade  the  L.  A.  W.  to  hold  on  and 
make  a  fight  diminishes.  Chief  Consul 
Belding  and  Vice-Consul  FuUerton.  of 
the  New  York  division,  are  among  the 
many  who  believe  that  the  L.  A.  W.  will 
be  better  off  unhampered  by  race  gov- 
ernment, and  they  may  head  a  unanimous 
delegation  from  the  Empire  state  to  vote 
for  the  abandonment  of  racing  control, 
unless   Potter   can   rally   the   delegation 


to  the  support  of  his  friend  Mott  and 
chooses  to  perpetuate  race  control  that  he 
may  continue  to  have  handicappersships 
and  other  racing  offices  at  command  for 
purposes  of  political  reward  and  punish- 
ment. With  Belding.  of  New  York,  El- 
liott, of  Massachusetts,  and  Collins,  of 
Pennsylvania,  open  advocates  of  racing 
abandonment,  there  is  a  powerful  nu- 
cleus for  anti-racing  sentiment  at  the  Na- 
tional assembly. 


MILE  IN  1:32  FLAT 


Taylor  Secures  the  World's  Record  Under  Adverse 
Conditions— Half  and  Third  Also  Broken. 


Philadelphia,  Nov.  14.— Last  Saturday, 
at  the  end  of  a  windy,  rainy  week.  Major 
Taylor  was  enabled  to  wrest  from 
Edouard  Taylore,  the  coveted  mile  rec- 
ord. The  weather  was  cold  and  raw,  ice 
having  formed  at  the  track  during  the 
night,  but  when,  shortly  after  3  o'clock, 
the  brisk  northwest  wind  partially  died 
down,  Taylor's  manager  decided  to  make 
the  first  attempt  at  the  mile.  The  pre- 
liminary warm-up  over,  the  dusky  flyer 
was  sent  away  behind  the  Crooks  quint. 
The  first  third  was  done  in  :29  1-5.  A 
marvelous  pick-up  by  the  Sager  quint 
team,  followed  by  a  somewhat  slower 
third,  landed  the  major  at  the  two-thirds 
pole  in  1:00  3-5.  When  the  Callahan  team 
came  in  to  nake  the  pick-up  they  started 
too  soon  and  Taylor  had  to  sprint  past  the 
Sager  quint  and  close  a  five-yard  gap  to 
catch  the  Callahan  quint  going  at  full 
speed.  With  Manager  Ward  yelling  of- 
fers of  extra  pay,  they  carried  the  Major 
the  last  third  in  :29  2-5,  and  as  his  front 
tire  crossed  the  tape  all  the  official 
watches  recorded  1:32  flat,  three-fifths  of 
a  second  under  the  world's  best  previous 
time. 

After  a  very  brief  rest  the  black  won- 
der went  for  the  half-mile  record  behind 
the  quint  mounted  by  Crooks,  Fisher, 
Echberg,  Cleeland  and  Newhouse,  who 
carried  him  all  the  way  because  the  Calla- 
han team  failed  to  pick  him  up  on  the 
bank.  The  time  for  the  half  was  :45  4-5, 
breaking  the  record  of  :48.  allowed  to 
Willie  Windle  by  the  League,  although 
Johnny  Johnson  claims  :44  1-5,  made  at 
Nashville  in  October  of  '96.  Not  satisfied 
with  this  time.  Taylor  went  for  the  half 
again  behind  Callahan  and  Sager  teams. 
There  was  some  confusion  in  the  pacing, 
causing  Major  to  swing  wide,  but  he  cut 
one-fifth  of  a  second  from  his  previous 
time,  putting  the  figures  at  :45  3-5. 

Today  the  coming  American  champion 
officially  added  the  third-mile  record  to 
his  slate,  by  tying  his  best  previous  time 
of  :29  4-5,  made  in  his  first  third  in  the 
successful  mile  record  ride  Saturday.  This 
breaks  the  record  of  :30  3-5  made  by  E. 
Taylore  at  Willow  Grove,  August  6  last. 

Next  week  Taylor  will  try  to  put  the 
mile  figures  at  1:30  flat,  and  may  go  for 
the  five-mile  record  also.  The  machine 
he  is  riding  is  an  Orient,  fitted  with  the 
Sager  roller^in  gear. 

Some  idea  of  the  expense  of  securing 
world's  records  may  be  had  from  the 
statement  that  the  weekly  salary  list  of 
Taylor  and  his  assistants  totals  close  to 
$800,  besides  which  the  Major  and  his 
pacemakers  come  in  for  bonuses  for  each 
world's  record  captured — the  colored  won- 
der pocketed  $500  extra  for  the  mile  and 
$100  extra  for  each  of  the  others;  so  that 
his  stay  in  this  city  has  cost  his  employ- 
ers up  to  date  but  little  short  of  $3,500. 

In  the  early  part  of  the  week  Taylor 
had  to  suspend  his  efforts  owing  to  the 
fact  that  the  tires  on  his  quintuplets  were 
coming  loose,  and  he  had  to  telegraph  to 
Boston  for  the  only  expert  who  can  at- 
tach these  large  tires  to  big  pacing  ma- 
chines so  that  they  will  not  creep  and  cut 
off  the  valve.  The  explanation  offered  for 
this  loosening  is  that  the  heat  developed 


within  the  tires  by  the  rapid  motion  un- 
der nearly  half  a  ton  weight,  softens  the 
cement,  which  is  then  thrown  off  in  fine 
threads  by  the  centrifugal  force,  and  the 
tires,  thus  freed,  slip  along  the  rims. 


JACQUELIN  WINS  IN  ITALY 


Defeats  Protin  at  Turin  by  Inches  at  the  Tape- 
Banker  Third  In  Tandem  Race. 


The  final  of  the  Grand  Prize  race  run 
on  the  third  day  Sf  the  Turin  meet,  Octo- 
ber 30,  was  one  of  the  finest  races  ever 
given  on  the  Umberta  track  in  Italy.  In 
the  first  semi-final,  Meyers  won  after  a 
splendid  fight  by  inches  from  Jacquelin, 
Eros  and  Bixio  finishing  in  third  and 
fourth  places,  respectively.  In  the  sec- 
ond semi-final  Singrosso  defeated  Pro- 
tin  by  half  a  wheel,  and  Broca  and  Momo 
secured  third  and  fourth  places. 

Protin  (Belgian),  Meyers  (Dutch), 
Jacquelin  (French),  and  Singrossi  (Ital- 
ian), started  in  the  final,  changing  pace 
at  every  lap  until  the  bell,  when  the  or- 
der was:  Meyers,  Jacquelin,  Singrossi, 
Protin.  Entering  the  last  turn,  Protin 
began  his  sprint,  but  Jacquelin  followed, 
and  coming  down  the  home  stretch  grad- 
ually, worked  up  in  front.  Less  than  ten 
yards  from  the  tape  the  plucky  Belgian 
was  still  ahead,  but  in  a  last  tremendous 
effort  Jacquelin  passed  Protin  and  won  by 
a  small  margin.  Meyers  was  third  and 
Singrossi  last.  / 

The  tandem  race  was  won  by  Ferrari- 
Bixio,  with  Eros-Cesotte  second  and 
Banker-Grogna  third.  Tomaselli  won  the 
consolation  race  from  Yaap  Eden  and 
Magli. 

Will  Wait  Till  He  is  Champion. 

Taylor,  when  interrogated  at  Woodside 
park  concerning  the  European  trip  which 
it  has  been  reported  he  will  take  next 
season,  said:  "Unless  it  be  as  champion 
of  America,  I  shall  never  race  on  the 
other  side.  I  realize  now  that  I  aban- 
doned all  my  championship  prospects 
when  I  left  the  outlaw  circuit  just  before 
the  Cape  Girardeau  meet.  But  I  couldn't 
stand  the  treatment  there;  however, 
there's  no  use  crying  over  spilled  milk. 
When  I  joined  the  outlaws  it  was  in  good 
faith,  and  with  the  firm  belief  that  could 
I  but  win  the  championship  from  such  an 
aggregation  of  first-raters,  no  one  could 
question  my  title.  Had  I  remained  with 
the  L.  A.  W.  and  raced  here  and  at  Balti- 
more and  New  Haven  I  would  surely  have 
gained  the  top  of  the  ladder;  but  just  as 
everybody  is  now  laughing  at  the  notion 
of  Tom  Butler  being  the  national  cham- 
pion, so  they  would  have  laughed  had  I 
won  the  title  against  mediocre  men — and 
I  couldn't  stand  that.  While  I  have  a 
number  of  claims  on  the  '98  champion- 
ship they  do  not  make  me  the  champion. 
With  one  exception  I  have  beaten  every 
white  racing  man  oftener  than  he  has 
beaten  me.  and  my  percentage  in  the 
championship  and  in  general  competition 
is  better  than  that  of  any  other  one 
man." 


NEWS  IN  BRIEF. 

The  new  chief-consul  of  the  New  York 
division  L,.  A.  W.,  M.  M.  Belding-,  will  ctrive 
to  boom  his  division  membership  and  regain 
the  leadership  now  seemingly  lost  to  Penn- 
sylvania. Local  organizations  are  to  be  es- 
tablished in  each  town  and  district  where 
membership  warrants  It,  and  these  will  be 
kept  in  close  touch  with  the  division  "cab- 
inet," which  will  comprise  the  heads  of  all 
departments  of  state  work,  who  will  meet 
frequently  to  discuss  plans  with  the  chief- 
consul. 

New  York  City,  Nov.  12.— A  cable  was  re- 
ceived today  at  the  offices  of  the  American 
Cycle  Racing  Association,  notifying  them 
that  James  C.  Kennedy  sailed  from  South- 
ampton on  the  St  Paul  for  this  country, 
having  signed  five  riders  for  the  New  York 
six-day   race    out    of   many   foreign   cracks 


The  Cycle  Age  and  Trade  Review 


89 


m 


Barnes  Bicycks 


•fe*) 


-•^^m 


-■*yr*i 


CHE  pathway  of  the  retailer  is  generally  a  hubby  one,  but  the 
THINKING,  FAR-SIGHTED  dealer  has  the  easiest  time  of 
it  and  makes  the  most  money  simply  because  he  selects  a  line 
of  wheels  which  require  no  talk  to  convince  people  of  their 
superiority,  and  which  having  been  ridden  prove  to  be  even  better 
than  they  look. 

The  Barnes  line  for  J  899  is  LONG  on  looks,  and  still  LONGER 
on  reliability.    It  is  the  catch  of  the  year  for  any  agent. 

All  you  can  lose  is  a  two-cent  stamp  by  registering  your  appli- 
cation with  us  for  the  agency,  then  if  the  samples  are  not  up  to  our 
talk,  don't  close.    The  White  Flyer  line  has  usually  made  a  hit. 
For  next  year  it  promises  to  make  several  hits. 


THE  BARNES  CYCLE  COMPANY,    -     Syracuse,  N.  Y. 

Mention  The  Cycle  Age 


m^. 


iSuilt  Xike  a  Watch 


TE^UNG 


^VCLE/S         ^torlmg  Quality/ 


Announcement  i 


r 


Road  Models,          -          -          -  $50.00 

Racer, 65.00 

Chainless,      -          -         -         -  75.00 

Diamond  Tandem,      -          -          -  75.00 

Convertible  Tandem,        -          -  85.00 

TIRES,^.5«^ 
Palmer  ^  Kangaroo  ^  Goodrich  <^  Donlop 

SADDLES.^^^ 
Cfaristy,  Wheeler,  HoUecfaeck,  Garford,  Plew 


1899  T/fodels  9fow 
Sieadi/, ,,,, 


WE  ARE 

PREPARED 

TO 

TALK 

AGENCY 


Mention  The  Cycle  Age 


Sterlinff  Cj/cle   Works^ 

Xenosha,    Wis.    ^ 


90 


The  Cycle  Age  and  Trade  Review 


who  were  anxious  to  be  included  in  the  num- 
ber. Besides  the  quintet  of  iong  distance 
men,  Mr.  Kennedy  arranged  with  several  of 
the  foreign  short  distance  men  to  come  to 
this  country.  It  is  probable  that  the  short 
races  at  Madison  bquare  garden  this  wintei' 
will  be  as  cosmopolitan  in  aspect  as  the  six- 
day  affair.  On  the  St.  Jr-aui  with  Kennedy 
are  I'rederick,  Joyoux,  and  Teddy  Hale.  Ste- 
pnane  and  O'ilalloran  will  sail  on  a  later 
steamer.  — 

"The  first  meeting  of  the  A.  R.  C.  U.  was 
held  in  Bald  s  room  in  a  notel  at  jfniiaael- 
pnia.  Ail  were  invited  to  be  present,"  said 
owen  KimDle,  alter  nis  return  nome  troiii 
tne  circuit.  "Baid  was  made  chairman.  Xne 
aiscussion  got  warm,  and  all  oi  us  tooii 
part.  Cooper,  who  had  not  spoken  to  i>aia 
lor  several  years,  nugeted  around  on  uie 
edge  of  a  bed,  where  he  was  situng,  aiiu 
nnaily  could  contain  himself  no  longer,  ne 
blurted  out;  'iNow,  iiiddie,  it  s  this  way,  anu 
we  an  know  it.'  Bald  looked  at  him  colaiy, 
turned  rea,  and  started  to  say  sometniiig 
about  adaressing  the  chair  respectfully ;  tiieii 
ne  cnangea  ms  mind  and  said  pleasantly: 
•les,  'J-om,  that's  so.'  The  natred  of  years 
was  wiped  out,  and  tne  two  rivals  have  been 
on  gooa  terms  ever  since." 

The  "bicycle  hazaru  '  in  life  insurance  ap- 
pears to  nave  been  largely  overrated,  juag- 
ing  from  recent  reports  or  several  insuiance 
companies,  one  reports  having  paid  acci- 
uent  losses  aggregating  $io',uuu  auring  tne 
years  iaad  to  x&m,  inclusive,  to  claimants 
injured  wniie  using  tne  norse,  and  ^Zio.ouO  to 
persons  injurea  by  nre-arm-,,  wnue  auring 
the  same  period  only  »oo,ouu  was  paid  to  in- 
jured cyclists.  An  expert  insurance  man  al- 
so states  mat  bicycie  acciaents  seiaom  ais- 
aoie  a  man  tor  more  tnan  a  few  weeKs, 
wriiie  in  case  of  norse  accidents  the  full 
weemy  inaemnity  usually  nas  to  be  paid 
uuiius  a  long   period. 

A  Peoria,  111.,  wheelman  voiced  a  feeiing 
entertained  by  most  oia-time  cyciiscs,  wnen 
lie  saia  recently:  "A  great  change  nas  come 
over  the  sport.  Tne  wrieel  has  become  a 
common  article  of  everjaay  use,  and  the 
days  of  ciubs,  runs  and  special  wheel  litera- 
ture are  about  over.  The  low  rnces  are 
bringing  out  a  new  lot  of  riders  every  year, 
while  some  of  the  old  ones  rjet  tired  and 
drop  out.  In  a  snort  time  the  bicycle  will 
settle  down  to  its  real  place  as  a  comfort 
aiiu  L.Oi,  voiiieiice.  ireopie  vviil  use  it  bec^-use 
it  saves  them  time  ana  strength,  and  not 
because  it  is  the  prevailing  fad." 

McDuffee's  manager,  C.  R.  Culver,  writes 
from  Atlanta,  Ga.,  where  his  charge  is  train- 
ing and  racing,  tnat  McLiuftee  does  not  in- 
tend to  go  for  paced  reooras  in  Jaciisonvilie 
or  any  other  piace  this  winter.  He  is  seeK- 
ing  a  match  race  with  any  rider  in  the 
world  for  a  suitable  purse,  and  if  he  cannot 
arrange  one  within  the  next  three  or  four 
weeks,  will  go  to  Italy  about  December  15,  a 
good  proposition  having  been  received  from 
parties  there.  — 

The  official  programme  for  the  Olympian 
games  to  be  held  auring  the  international  ex- 
position at  Paris  in  lyuu  has  just  been  pub- 
lished. Among  the  committee  having  the  ar- 
rangement of  the  sports  in  charge  is  W.  M. 
Sloane,  of  New  York.  The  bicycle  events  in- 
clude an  unpaced  scratch  race  of  2,000  met- 
ers, tandem  scratch  race  of  3,000  meters,  and 
a  paced  race  of  100  kilometers  in  which  motor 
pacing  will  not  be  allowed. 

A  comparison  between  Elkes'  hour  record 
made  at  Willow  Grove,  August  6,  behind  hu- 
man pacing,  and  Huret's  trial,  behind  petro- 
leum tandems  with  wind  shields,  made  at 
Paris  early  in  October,  shows  that  the  Sara- 
toga lad  covered  the  equivalent  of  55  kilo- 
meters, 831  meters,  as  against  the  French- 
man's 52  kilometers,  333  meters,  a  difference 
of  2  miles  and  about  300  yards. 

Brazil  has  at  present  nine  bicycle  tracks 
and  three  more  are  under  construction..  The 
last  are  all  cement,  and  of  the  nine  others 
four  are  cement,  two  cinder,  two  macadam 
and  one  brick.  At  two  of  the  tracks,  races 
are  held  at  night  by  electric  light,  while 
some  of  the  others  are  lighted  by  coal  and 
acetylene  gas.  Big  meets  are  held  on  Sun- 
days and   holidays. 

Peoria  Bicycle  Club  of  Peoria,  111.,  is  divi- 
ded against  itself  on  the  question  of  Ijeague 
membership  and  whether  the  1300  yearly 
Li.  a.  W.  dues  of  its  members  shall  be  paid 
into  the  League  treasury  by  the  club  or  by 
individual  members.  Most  of  the  club  mem- 
bers wish  to  remain  in  the  League,  but  ob- 
ject to  the  heavy  tax  on  the  club  furds. 

The  Thanksgiving  night  races  at  Madison 
Square  Garden  have  been  abandoned,  owing 
to  the  impossibility  of  putting  in  the  track  in 
the  short  tirhe  allowed  by  the  other  Garden 
engagements.  The  first  indoor  meet  will 
therefore  not  be  held  until  December  3,  the 
Saturday  evening  preceding  the  start  of  the 
long  grind.  — 

The  riders'  syndicate  of  Paris,  which  holds 
a  somewhat  similar  relation  to  the  racing  af- 


fairs in  France  that  the  A.  R.  C.  U.  does  in 
this  country,  cleared  more  than  $900  on  its 
recent  big  race  meet  in  Paris.  The  expenses, 
including  $1,500  for  prize  medals,  aggregated 
$1,399,  while  the  receipts  were  $2,310. 

A  state  bicycle  path  is  being  built  from 
the  south  line  of  Michigan  to  Straits  of 
Mackinac.  Funds  for  the  purpose  are  secured 
from  cyclists  by  the  chain  letter  system  and 
contributions  are  being  received  from  all 
parts  of  the  country  by  the  State  Bicycle 
Bath  Association  at  the  rate  of  >00  per  day 
in  sums  of  from  ten  cents  to  one  dollar. 
"Work  has  been  begun  in  the  vicinity  of  St. 
Juiins  and  is  progressing  nicely. 

According  to  the  New  York  "vening  Jour- 
nal, there  is  a  scheme  on  foot  to  form  a  lew 
body  tor  the  purpose  of  controUing  ama- 
teur cycle  racing.  The  projectors  tre  as  si- 
lent as  the  proverbial  bivalve,  it  is  said,  be- 
cause they  are  awaiting  tne  action  of  the 
National  assembly.  It  is  more  probable  that 
the  Journal  has  overstrained  its  jars  to 
catch  the  rumor  aiiU  now  linds  iiotliing  to 
suDstaniiate     its      statement. 

Tom  Cooper  is  credited  with  having  be- 
come more  wealthy  by  his  racing  career 
than  any  other  cyclist  in  the  world.  He 
was  the  principal  owner  of  a  paying  con- 
cern in  Detroit  which  recently  sold  to  an 
iilnglish  syndicate  for  $12,000,  and  he  now 
holds  stock  in  a  telephone  company  tnat 
pays  him  187  per  cent  dividend.  In  1893  he 
was  clerking  in  a  drygoods  store  for  $5  a 
week. 

Fred  Schinneer  is  hard  at  work  in  Chi- 
cago climbing  the  stairs  of  the  Masonic 
xemple  many  times  a  day  from  bottom  to 
top,  and  running  backwards  for  miles  to 
iirengthen  the  muscies  of  his  legs.  This  is 
Ills  unique  method  of  training  for  the  com- 
ing  six-day  grind  in  New    York. 

Smith  N.  Fowler  of  Chicago  is  arranging 
a  winter  cycle  racing  trip  tor  a  few  chosen 
urst  class  men  to  Bermuda  Islands  for  sev- 
eral months,  i'lorida  for  a  manth,  and  pro- 
oaoiy  Cuba.  The  start  will  be  delayed  un- 
til tne  miaale  of  January,  when  the  Madison 
square  Garaen  races   are  over. 

Pennsylvania  will  probably  put  a  candidate 
in  the  neld  lor  the  League  presidential  race 
in  the  person  of  T.  J.  Keenan,  now  first  vice- 
president  of  the  League.  If  he  cannot  make 
It,  a  comDinaiion  on  Kireker,  of  New  Jer- 
sey,  will   be  the  logical  outcome. 

The  draft  of  the  constitution  and  by-laws 
of  the  new  racing  association  has  been  com- 
pleted and  will  be  submitted  at  a  convention 
of  track  owners  and  race  promoting  clubs,  to 
be  held  in  New  York  during  the  six-day  race 
meet. 

The  season's  winnings  of  German  riders 
are  given  as  follows  in  a  foreign  exihange: 
Arend,  $4,4si;  Verheyen,  $1,731;  Breitling, 
$l,'Jt>7;  Koecher,  $1,050;  Mundner,  $1,046;  J. 
ii'Isher,  $1,003,  and  August  Lehr,  $316. 

Pennsylvania  now  leads  in  L.  A.  W.  mem- 
bership, having  passed  New  York  last  week. 
Secretary  Bassett's  last  official  report  shows 
the  Xveystone  State  to  have  115  more  League 
iiieniLiers  tnan  the  iiimpire  State. 

Heydon  and  Thackwaite  of  England  placed 
the  world's  hour  amateur  tandem  figures  at 
29  miles,  1,110  yards  at  the  Crystal  Palace  on 
November  1,  lowering  the  former  record  by 
332  yards.  — 

Tom  Eck  takes  exception  to  some  of  the 
personal  statements  made  against  him  by 
Chairman  Mott  in  one  of  his  recent  bulle- 
tins,   and    there   are   hints   of   another   libel 

suit. 

Nat  Butler  will  enter  middle  distance  rac- 
ing Thanksglv^ing  day,  when  he  meets  Harry 
Elkes  at  Troy,  N.  Y.,  in  a  match  race  on  an 
eleven-lap  indoor  track  for  a  purse  of  $1,000. 

Sager,  who  steers  one  of  Taylor's  quints, 
will  try  for  all  tmpaced  records  from  ten  to 
fifty  miles  at  Woodside  Park  track,  during 
the  present  week. 

Collett  and  Hausman,  the  fast  Connecti- 
cut amateurs,  contemplate  opening  a  retail 
cycle  store  this   winter. 


MISCELLANEOUS. 

Advertisements  under  this  head  5  cents  per  word  first 
insertion,  S  cents  per  word  each  insertion  thereafter.  Cash 
with  order,  Express  orders,  postoffloe  orders,  or  stamps 
received. 

"W  ANTED 

WANTED— Pacific  Coast  traveler  desires  position 
with  bicycle  house  plaeiDgaaencies  this  winter.  Ad- 
dress Logan  Cycle  Co.,  HoUister  Cal.  1 

"WANTED— Position;  twelve  years  wiih  bicycle 
firm  who  are  going  out  of  buisnes-s.  Address.  M.  A.  C, 
care  Cycle  Age.  ' 

WANTED— To  furnish  some  reliable  jobber  with 
bicycle  cements,  enamel,  polish,  chaiu  graphite  and 
lubricating  oil  for  next  season.  Send  in  your  con- 
tracts.  Loots  E.  Dettman  Cycle  Co.,  Marinette,  Wis. 

WANTED — Position  with  reliable  sundry  and  bi- 
cycle fittings  house;  indoor  or  on  road;  twelve  years' 
experience;  competent  i  o  take  full  charg-  of  bulsnesp; 
thoroughly  acquainted  with  and  control  large  amount 
of  trade;  now  employed  but  wish  to  make  a  change. 
Address  CYfiLE,  care  Cycle  Age. 

WANTED— Salesman  to  carry  a  special  bicycle 
saddle  on  commission  as  a  side  line.  This  saddle  will 
be  extensively  advertised  and  is  an  easy  seller.  Wm. 
B.  Riley  &  Co.,  324  Market  St.,  Philadelphia,  Pa. 

Hail  us  your  Subscription. 


WANTED— Manufacturers' agent  to  handle  a  good 
line  in  Chicago  and  vicinity;  prices  such  that  lai;ge 
trade  can  be  sold;  address  with  references,  S.  E.  G.,  35 
Warren  St.,  New  York  City. 

W^ANTED-  Position  as  foreman  of  assembling 
room;  ten  years'  experience;  best  references.  Address, 
ASSEMBLING,  Care  Cycle  Age. 

WANTED—  Agents  throuehout  the  United  States 
and  Europe  to  seil  the  Best  Double  Roller  Chain  on 
the  market;  large  commission;  every  chain  war- 
ranted. The  Mtsa.  Hardwakb  Co.,  Unionville,  Con- 
necticut. * 

WANTED— Old  bicycle  tires  and  scrap  rubber. 
How  much  have  you?  The  Tr]emont  Rubber  Com- 
pany, New  York  City. 


FOR  SALE 


FOR  SAI<E— Punnett  Companion,  Al  condition, 
for  sale  cheap  or  will  exchange  for  '99  wheels.  L.,  care 
Cycle  Age. 

EOR  SAI/E — One  Fox  Machine  Co  's  gas  brazer 
complete,  at  a  bargain.  The  Carlisle  Mfg.  Co.,  cor. 
Clinton  and  Jackson  Sts  ,  Chicago,  111. 

CHAINI/ESS  BICYCI<E,  straight  gear,  easily 
changed,  light  weight,  low  cost,  hill  climber.  Will 
either  sell  patent,  place  on  royalty  or  arrange  with 
capitalist  to  manufacture.  Perfeet  working  model, 
thoroughly  tested.  Photograph  at  Cycle  Age  office. 
Address  K.  F.  Bartel,  Bayonne,  New  Jersey. 

riail  us  your  Subscription. 


i8p9  REEEREE  BICYCIVES— We  are  making 
special  prices  for  early  quantity  deliveries;  capacity 
100  daily.  Referee  Cycle  Co.,  Office  309  56  Fifth 
Ave.,  Chicago. 

FOR  SAI^E— Bicycle  Chain  Plant;  in  use  two 
seasons;  capacity,  200  chains  per  day;  Gas  Generators, 
Sprocket  Miller.Hub  Machinery,  Wheel  Truing  Stands 
and  other  bicycle  machinery;  owners  retiring  from 
business.  For  particulars  and  prices,  address  The 
MooBB  Cycle  Fittings  Co.,Hanison  (Newark),N.  J.* 


riail  us  your  Subscription. 


COMPLETE  CHAINS. 


In  lots  of  100  and 
upwards 


Less  number 22  cent! 


19 


c. 


CHICAGO  HOUSE  WRECKING  CO., 

36th  and  Iron  Streets,      -      Chicago,  111.,  U.S.A. 


The  New  Christy  Racin?  Saddle 

A  slight  swerve  may  mean  the  loss  of  a  race.  The 
long  pommel  gives  just  the  support  needed  to  keep 
the  wheel  steady  in  a  spurt.  Eddie  Bald,  Jimmy 
Michael  and  Earl  Kiser  use  it,  and  they  cannot 
afford  to  have  anything  bat  the  best. 

ONCE  A  CHKISTY  KIDER  ALWAYS  A  CHRISTY  ADVOCATE. 


A.  Q.  SPALDINQ  &  BROS. 


New  York  and  Chicago 


The  CfCLE  Age 

And  trade  review 


Vol,  XXII— No.  4. 


CHICAGO,  NOVEMBER  24,  1898. 


New  Seeies  No.  53. 


OUR  CANADIAN  TRADE  GROWS 


LARGER    RECIPROCITY     NEEDED 


Comparative    Statistics    Show    That  for 

Five  Years  Past  England  Has 

Been  Losing  Ground. 

The  course  of  the  general  trade  of  the 
United  States  with  Canada  has  for  some 
years  been  one  of  expansion.  Variations 
in  its  amount  have  occurred,  owing  to 
tariff  changes  and  the  lower  or  higher 
capacity  of  the  Canadian  people  to  pur- 
chase foreign  goods,  but  these  variations 
have  been  only  temporary  in  their  effect 
when  they  restricted  the  imports  into 
Canada  of  goods  from  the  United  States. 
It  is  more  convenient  for  Canadians  to 
purchase  in  the  United  States  than  from 
any  other  country;  but  to  obtain  their 
custom  to  the  fullest  extent,  they  must 
be  allowed  to  enter  their  products  into 
our  markets  without  excessive  duty.  By 
a  larger  reciprocity  the  United  States 
would  be  greatly  the  gainer. 

Shrinkage  in  Cycle  Imports. 

That  our  cycle,  parts  and  sundry  mak- 
ers have  not  of  late  obtained  their  share 
of  the  benefits  arising  from  this  general 
expansion  of  trade  between  the  two  coun- 
tries is  not  strange  when  pause  is  made 
to  consider  the  growing  condition  of  the 
bicycle  industry  in  the  Dominion,  the  ac- 
tivity of  its  makers  and  the  striking  sim- 
ilarity between  the  products  of  their  fac- 
tories and  ours.  The  Canadian  agents, 
however,  are  yet  firm  friends  of  our  mak- 
ers, a  statement  fully  supported  by  the 
figures  contained  in  the  following  table, 
which  presents  the  volume  of  cycle  ex- 
ports to  Canada  for  the  eight  months 
ending  with  August,  1896,  1897,  and  1898, 
in  comparison: 

1896  $492,123 

1897  672,036 

1898  1 541,674 

England  Losing  Her  Hold. 

A  comparison  of  the  statistics  of  im- 
ports of  manufactured  goods  from  the 
United  States  into  Canada,  from  1893  to 
the  close  of  the  last  fiscal  year,  ending 
June  30,  1898,  with  the  statistics  of  im- 
ports from  Great  Britain  into  Canada  for 
the  same  period,  shows  with  striking 
clearness  the  fact  that  the  United  States 
has  been  gradually  but  steadily  capturing 
more  and  more  of  this  trade,  while  Great 
Britain  during  the  same  period  has  been 
losing  its  hold.  It  is  the  opinion  of  im- 
porters of  such  goods  from  the  United 
States  as  come  more  or  less  into  compe- 
tition with  those  from  Great  Britain,  that 
the  discrimination  in  favor  of  British 
goods  of  a  25  per  cent  reduction  in  duty 
will  have  only  a  trifling  effect,  if  any 
at  all,  upon  the  volume  of  imports  from 
the  United  States. 

Canadian  consumers  of  the  leading  ar- 
ticles made  of  iron  or  steel,  or  a  com- 


bination of  them,  and  of  other  metallic 
goods,  show  such  a  decided  preference  for 
those  goods  made  in  the  LTnited  States 
that  they  will  not  take  British  goods, 
even  if  the  preferential  duty  cause  them 
to  be  proportionately  lower  in  price.  At 
the  same  time,  they  consider  it  would  be 
well  for  United  States  manufacturers  to 
avoid  presuming  upon  the  advantage 
they  have  acciuired,  by  indifference  to 
the  quality  of  the  goods  ihey  send  to 
Canada,  by  less  careful  packing,  or  by 
neglecting  to  keep  in  close  and  constant 
touch  with  importers,  whose  ideas  as  to 
local  tastes  and  requirements  should  be 
carefully  studied  and  as  far  as  possible 
met. 

Danger  Lurks  in  the  Tariff. 

Although  the  present  tariff  in  favor  of 
British  goods  is  not  sufficient  to  change 
the  current  of  trade,  to  any  marked  ex- 
tent, from  the  United  States  to  Great 
Britain,  a  much  greater  reduction  of  the 
duty  on  British  goods  might  have  some 
effect  in  that  direction,  especially  if  Brit- 
ish manufacturers  awoke  to  the  necessity 
of  catering  more  skillfully  to  the  needs 
of  the  Canadian  consumers.  The  possi- 
bility of  such  changed  conditions  arising 
needs  to  be  considered  by  United  States 
manufacturers,  who  will  show  wisdom  in 
preparing  to  meet  a  more  active  compe- 
tition from  British-made  goods,  that  may 
arise  in  the  future.  The  more  thoroughly 
we  satisfy  the  Canadian  importers  in 
quality,  price,  terms,  and  other  details, 
the  more  assured  will  be  the  prospect  of 
our  keeping  and  advancing  our  hold  on 
the  Canadian  market. 

Postage  Rates  May  be  Changed. 

Canada  is  about  to  make  an  important 
change  in  her  postage  rates.  After  De- 
cember 25  there  will  be  three  rates  c 
postage  on  letters,  viz.,  2  cents  for  Great 
Britain  and  her  colonies,  3  cents  for 
Canada  and  the  United  States,  and  5 
cents  for  foreign  countries.  If  the  ex- 
periment proves  satisfactory,  the  post- 
master-general, it  is  understood,  will  then 
reduce  letter  postage  in  Canada  and  to 
the  United  States  to  2  cents. 


Old  Bicycles  Returned  to  England. 

It  is  stated  upon  good  authority  that 
3,000  English  bicycles  of  1897  pattern  are 
on  the  way  back  from  Australia,  where 
they  had  been  lying  in  bond. 


CONTENTS. 


The  Dull  Season  Eliminated 
Organize  Only  Informally 
Swedish  Market  Overloaded 
Editorial  =        o        =       = 

To  Dissolve  the  Board 
Tempered  Iron  Castings 
Recent  Patents 
Choosing  Useful  Employes 
Doings  of  Stanley  Brothers 
Front  or  Rear  Wheel  Drive 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

92 

93 

93 

95 

98 

100 

104 

106 

106 

107 

108 

114 


TO  FIGHT  "JUNK  DEALERS"  CASE 


CYCLE     RETAILERS    ASK     HELP 


Tradesmen  Organize  to  Carry  Tax  Case 

Against  Second='Hand  Dealers  to 

Higher  Court. 


Washington,  Nov.  21. — The  bicycle  deal- 
ers who  were  recently  arrested  on  the 
charge  of  conducting  a  second-hand  busi- 
ness without  the  formality  of  having  paid 
the  license  tax  of  $40,  have  issued  a  cir- 
cular to  the  merchants  in  various  lines 
of  trade  who  would  be  affected  by  such 
tax,  inviting  their  cooperation  in  fighting 
the  case.  The  circular  says,  in  part:  "'It 
is  the  intention  of  those  interested  to 
fight  this  case  in  the  Court  of  Appeals, 
but  we  do  not  intend  to  fight  it  our- 
selves and  pay  the  costs  of  this  case  and 
let  all  others  get  the  benefit.  Our  plan 
now  is  to  take  up  a  subscription  of  a 
small  amount  from  each  one  and  cover 
the  costs  in  the  Court  of  Appeals,  and  it 
will  be  only  a  small  amount  each  one 
will  have  to  stand;  otherwise,  we  will  let 
the  case  go  by  default,  and  we  presume 
you  would  rather  help  out  in  this  man- 
ner than  be  compelled  to  pay  the  tax  of 
$40  per  year.  We  have  every  assurance 
from  our  attorneys  that  the  decision  of 
the  police  court  will  be  reversed  in  the 
upper  court." 

other  Trades  Affected. 

The  circular  also  sets  forth  the  decision 
of  the  police  court  to  the  effect  that  all 
bicycle  dealers  who  take  old  machines  in 
part  payment  for  new  machines  are  lia- 
ble to  the  tax,  and  concludes  with  the 
following  extract  from  the  Cycle  Age  of 
November  10:  "The  prosecuting  attor- 
ney stated  that  should  the  Court  of  Ap- 
peals uphold  the  decision,  it  will  mean  an 
annual  increase  of  about  ?100,000  in  the 
revenues  of  the  district.  A  decision 
against  the  dealers,  he  said,  will  mean 
that  all  business  men  who  take  second- 
hand goods  in  part  payment  for  new,  and 
then  dispose  of  the  old  goods,  will  be 
liable  to  a  license  tax  of  $40.  Dealers  in 
bicycles,  typewriters  and  harness  will  be 
among  those  who  will  be  most  affected." 

Organize  to  Seek  Aid. 

Pursuant  to  a  call,  a  meeting  of  the 
merchants  who  are  likely  to  be  affected 
if  the  decision  of  the  lower  court  is  sus- 
tained, was  held  Tuesday  evening  and 
temporary  organization  effected.  Repre- 
sentatives of  various  trades  were  present 
and  much  interest  was  manifested.  The 
following  officers  were  elected:  J.  D. 
Lasley,  chairman;  John  Woerner,  Jr.,  sec- 
retary, and  J.  G.  Taylor,  treasurer.  A 
finance  committee,  consisting  of  one  mem- 
ber from  each  of  the  following  trades,  bi- 
cycles, stoves,  carriages,  harness,  barbers' 
supplies,  typewriters,  sewing  machines, 
pianos  and  organs,  was  elected,  and  the 
members  were  Instructed  to  urge  the  dif- 


92 


The  Cycle  Age  and  Trade  Review 


ferent  dealers  in  their  respective  trades  to 
lend  their  aid  in  behalf  of  the  movement. 

The  case  of  J.  D.  Lasley  v/as  thor- 
oughly reviewed  and  it  was  unanimously 
agreed  to  carry  the  case  to  the  higher 
court.  Great  stress  is  laid  upon  the  fact 
that  while  dealers  occasionally  take  in 
second-hand  bicycles  in  part  payment  for 
new,  yet  this  is  only  an  incident  to  their 
general  business,  and  in  view  of  the  fact 
that  courts  in  other  jurisdictions  rave 
held  that  such  dealers  are  aot  liable  to  a 
tax  as  second-hand  dealers,  it  is  felt  that 
the  Court  of  Appeals  must  recognize  tiie 
precedents  established  by  other  courts  in 
similar  cases. 

Another  meeting  has  been  called  and 
the  case  will  then  be  put  in  shape  to  pre- 
sent to  the  higher  court. 


THE  DULL  SEASON  ELIMINATED 


EFFECT  OF    GROWING    EXPORTS 


HAIL  FRAUD  SUPPRESSED 


Toledoan  is  Arrested  for  Using  the  nails  to  Dispose 
of  Toys  Advertised  as  Bicycles. 


Toledo,  Nov.  21.— D.  Frank  Dreher,  a 
well-known  citizen  of  Toledo,  has  been 
bound  over  to  the  federal  grand  jury  un- 
der $500  bail,  on  complaint  of  the  United 
States  postofflce  authorities,  charged 
with  using  the  mails  in  the  furtherance 
of  a  scheme  to  defraud. 

For  a  long  time  the  "Monarch  Cycle 
Company"  has  been  receiving  great  quan- 
tities of  mail.  Lately  there  have  been 
complaints  to  the  postoflfiee  authorities 
about  the  "Monarch"  company,  and  the 
result  was  that  Dreher  was  arrested  in 
the  act  of  taking  letters  from  the  "Mon- 
arch" postoffice  box. 

Dreher  is  accused  of  having  sent  thou- 
sands of  circulars  about  the  country  in 
which  the  merits  of  the  "Monarch  high- 
grade  cycle"  were  expatiated  upoc,  ':he 
regular  price  of  the  machine  being  named 
as  $40,  but  offering  in  consideration  of 
$3.90  to  send  a  fine  model,  providing  the 
purchaser  would  give  his  word  to  "use 
his  influence  to  sell  three  high-grade 
wheels  at  the  regular  price  of  $40  each." 

Just  how  many  remittances  of  $3.90 
were  received  in  response  has  not  been 
learned,  but  some  of  the  senders  com- 
plained to  Uncle  Sam,  for  instead  of  re- 
ceiving a  ridable  bicycle  for  the  money 
invested  they  got  nothing  but  miniature 
models,  or  mere  toys. 

When  arraigned  before  United  States 
Commissioner  Brough,  Dreher  waived  ex- 
amination and  he  was  bound  over  to  the 
grand  jury. 

Gains  of  English  Makers. 

In  the  following  table,  showing  Ine 
profits  or  losses  made  by  English  cycle, 
parts  and  material  houses  during  the  past 
year,  there  is  abundant  evidence  that  the 
industry  is  still  full  of  vitality.  The  fig- 
ures are  obtained  from  published  com- 
pany reports,  wmch  are  made  compulsory 
by  law. 

Loss.   Profit. 

"Diamond  Cycle  Components  Co $  8,000 

Ormonde  Cycle  Co 39,000 

AUdays  &  Onions  (bicycles) 50,000 

Eadie  Chain  Co 16,000 

Enfield  Cycle  Co 47,000 

(a)  Brooks  &  Co.   (saddles) 150,000 

Wearwell  Cycle  Co 25,000 

(b)  Eadie  Mf g-.  Co 47,000 

Simple  Gear  Case  Syndicate 8,000 

(c)  New  Premier  Cycle  Co 248,000 

(d)  Beau  Ideal  Cycle  Co 10  pc.  div. 

(e)  New  Rapid  Cycle  Co $70,000     

Cycle  Mfrs.   Tube  Co 38,000     

(f)  Tubeless  Tire  Co 98,000     

(a)  The  sum  of  $75,000  was  passed  to  re- 
serve. 

(b)  The  capital  stock  of  this  concern  is 
$700,000. 

(c)  A  dividend  of  5  per  cent  was  declared, 
and  $100,000  was  passed  to  reserve,  making 
the  reserve  fund  $500,000. 

(d)  This  concern  is  capitalized  at  $150,000. 
A  dividend  of  6  per  cent  was  also  paid  on 
preferred  stock. 

(c)  This  firm  is  capitalized  at  $750,000.  Its 
directors  reported  a  complete  collapse  of  the 
company's  foreign  trade. 

(f)  Of  this  loss  $50,000  is  traceable  to  defec- 
tive construction. 


Rapid  Development  of  Our  Foreign  Trade 

Keeps  Factories  Busy  the 

Year  Around. 


It  has  become  one  of  the  traditions  of 
the  bicycle  trade  that  the  late  summer 
and  fall  months  of  each  year  constitute 
a  "dull  season"  during  which  most  of  the 
factories  are  either  shut  down  or  manu- 
facturing operations  are  practically  sus- 
pended until  productive  activity  reawak- 
ens about  this  time  of  year.  But  through 
the  rapid  development  of  our  export  trade 
this  accepted  belief,  once  true,  has  be- 
come one  of  the  greatest  fallacies  of  the 
industry.  The  demands  of  foreign  coun- 
tries now  keep  the  wheels  of  the  bicycle 
industry  in  almost  constant  motion  from 
one  year's  end  to  the  other,  so  that  even 
the  temporary  shut-down  of  a  week  or  a 
fortnight  in  mid-summer  lor  repp-irs  and 
inventory,  though  essential,  becomes  an 
unwelcome  interruption. 

flarkets  Always  Open. 

With  the  markets  of  the  entire  world 
open  to  our  manufacturers  and  exporters, 
shipments  can  be  made  to  some  part  of 
the  globe  during  every  month  of  the  year, 
since  in  Australia,  South  Africa,  South 
America  and  other  countries  in  the  south- 
ern temperate  zone  the  riding  season 
opens  just  when  ours  closes,  and  in  trop- 
ical countries  trade  is  open  all  the  year 
around.  Moreover,  the  purchases  of 
American  parts  and  materials  by  Euro- 
pean countries,  which  have  been  grcKwing 
at  a  most  gratifying  rate  during  the  past 
year,  provide  the  manufactories  here  with 
a  branch  of  work  that  can  be  done  during 
the  once  "dull  months." 

Recent  Large  Foreign  Shipments. 

Just  now  the  export  demand  is  very  ac- 
tive. In  the  November  10  issue  of  Cycle 
Age  mention  was  made  of  a  shipment  of 
1,000  Snell  bicycles  to  Malmo,  Sweden,  by 
the  Snell  Cycle  Fittings  company  of  To- 
ledo. On  November  12  the  Stover  Bicycle 
company  of  Freeport,  111.,  shipped  600 
Phoenix  bicycles  to  Stockholm,  Sweden. 
The  Geneva  Wheel  company  of  Geneva, 
O.,  recently  sent  a  shipment  of  100  ma- 
chines to  the  same  place,  and  the  Acme 
Cycle  company  of  Elkhart,  Ind.,  has  just 
filled  an  order  for  300  Acme  bicycles  for 
Stockholm  and  another  order  for  Cape 
Town,  South  Africa. 

The  Peoria  Rubber  &  Mfg.  Co.  of  Pe- 
oria, 111.,  has  begun  work  upon  large  ex- 
port orders,  turning  out  100  machines 
daily.  Among  a  number  of  orders  placed 
on  November  11  by  a  New  York  export 
firm  for  a  diversified  list  of  articles  to  be 
shipped  to  London  at  an  early  date  were 
orders  for  650  first-class  bicycles,  and  900 
hand  pumps.  A  fortnight  ago  the  W.  R. 
Rollins  Mfg.  Co.  of  Harvard,  111.,  made 
a  large  shipment  of  bicycles  to  London, 
and  the  Dudly  Cycle  Works  of  Menomi- 
nee, Mich.,  filled  an  order  for  nipple  grips 
for  a  dealer  in  Cape  Town. 

Hard  Order  to  Fill. 

An  order  was  received  last  week  by  a 
New  York  export  firm  from  Stockholm 
for  10,000  bicycles,  but  the  conditions  at- 
tached were  almost  impossible  to  fulfill. 
The  price  limit  was  a  very  low  one,  yet 
the  importers  wanted  a  year's  guarantee 
with  each  machine,  and  the  order  called 
for  deliveries  at  the  rate  of  1,500  per 
month. 

A  consignment  of  bicycle  rims  was 
shipped  by  a  Winona,  Minn.,  factory  to 
(Germany  on  November  12,  and  another 
order  is  being  filled  for  the  same  coun- 
try. 

The  Australian  and  the  South  African 
markets  for  cycles  have  been  expanding 
rapidly    of    late    and   with    the    reduced 


prices  of  American  first-class  bicycles 
there  is  good  prospect  of  a  large  export 
trade  with  those  countries  during  the 
coming  season  unless  the  prevailing 
prices  of  English  machines  are  materially 
lowered. 

About  forty  bicycles  were  imported 
into  Chiengmai,  Siam,  during  1897,  chiefly 
of  American,  German,  and  French  manu- 
facture, the  American  machine  being  the 
most  popular,  owing  to  its  cheapness  and 
durability. 

HEET  TO  FIX  PRICES 


New   York  Jobbers   of  Sundries   Endeavoring  to 
Fix  Schedule  for  Retail  Trade. 


Representatives  of  all  the  leading  job- 
bers of  bicycle  accessories  and  fittings  in 
New  York  City  met  recently  to  establish 
a  schedule  of  prices  for  selling  this  char- 
acter of  merchandise  over  the  counter  to 
the  small  city  trade.  Of  twenty-seven 
jobbing  houses,  representatives  of  twen- 
ty-three were  present.  Two  committees 
were  appointed.  One  of  the  committees 
was  charged  with  formulating  and  sub- 
mitting a  schedule  of  uniform  prices  for 
the  class  of  local  trade  referred  to,  and 
consists  of  representatives  of  the  follow- 
ing concerns:  Hartley  &  Graham,  John 
S.  Leng's  Son  &  Co.,  R.  H.  Ingersoll  & 
Bro.,  J.  Frank,  Miller  &  Schnauffer,  Scho- 
verling,  Daly  &  Gales,  with  C.  Murray 
Rice  ex-oflicio  member.  The  other  com- 
mittee was  appointed  to  confer  with  or- 
ganizations of  like  nature,  relative  to 
sustaining  the  schedule  of  prices  when 
established. 

A  meeting  was  held  last  Monday  for 
the  purpose  of  hearing  the  reports  of  the 
committees  appointed  at  the  first  meet- 
ing. The  price  committee  reported  its 
inability  to  agree  on  prices  for  standard 
sundries  and  the  committee  was  dis- 
charged. 

A  committee  of  ten  was  appointed  to 
call  on  the  jobbers  in  the  district  and 
find  out  if  they  would  bind  themselves 
to  abide  by  a  scale  of  prices  to  be  adopt- 
ed, with  a  penalty  of  $250  for  violation 
of  the  agreement  by  a  principal  and  $25 
if  by  an  employe.  This  committee  has 
power  to  call  another  meeting  if  it  should 
develop  that  a  sufficient  number  of 
pledges  are  obtained  to  the  agreement. 


Suppressing  Coupon  Trading  System. 

Washington,  Nov.  21. — The  prosecuting 
attorney  of  this  city  has  sworn  out  war- 
rants against  the  Merchandise  Investment 
Co.,  and  Harry  King,  manager  of  a  large 
department  store,  charging  them  with  con- 
ducting gift  enterprises  in  violation  of 
the  law.  The  investment  company  is  said 
to  operate  a  coupon  book  system  similar 
to  one  with  which  dealers  in  cycle  sun- 
dries have  been  approached  in  different 
cities  during  the  past  year.  The  plan 
worked  by  the  department  store  is  said 
to  be  precisely  similar  to  the  trading 
stamp  system  used  by  the  National  Trad- 
ing Stamp  Co.,  which  was  forced  out  of 
business  last  j^ear.  Among  the  articles 
proposed  to  be  given  away  were  bicycles 
of  a  well  known  make.  Both  cases  will 
be  tried  shortly. 


Cycling  Popular  in  Berlin. 

The  Berlin  police  department  has  is- 
sued 67,500  cycling  permits  during  the 
past  three  years,  and  adding  the  estimat- 
ed number  of  unauthorized  riders,  and 
the  30,000  cyclists  of  the  suburban  dis- 
tricts, the  total  number  of  cyclists  in  Ber- 
lin and  its  environs  is  placed  at  110,000. 
The  population  of  the  German  metropolis 
and  its  environs  is  2,000,000  in  round 
numbers,  which  gives  55  cyclists  to  each 
1,000  of  population. 


Bicycles  to  the  value  of  $1,500  were  re- 
cently shipped  to  South  Africa  by  a  Ca- 
nadian maker. 


The  Cycle  Age  and  Trade  Review 


93 


ORGANIZE    ONLY  J  INFORMALLY 


PARTS  HAKERS'  PLANS  BROADEN 


Representatives  Meet  in  New  York  and 

Elect  President  and  Secretary— Com = 

mittees  Appointed. 


New  York  City,  Nov.  21. — ^The  nucleus 
of  what  may  eventually  become  a  more 
formal  organization  was  developed  at  a 
meeting  of  parts  manufacturers  held  here 
last  Thursday.  The  suggestion  as  to  the 
lack  of  formality  in  the  organization  re- 
fers only  to  the  fact  that  while  the  Cy- 
cle Parts  Manufacturers'  Association  was 
formed,  with  R.  H.  Ramsey,  of  the  Ram- 
sey Swinging  Pedal  Co.,  as  president,  and 
I.  H.  Dreyfuss,  of  the  Stockton  Mfg.  Co., 
as  secretary,  no  constitution  was  adopt- 
ed, and  no  agreement  to  sign  any  com- 
pact was  reached.  The  promoters  and 
organizers  deemed  it  expedient  that  no 
constitution  be  adopted  and  no  agreement 
signed  for  the  present,  until  the  objects 
of  the  association  are  more  satisfactorily 
and  completely  determined  upon  and  em- 
bodied in  some  more  formal  declaration 
of  conduct.  The  fact  is,  Dr.  Stockton's 
scheme  has  outgrown  its  original  purport 
and  now  looks  to  a  combination  of  the 
separate  branches  of  the  partsmaking 
trade,  with  each  branch,  to  a  certain  ex- 
tent, looking  after  its  own  particular  in- 
terests. 

Government  by  Committees. 

In  general  it  is  proposed  to  have  the 
classification  of  goods  and  the  scale  of 
prices,  as  well  as  the  general  government 
of  the  association,  in  the  hands  of  an  ex- 
ecutive committee,  consisting  of  the  pres- 
ident ex-offlcio  and  the  chairman  of  the 
committees  on  hubs,  pedals,  balls  and 
chains — the  present  factors  included  in 
the  association. 

In  view  of  this  change  in  general  scope 
and  membership,  it  was  found  imprac- 
ticable to  put  through  the  agreement  re- 
ported and  outlined  in  the  Cycle  Age  at 
the  time.  In  fact  there  was  no  very  gen- 
eral assent  to  signing  such  a  formal 
agreement. 

The  Resolution  Approved. 

The  following  resolution,  which  out- 
lines the  general  plan  proposed  and  ap- 
proved by  the  promoters,  though  not 
formally  adopted  in  so  many  words,  was 
reported  by  the  committee: 

MOVED,  That  It  is  the  sense  of  the  bi- 
cycle manufacturers  here  assembled,  that 
to  secure  some  plan  of  uniform  co-opera- 
tion in  the  marketing  of  our  various  pro- 
ductions of  bicycle  parts  is  desiraible,  and 
to  that  end  it  is  further  moved  that  we 
proceed  to  perfect  a  permanent  org-aniza- 
tion  by  electing  a  president  and  secretary; 
and  that  the  rule  governing  this  associa- 
tion shall  read  as  follows  "All  prices  off- 
ered must  receive  the  unanimous  vote  of 
those  present  to  be  adopted,"  be  main- 
tained In  the  organization. 

THAT:  Manufacturers  who  hear  of  prices 
or  terms  being  deviated  from  shall  suibmit 
to  the  secretary  such  information  as  they 
have,  and  the  secretary  shall  immediately 
take  up  the  matter  with  the  accused,  as- 
certain the  facts  of  the  case  and  com- 
municate them  to  the  party  making  com- 
plaint ;  that  manufacturers  against "  whom 
complaints  are  made  will  furnish  the 
secretary  with  such  information  as  they 
may  be  able  to  give,  and  that,  in  case  com- 
plaints cannot  be  settled  by  correspond- 
ence, the  secretary  is  authorized  to  visit 
the  party  accused  and  investigate  the  facts 
by  a  personal  interview  and  examination 
of  such  books  and  records  as  may  be  nec- 
essary. 

With  a  view  of  meeting  competition  of 
manufacturers  who  are  not  members  of 
this  organization,  and  preventing  the  cutting 
of  prices  at  points  where  it  is  at  times 
wholly  unnecessary,  it  is  mutually  agreed: 
That  no  member  of  this  association  shall 
deviate  from  the  prices  and  terms  agreed 
upon  without  first  obtaining  permission 
from  the  secretary;  that  such  request  give 
the  competitor  making  lower  prize,  name 
of  party  to  whom  competitor  made  price, 
and  all  information  as  to  why  change  in 
association  price  is  requested,  and  if,  in 
the  judgment  of  the  secretary,  it  appears 
desirable  to  grant  such  permission,  he  shall 


immediately  wire  his  consent  to  member 
making  request,  and  shall  at  the  same  time 
notify  every  member  toy  wire,  giving  each 
permission  to  name  the  same  price  to  the 
same   party,  and   to    this   party   only.       , 

The  following  concerns  were  repre- 
sented: Julius  Heinemann  &  Co., Chicago; 
Modan  Mfg.  Co.,  Cleveland;  Columbia 
Machine  Works,  Brooklyn;  Ramsey 
Swinging  Pedal  Co.,  Philadelphia; 
Bridgeport  Gun  Implement  Co.,  Bridge- 
port; Syracuse  Arms  Co.,  Syracuse; 
Cleveland  Machine  Screw  Co.,  Cleveland; 
Stockton  Mfg.  Co.,  Newark;  Hollingshead 
&  Wirtz,  New  York;  White  Sewing  Ma- 
chine Co.,  Cleveland;  Snow  Chain  Co., 
Syracuse. 

In  all  thirty-one  concerns  were  either 
actually  represented  or  had  promised  per- 
sonally or  by  correspondence  to  come 
into  an  association  formed  for  the  pur- 
poses and  in  the  line  of  the  resolution 
quoted  above. 

President  Appoints  Committees. 

After  some  debate  as  to  whether  the 
committees  should  be  appointed  or  elect- 
ed, the  following  were  appointed  by  the 
president,  after  consultation  with  those 
present: 

Hubs — Hunter  Arms  Co.,  Fulton,  N.  Y.; 
Weston-Mott  Mfg.  Co.,  Utica,  N.  Y.; 
Stockton  Mfg.  Co.,  Newark,  N.  J. 

Pedals — ^Syracuse  Arms  Co.,  Syracuse, 
N.  Y.;  Bridgeport  Gun  Implement  Co., 
Bridgeport,  Conn.;  White  Sewing  Ma- 
chine Co.,  Cleveland,  O. 

Balls — Cleveland  Machine  Screw  Co., 
Cleveland,  0.;  Grant  Ball  Co..  Cleveland, 
O.;   Steel  Ball  Co.,  Chicago. 

Chains — Indianapolis  Chain  &  Stamp- 
ing Co.,  Indianapolis,  Ind.;  Lefever  Arms 
Co.,  Syracuse,  N.  Y.;  James  Duckworth 
&  Co.,  Springfield,  Mass. 

These  committees  will  request  samples 
in  their  respective  lines,  and  enter  at  once 
upon  the  classification  of  goods  and  the 
fixing  of  a  minimum  price  scale.  The  lat- 
ter is  subject  to  the  unanimous  approval 
of  the  members.  Secretary  Dreyfuss 
thought  that  the  executive  and  sub-com- 
mittees would  be  far  enough  advanced 
with  this  work  for  a  general  meeting  of 
the  association  within  four  or  five  weeks. 
It  is  expected  that  the  executive  commit- 
tee will  at  that  time  be  ready  to  report 
a  fuller  and  more  definite  plan  of  organ- 
ization and  procedure. 

In  view  of  the  possibility  of  makers  who 
are  not  members  of  the  association  sell- 
ing goods  below  the  fixed  scale  of  prices, 
it  was  suggested  that  those  association 
members  in  direct  competition  with  them 
stifle  this  by  cutting  under  their  prices, 
and  that  the  association  reimburse  such 
members  for  the  loss  entailed  by  them 
in  meeting  such  competition. 


SWEDISH  MARKET  OVERLOADED 


QERHANS  riAKE  STRANGE  ERROR 


Manager  Charged  with  Embezzlement. 

Washington,  Nov.  21. — J.  F.  Broadbent, 
formerly  manager  of  the  Cleveland  Cycle 
Co.,  of  this  city,  are  arrested  in  Balti- 
more last  Thursday  on  a  warrant  sworn 
out  by  J.  D.  Arnold,  proprietor  of  the 
store,  who  charged  him  with  embezzling 
$200.  Investigation  by  an  expert  account- 
ant disclosed  false  statements  in  the 
books  of  the  company,  with  the  result 
that  a  total  defalcation  of  $1,300  is  now 
charged  against  the  late  manager. 
Broadbent  was  discharged  from  the  man- 
agement of  the  Cleveland  Cycle  Co.  last 
August,  but  not  on  account  of  any  sus- 
picion of  irregularity  in  his  accounts. 
Some  weeks  later,  however,  when  per- 
sons to  whom  bills  for  overdue  accounts 
were  sent  came  to  the  store  and  presented 
receipted  bills,  an  examination  of  the 
books  was  made,  with  the  above  result. 
Broadbent  was  considered  one  of  the 
most  popular  men  in  the  local  trade. 


Expecting  Duties  to  be  Increased  July  1, 

They  flake  Large  Shipments  in 

June — Retail  Trade. 


Soderhann,  Sweden,  Nov.  17. — The 
Swedish  market  has  been  much  dis- 
turbed the  past  summer,  because  of  a 
curious  mistake  of  the  German  manufac- 
turers and  exporters,  who  supposed  that 
the  new  tariff  law,  passed  early  in  May, 
greatly  increasing  the  duty  on  bicycles 
and  parts,  would  go  into  effect  July  1. 
Under  this  impression  the  Swedish  mar- 
ket was  swamped  in  June  by  the  dumping 
of  great  quantities  of  German  and  Bel- 
gian machines;  but  the  new  tariff  does 
not  become  operative  until  January  1. 

Late  in  September  a  traveling  man  for 
a  well  known  German  manufacturer  ar- 
rived in  Stockholm,  with  $10,000  worth  of 
bicycles,  which  he  readily  disposed  of. 
Subsequently  he  received  another  ship- 
ment of  $15,000  worth,  which  he  also  sold; 
and  now  he  has  returned  home  to  bring 
a  third  lot  before  the  duty  is  increased. 
These  large  movements  of  goods  have  re- 
lieved many  German  makers  of  their 
stocks,  and  given  them  an  opportunity 
to  keep  their  factories  running,  but  the 
reaction  will  come  next  season,  when 
shipments  will  be  meager  because  of  the 
Swedish  market  being  flooded  this  fall 
and  winter. 

Parties  who  have  been  handling  Amer- 
ican goods  have  not  been  idle,  either,  but 
are  laying  in  as  large  stocks  as  capital 
and  circumstances  will  permit. 

Looking  Forward  to  Christmas  Trade. 

The  selling  season  is  well  over  now,  but 
the  approach  of  Christmas  lends  some  life 
to  the  retail  trade,  for  the  holiday  trade 
is  not  to  be  despised.  Only  the  wealthy 
class  buy  bicycles  for  Christmas  gifts,  but 
as  a  consequence  the  machines  that  are 
sold  are  of  the  better  grades.  Last  Christ- 
mas three  diamond  and  two  drop  frame 
bicycles  were  given  and  received  by  mem- 
bers of  the  royal  family,  and  of  course 
the  upper  society  members  follow  the 
example. 

The  cycle  trade  of  Sweden  is  handled 
by  the  native  factories  through  regular- 
ly appointed  agents,  and  by  three  or  four 
large  importing  firms  and  several  smaller 
ones  through  sub-agents  who  are  exclu- 
sive dealers  in  bicycles  and  cycle  sun- 
dries, and  through  hardware,  furniture, 
shoe,  grocery  and  crockery  stores.  There 
is  but  one  department  store  in  the  coun- 
try. It  is  situated  in  Stockholm,  and  is 
the  sole  agent  for  Columbia  and  Hartford 
cycles,  whose  sale  it  has  pushed  most 
energetically,  having  placed  neat  sign- 
boards on  the  outside  walls  of  every  rail- 
way station  of  any  importance  in  the  en- 
tire country.  Prices  were  maintained  even 
better  by  this  house  than  by  many  of 
the  smaller  dealers,  who  advertised  ma- 
chines at  reduced  prices  late  in  the  sea- 
son. 


English  Cycle  flakers  Founder. 

The  Raleigh  Cycle  Company,  one  of  the 
largest  and  oldest  cycle  making  concerns 
in  England,  has  gone  into  the  hands  of 
a  receiver.  For  some  time  it  has  been 
an  open  secret  among  the  British  trade 
that  the  company  has  been  in  financial 
difiiculties.  A  plan  for  reorganization 
will  be  submitted  to  the  stockholders.  The 
banks  forced  the  concern  to  the  wall. 


Bicycles  are  being  introduced  into  the 
postal  service  in  the  City  of  Mexico,  the 
postal  authorities  having  lately  pur- 
chased thirty-six  machines  for  the  pur- 
pose. I 


Receiver  Isa)ac  N.  Dann,  for  the  New 
Haven  Ohair  company,  insolvent  makers 
of  bicycjles  in  New  Haven,  Conn.,  has 
filed  his  report  and  been  discharged. 
There  are  funds  enough  on  hand  to  pay  3 
per  cent  dividend  on  $85,127.99  liabilities. 


94  The  Cycle  Age  and  Trade  Review 


Jobbing  Bicycles 


...FOR 


1899  Trade 


JiJtjiNO  OLD  STOCK.    EVERY  MODEL  NEW- 
TALKING  POINTS  THAT  HELP  YOU  SELL. 


For  the  requirgments  of  1899  trade  we  shall  build  three 
distinct  lines  of  complete  bicycles^  embodying  all  features 
of  value  known  in  up  to  date  construction.  ^  jt  j^  ^  jfi 

^ 

^  We  Are  Ready  Now  ^ 


n 


to  show  you  our  samples  and  to  figure  on  your  supply^ 
either  in  complete  or  stripped  bicycles.  SNELL  Hubsy 
Handlebars^   Forgings»    Pedals»    etc.«   are  standard.     Our 

J^  long  experience  and  immense   facilities  enable  us  to  give 

you  the    best    of   service  and   guarantee  you  quality  at  4^ 

/^  the  right  prices.    Your  inquiries  will  receive  our  prompt 

attention.^  ^t^^^^^^^tHt^^j^jt^^ji 


Snell  Cycle  Fittings  Company, 

TOLEDO,  OHIO. 


vas^vas^rvasj^rias^vasinas^ 


Uention  The  Cycle  Age 


The  Cycle  Age  and  Trade  Review 


95 


THECfCLEAGE 

AND  TRADE  REVIEW 

Entered  at  the  Chicago  Postoppice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  Offices,  American  Tract  Building,  New  York  City. 

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in  foreign  countries,  $6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 


Copyrighted,  1898.    All  rights  reserved. 


The  impression  has  gained  currency  that  tan- 
TANDEM  dem  riding  is  strongly  on  the  decline;    and 

TRADE  AND       most   bicycle   manufacturers  stand   ready   to 
MAKING  assert  that  the  impression  is  based  on  uncon- 

trovertible facts,  because  they  know  that  their 
own  sales  of  tandems  have  failed  to  show  an  increase  at  all  com- 
mensurate with  the  increased  sales  of  single  bicycles. 

From  information  at  hand,  it  may  be  considered  quite  cer- 
tain that  the  records  of  bicycle  manufacturers  tell  the  truth  in 
this  matter,  and  that  the  number  of  people  who  have  bought 
tandems  made  by  the  standard  manufacturers  is  reduced  this 
year  in  proportion  to  the  number  of  those  who  have  bought 
single  bicycles  made  by  the  same  manufacturers.  But  nothing  ia 
easier  than  to  draw  too-sweeping  inferences  from  this  fact  in 
regard  to  the  popularity  of  tandem  riding.  The  statistics,  while 
true  so  far  as  they  go,  are  misleading  because  they  do  not  tell 
the  whole  truth.  They  are  especially  misleading  if  the  results  of 
this  year's  trading  in  tandems  are  taken  as  an  indication  of  what 
next  year's  trading  must  be. 

One  of  the  two  important  factors  which  have  been  ignored 
is  the  extensive  tandem-building  which  has  been  going  on  among 
the  most  advanced  class  of  repairmen.  For  this  branch  of  manu- 
facture no  statistics  exist  except  such  as  may  be  obtained  from 
the  makers  of  tandem  tube  connections  and  fittings,  and  from 
tire  makers.  These  are  not  easily  obtained,  and  would  be  diffi- 
cult to  justify  when  collected.  It  is  almost  beyond  doubt,  how- 
ever, that  the  number  of  tandems  which  have  been  placed  in  the 
hands  of  riders  through  this  form  of  production  is  very  consider- 
able. Tandems  are  used  very  largely  by  riders  who  are  perfectly 
conversant  with  trade  and  price  developments  for  a  number  of 
years  past,  and  who  have  definite,  if  not  always  intelligent,  ideas 
of  what  they  want  in  the  way  of  construction.  It  has  been  very 
natural  for  this  class  to  affiliate  with  the  repairman-builder  and 
give  him  their  orders  for  tandems  built  in  accordance  with  their 
views.  The  reluctance  shown  by  dealers  in  the  beginning  of  the 
past  season  against  buying  more  stock  than  they  knew  they 
could  dispose  of,  also  strengthened  the  business  of  building  tan- 
dems to  order  considerably,  because  tandems  are  more  risky 
stock  to  carry  than  singles,  and,  on  the  other  hand,  the  rider 
with  the  definite  ideas  wants  to  see  a  greater  variety  of  patterns 
of  tandems  than  of  singles  before  he  can  make  up  his  mind  that 
he  has  found  what  he  wants.  In  the  absence  of  a  large  variety 
of  stock  patterns  to  select  from,  he  finds  himself  most  easily 
suited  by  telling  the  local  builder  what  he  wants,  and  having  it 
done.  The  somewhat  imaginary  satisfaction  of  having  a  two- 
seated  machine  "built  to  his  own  specifications"  also  appeals 
strongly  to  his  vanity,  and,  in  accordance  with  the  rule  that 
"self-made  is  well-made,"  it  is  the  very  satisfactory  observation 
of  the  local  builder  that  he  has  small  trouble  in  obtaining  good 
pay  for  repairs  on  tandems  which  have  been  constructed  "to 
order,"  while  the  dealer  who  handles  tandems  in  stock  has  a  peck 
of  trouble  whenever  something  goes  wrong  with  the  goods  he 

has  sold. 

There  are  still  other  reasons  why  tandem-assembling  has 
fallen  largely  into  the  hands  of  local  builders.  Aside  from  the 
reluctance  of  dealers  to  handle  the  stock  in  sufficient  variety,  the 
large  manufacturers  have  not,  as  a  rule,  'been  particularly  desir- 
ous of  stimulating  this  branch  of  the  industry,  on  account  of  the 


difficulty  in  reconciling  good  and  durable  construction  with  the 
popular  demands.  The  riders  have  never  been  willing  to  accept 
the  weights  which  are  really  necessary  for  making  a  tandem 
construction  durable.  The  tandem  frame  has  been  a  spring 
frame  to  all  intents  and  purposes.  The  length  of  its  truss  work, 
coupled  with  the  diameter  and  gauge  of  tubing  which  the  de- 
mand for  light  machines  made  imperative,  produced  a  yielding 
frame,  which  was  easy  to  ride  over  smooth  and  level  ground; 
but  which  was  unsuited  for  long  withstanding  the  severe  strains 
of  hill-climbing  or  racing.  The  most  expensive  material  and 
workmanship  were  absolutely  required  for  securing  even  com- 
parative freedom  from  repair  troubles,  and  the  decline  of  prices 
made  it  particularly  onerous  to  use  such  material  and  workman- 
ship while  other  more  profitable  production  was  going  on.  Manu- 
facturers have  been  well  aware  that  a  considerable  addition  of 
metal  would  be  necessary  to  make  the  manufacture  of  tandems 
satisfactory;  but  the  public  has  not  subscribed  to  this  amended 
creed,  and  hence  the  manufacture  has  languished.  The  great 
variety  of  new  tandem  patterns  which  are  continually  being  pro- 
posed by  English  makers  testifies  to  their  appreciation  of  the 
problems  involved  in  this  clash  of  requirements.  We  are  some- 
what behind  in  earnest  attempts  at  solving  these  problems,  and 
meanwhile  they  have  been  left  to  those  tender  mercies  which 
the  rider  is  more  willing  to  extend  to  a  local  builder  than  to  a 
manufacturer  of  national  standing. 

Considering  these  and  other  forces  which  have  caused  tandem- 
making  to  drift  gradually,  though  probably  only  temporarily, 
away  from  the  established  manufacturing  concerns,  it  is  easy  to 
credit  the  local  builders  with  sufficient  trade  in  the  tandem  line 
to  offset  the  inference  that  manufacturers  have  drawn  from  their 
own  experience  in  regard  to  the  popularity  of  tandem  riding. 
At  all  events,  the  question  can  hardly  be  considered  as  closed, 
when  arrangements  for  next  year's  trade  are  under  debate. 

While  the  success  or  failure  of  the  tandem  trade  is  even- 
tually a  question  of  cycle  mechanics^complicated,  perhaps,  by 
the  possible  advent  of  cheap  motor  vehicles — the  results  which 
manufacturers  have  noted  this  year  have  indubitably  also  been 
largely  influenced  by  other  things.  The  effects  of  the  prevailing 
low  scale  of  prices  for  single  machines  are  in  this  respect  of  high 
interest.  It  is  first  to  be  observed  that  the  decline  in  the  demand 
for  tandems  is  in  very  few  instances  an  absolute  numerical  re- 
duction of  sales,  but  only  a  proportionate  reduction.  It  was  not 
that  the  public  loved  tandems  less  this  year,  but  that  they  loved 
single  machines  more.  The  lower  prices  drew  forth  a  new  and 
large  class  of  customers  for  single  machines — a  class  composed 
of  people  who  had  formerly  considered  cycling  as  beyond  their 
means.  The  existence  and  aggregate  importance  of  this  class 
constituted  a  feature  of  trade  which  was  distinctly  recognized 
by  dealers  last  spring.  These  recruits  to  the  ranks  of  cyclists 
could  not  have  been  expected  to  buy  tandems,  but  their  numbers 
swelled  the  sales  of  single  machines  which  are  on  the  records  of 
manufacturers  and  thereby  dwarfed  the  sales  of  tandems  by 
comparison,  but  by  comparison  only.  Whether  this  class  of 
purchasers  will  afford  a  new  crop  of  tandem  purchasers  in  due 
course  of  time  remains  an  open  question.  Probably  it  will  nol 
furnish  as  large  a  percentage  of  tandem  riders  as  the  earlier 
stock  of  cyclists,  but  its  numerical  strength  would  seem  to 
promise  at  least  so  much  for  the  tandem  market  as  to  make  it 
worth  the  while  of  those  manufacturers  who  desire  to  culti- 
vate the  tandem  trade  to  take  the  chance  under  consideration. 
This,  their  first,  year  they  could  not  under  any  circumstances 
have  been  expected  to  buy  anything  but  single  machines.  If 
they  should  prove  all-around  customers  in  the  future  to  only 
a  limited  extent,  a  somewhat  greater  production  of  tandems 
than  this  year's  business  at  first  blush  would  seem  to  justify, 
comes  within  the  range  of  possibilities  to  which  the  prudent 
manufacturer  should  give  a  little  thought. 

It  is  another  question  how  long  the  large  manufacturer  can 
afford  to  permit  the  making  of  tandems  to  drift  away  from 
him,  and  whether  the  time  has  not  arrived  for  displaying  a 
similar  energy  in  producing  new  tandem  patterns  as  that  dis- 
played by  English  concerns. 

****** 

In  the  selection  of  sidelines  conscious  effort  should  be  made 
to  obtain  articles  of  value  as  novelties.  Novelties  attract  atten- 
tion.    They  form  a  continual  invitation  for  customers  to  stop 


96 


The  Cycle  Age  and  Trade  Review 


and  look,  to  come  in  and  inctuire,  and  finally  to  buy.  There  is, 
however,  a  class  of  cycle  tradesmen  who  seem  to  fear  novelties, 
and  who  prefer  to  keep  as  sidelines  only  those  classes  of  goods 
which  have  been  known  for  years.  One  of  the  chief  differences 
between  stores  in  the  city  and  in  the  country  lies  in  this  very 
point.  Usually  storekeepers  in  the  cities  are  constantly  on  the 
lookout  for  something  new,  and  frequently  replenish  their  stocks 
with  fresh  and  attractive  goods,  and  thus  maintain  a  display 
which,  from  its  novelty,  offers  a  strong  temptation  to  the  buyer. 
It  is  necessary  to  present  new  goods  in  order  to  attract  custom; 
and,  if  care  is  taken  in  their  selection,  there  is  little  danger 
of  having  dead  stock  accumulate.  The  enterprising  dealer  is 
watchful,  and  secures  novelties  as  soon  as  they  are  issued.  By 
this  means  his  store  becomes  known  as  headquarters  for  the 
latest  styles,  and  he  reaps  advantages  which  his  energy  deserves. 
Of  course,  judgment  must  be  used  in  selecting  novelties  as  well 
as  staple  goods,  and  this  requires  an  intimate  knowledge  of 
the  wishes  of  customers,  for  experience  shows  that  the  buyer 
cannot  depend  entirely  upon  his  own  taste.  It  does  not  pay  a 
tradesman  to  wait  until  his  competitor  is  well  stocked  with 
novel  sidelines  before  making  any  effort  to  give  novelty  to  his 
own  stock.  A  little  well  directed  energy,  and  a  proper  regard 
for  the  desires  of  customers,  will  go  far  toward  making  success. 


No  amount  of  fine  sophistry  on  the  part  of  Mr.  Frank  Sanger 
or  his  emissaries  can  convince  the  bulk  of  bicycle  makers  that 
the  projected  show  in  New  York  City  is  entitled  to  support  at 
their  hands.  It  is  now  one  month  since,  in  violation  of  the 
wishes  of  a  majority  of  all  kinds  of  makers  concerned  with 
cycle  manufacture,  this  enterprising  showman  tossed  his  castor 
in  the  ring  and  declared  his  willingness  to  meet  and  defeat  all 
who  opposed  him  in  his  long  cherished  desire  to  again  conduct 
a  cycle  exhibition,  and  in  that  time  he  has  only  been  success- 
ful in  bagging  nineteen  concerns.  It  is  true  that  of  these  nine- 
teen a  few  occupy  positions  in  the  trade  which  preclude  the  pos- 
sibility of  supposing  that  they  have  ever  been  won  over  by 
any  false  arguments,  for  all  have  had  experience  in  cycle  shows 
conducted  upon  a  national  scale.  It  would  seem,  from  opinions 
privately  expressed  by  manufacturers  who  have  been  solicited 
to  take  part  in  the  New  York  exhibition,  that  Mr.  Sanger  is 
utterly  unable  to  point  out  the  special  need  for  shows.  Indeed, 
it  is  with  difficulty  that  an  audience  can  be  obtained  for  the 
purpose  of  arguing  the  necessity  for  safeguarding  Mr.  Sanger 
and  his  associates  against  any  possible  money  loss  in  the  enter- 
prise. The  gross  revenue  to  be  derived  from  the  sale  of  spaces, 
though  rentals  are  considerably  reduced,  amply  bears  out  the 
belief  that  Mr.  Sanger's  interest  in  the  cycle  trade  is  not  of  such 
an  unselfish  character  as  to  lead  him  to  risk  a  copper  piece  in 
advance  of  the  hour  when  the  doors  of  the  exhibition  will  be 
thrown  open  to  the  public.  The  manufacturers  find  themselves 
confronted  with  a  situation  in  business  which  is  unparalleled 
in  the  history  of  the  trade  for  early  buying  by  agents  and  ap- 
parent desire  to  steadily  progress  to  rapid  deliveries.  Traveling 
salesmen  are  everywhere.  New  models  are  being  exhibited  to 
the  trade,  and  by  the-  arrival  of  the  time  when  the  Madison 
Square  Garden  exhibition  is  scheduled  to  open  there  will  not 
be  a  hamlet  in  this  wide  country,  however  remote,  that  will 
not  have  been  visited  by  missionaries  from  the  factories.  Natu- 
rally, then,  the  question  arises— What  is  the  purpose  of  the  New 
York  exhibition?  Is  it  to  be  local  or  national  in  character?  If 
the  former,  then  what  is  the  necessity  for  soliciting  western 
and  middle  state  manufacturers  to  contribute  money  for  the 
support  of  an  exhibition  which  will  only  aid  their  New  York 
agents?  If  the  trade  of  the  New  York  agents  is  in  need  of 
stimulation,  assuredly  they  should  not  ask  the  manufacturer 
to  bear  all  the  burden  entailed  in  reviving  their  fortunes.  If 
the  show  is  to  be  on  a  national  scale,  it 
is  idle  to  give  it  more  than  passing  consideration 
for,  as  has  already  been  pointed  out,  the  functions  which  have 
usually  been  reserved  for  such  an  exhibition  cannot  this  year 
be  put  in  evidence,  owing  to  the  unprecedented  heavy  buying 
by  agents.  Now  comes  the  rub;  why  did  Mr.  Sanger  select  the 
month  of  January  for  the  holding  of  a  cycle  show?  It  is  stated 
upon  reliable  authority  that  no  other  date  was  available  at 
the  Madison  Square  Garden.  If  this  be  true,  it  is  easy  to 
conclude  why  Mr.  Sanger  did  not  warmly  embrace  the  proposi- 


tion to  change  the  nature  of  the  exhibition  and  endeavor  to 
make  it  of  local  service  to  the  agents  at  a  time  in  the  spring 
when  they  could  entertain  the  hope  of  getting  special  benefits 
from  meeting  customers  in  mass.  Whatever  motives  may  be 
actuating  Mr.  Sanger,  or  the  trade,  it  is  manifest  that  the  project 
is  meeting  with  very  little  encouragement.  One  saddle  com- 
pany, four  bicycle  makers  with  strong  eastern  connections,  two 
tire  concerns,  and  a  dozen  establishments  variously  engaged  in 
the  manufacture  of  electric  batteries,  sporting  goods,  badges 
and  cycle  sundries,  make  up  the  company  which  at  the  present 
hour  is  lending  encouragement  to  the  exhibition.  Spaces  have 
been  reserved  by  one  large  bicycle  making  concern,  also  strongly 
intrenched  in  the  east,  a  lamp  company  of  national  reputation 
and  a  few  others,  and  these  are  being  used  as  bait  to  lure  others 


The  loss  which  the  retailer  suffers  from  not  having  goods  in 
stock  when  they  are  called  for  is  far  greater  than  that  which 
falls  to  the  portion  of  the  maker,  for  while  the  latter  may 
console  himself  with  the  knowledge  that  the  former  will  only 
be  impatient  till  his  shipment  arrives,  and  is  reasonably  sure 
of  his  customer,  the  agent  has  no  such  comforting  thought  and 
no  such  sense  of  security.  It  would  be  misfortune  if,  from  this 
plain  presentation  of  an  axiomatic  statement,  the  dealer  should 
be  led  to  suppose  that  the  manufacturer  is  eager  for  a  return  of 
the  days  when  early  orders  streamed  into  his  factory  and  so 
Inflamed  his  imagination  that  he  failed  to  discern  the  distinction 
between  a  customer  with  a  marked  propensity  for  gambling  in 
futures  and  one  who  merely  desired  to  guard  against  the  acci- 
dent of  delay  in  delivery.  Just  a  twelvemonth  ago  the  agent 
awoke  in  surprise  to  find  that  he  had  for  a  long  period  of  years 
been  the  too  credulous  dupe  of  designing  salesmen  who,  with 
more  cunning  than  wisdom,  prevailed  upon  him  to  believe  that 
there  was  singular  luck  in  store  for  those  who  flung  prudence 
to  the  winds  and  ordered  their  stock  of  goods  in  advance  of 
timid  competitors.  The  change  of  heart  and  habit  which  dated 
from  that  time  has  brought  in  its  wake  a  wholesome  realization 
of  the  responsibilities,  which  the  dealer  owes  to  himself,  his 
competitors  and  his  supply  houses,  in  fact,  the  entire  trade. 
And,  as  luck  would  have  it,  he  was  supported  In  this  suddenly 
acquired  desire  to  practice  the  teachings  of  wisdom  by  the 
very  people  who,  of  all  others,  stood  most  in  need  of  a  similar 
course  of  schooling,  to  wit,  the  sellers  of  parts  and  material. 
The  junction  of  these  two  forces,  and  these  alone,  is  responsible 
for  the  remarkably  conservative  tone  of  wholesale  and  retail 
markets  throughout  the  season  just  ended.  Still,  In  view  of  the 
altered  conditions  which  now  attend  the  retailing  of  cycle  goods 
— the  lowered  list  prices  and  consequent  possibility  of  making 
a  greater  number  of  cash  sales,  and  the  increase  in  the  purchas- 
ing power  of  the  people  at  large  owing  to  the  improved  condi- 
tions of  business — it  is  not  beyond  the  limits  of  good  judgment 
to  advise  even  the  humblest  agent  to  bestir  himself  and  not  wait 
until  through  over-caution  he  is  cheated  of  profits  on  early  sales, 
to  which  he  might  lay  claims  if  his  courage  was  equal  to  his 
desire  for  gain  and  he  had  at  least  samples  of  new  goods  to 
exhibit  to  prospective  customers.  It  is  as  sure  as  the  provoking 
uncertainty  of  the  meanest  of  men's  hopes  will  permit  that  the 
approaching  retail  season  will  lend  powerful  encouragement 
to  the  agent,  for  all  the  indications  that  are  worth  consulting 
and  translating  into  business  significance  lend  color  to  the 
high  hopes  which  are  dominating  the  manufacturers  and  im- 
pelling them  to  be  early  afield.  The  new  goods  may  not  be 
faultless,  but  they  certainly  will  represent  a  structural  advance; 
trade  discounts  will  compare  favorably  with  those  obtainable 
last  season;  the  people  are  prosperous,  and  there  are  fewer  mis- 
givings in  the  minds  of  the  most  astute  observers  in  the  bicycle 
and  all  other  lines  of  trade  than  at  any  time  within  many 
years.  [     |^ 


The  Cycle  Age  and  Trade  R 


EVIEW 


97 


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We  are  Prepared 

to  talk  '99  business 
with   a  few    large 


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jobbers 


MARCH-DAVIS  CYCLE  MFG.  CO. 


47  WARREN  ST.,  NEW  YORK. 


Mention  The  Cycle  Age 


44TH  AND  NORTH  AVES.,  CHICAGO,  ILL. 


II 


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The  riorrow 

Automatic  Coaster 

and  Brake 


3u$t  a  Tew  Olords 


«ts« 


CHE  constant  pumping  motion  of  the  legs,  when 
not  actually  required  for  propulsion,  is  wholly 

i-elieved  by  the  automatic  coasting  attachment, 
and  one  is  enabled  at  the  same  time  to  shift  his 
position  in  the  saddle  and  rest.  This  is  an  impor- 
tant consideration  especially  when  out  on  a  long 
run.  And  then  the  pleasure  of  coasting  has  about 
it  a  peculiar  charm,  especially  when  one  is  con- 
scious that  his  wheel  is  under  perfect  control.  On 
the  level,  a  little  rapid  foot  work  and  then  a  rest 
breaks  the  tedium  of  a  continuous  pull  at  the 
pedals. 

Wise  Buyers  will  secure  the  agency  for  some 
of  the  following  wheels  as  they  all  have  it:  Spal- 
ding, Pierce,  Acme,  Stearns,  Orient,  Iver  Johnson, 
White,  Reading-Standard,  Eclipse,  Th-omas  and 
other  American  bicycles,  besides  Humber,  Rover, 
Triumph,  Rudge-Whitworth  and  other  English 
makes. 


f^Tf^^i^^^^^mww^fw^t^i^fr^^^w^^^f^n^if^ 


WHEELER  SADDLES  1 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BACK. 


OUR  LINE  FOR  '99  COMPRISES  BUT  FOUR  DISTINCT  MODELS : 
"EXTRA"  Woman's    .    .    .    Broad,  Soft  and  Easy.  ^Jt 
"EXTRA"  rien's      ....     Hygienic  and   Durable.,^;^ 
"SPECIAL"  Roadster  .     .     .     An  ornament  to  any  wheel. 
"CORK=TOP"  Racer      .     .     .     Light  and  Graceful.   Ji^Jt 

These  saddles  are  made  and  finished  in  tlie  care- 
ful and  stj'lish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  popular  saddle  on 
the  market. 

THE  WHEELER  SADDLE  CO. 

1427=1457  Woodward  Ave.,  DETROIT,  MICH. 

Chicago  Distributing  Agents:     HIBBARD,  SPENCER  &  BARTLETT. 
New  York  Distributing  Agents:    HARTLEY  &  GRAHAH. 


jhMfcfc^haiwiifcMwMxiW'iBdh 


98 


The  Cycle  Age  and  Trade  Review 


TO  DISSOLVE  THE  BOARD 


Nineteen  Out  of  193  Stockholders  Vote  to  Disband— Mem= 
bers  Recently  Admitted  to  be  Rebated 


New  York  City,  Nov.  21. — Only  by  the 
performance  of  a  miracle  can  the  Na- 
tional Cycle  Board  of  Trade  be  saved 
from  dissolution.  Last  Thursday  19  out 
of  193  stockholders  met  here  in  response 
to  a  cheery  call  for  a  meeting  which,  to 
borrow  the  language  of  this  communica- 
tion, would  be  largely  occupied  "in  con- 
sidering the  future  work  of  the  Board," 
but  such  is  the  elasticity  of  our  lan- 
guage, and  such  the  mutability  of  hu- 
man wishes,  that  the  work  of  the  meet- 
ing was  solely  confined  to  the  counting  of 
noses  and  the  unopposed  passage  of  this 
resolution: 

Resolved,  That  in  the  opinion  of  the 
stockholders  of  the  National  Board  of  Trade 
of  Cycle  Manufacturers  it  is  desirable  that 
such  corporation  should  be  forthwith  dis- 
solved. 

Quorum  Secured  With  Difficulty. 

It  was  with  difEculty  that  a  quorum 
was  secured  at  the  meeting.  Those  in  at- 
tendance, with  their  actual  stockholdings, 
were  as  follows: 

C.  S.  Dikeman B 

Kirk  Brown  5 

A.  Xi.  Moore  5 

R.  S.  Crawford 25 

Geo.   H.  Day  12 

A.  Li.  Garf ord 5 

Jos.    McKee  5 

J.  C.  Pierrez  1 

W.  A.  Harradon 2 

F.  P.  Prial 10 

J.  R.  Miller , 5 

A.  G.   Thompson  5 

W.  I.  Bunker 5 

Eugene  Ward  5 

C.  W.  Cushman  5 

G.  W.   Cole  1 

A.    M.    Scheffey   5 

W.  T.  White  5 

A.   R.  Feck  5 

Shares  actually  represented  116 

Only  Nineteen  Votes  to  Spare. 

These  stockholders  held  proxies  for  351 
shares,  m.aking  a  total  of  467 — a  major- 
ity of  19. 

Proxies  for  351  shares  were  held  as 
follows: 

Proxy  No.  of 

Holder.  Stockholder.  Shares. 

A.  L.  Garf  ord... 

L.   M.   Wainwright 12 

Geo.  B.   Packer 2 

A.    C.   Hord 1 

F.  Cathuten  5 

C.   E.   Goodspeed 13 

W.   F.    Remppis 5 

H.    S.   Follansibee 5 

J.   Li.   Tost 12 

S.    S.    Kuntz 5 

R.   M.   Keating 13 

L.  E.  Hoffman 1 

G.  B.    Colton 1 

L.  T.  Wilmarth 5 

G.   H.   Faxon 5 

J.   A,    Hunt 5 

H.   C.   Williams 5 

95 

C.  S.  Dikeman.. 

R.   P.   Gormully 25 

Eugene  Arnstein  1 

H.   G.   Rouse 3 

F.   E.   Peacock 1 

Lee   Sturges  5 

A.    W.    Gump 5 

Geo.    C.    Spencer i 

H.  O.   Smith 1 

C.   F.    Smith 12 

R.  L.   Coleman 25 

N.   M.    Beach 5 

J.   A.   Carter 5 

M.  Flchtenberg  5 

Arthur  Faulkner  1 

95 

R.  S.  Crawford. 

W.  H.  Bentley 5 

Ruf us  Wright 5 

J.  H.  Williams 1 

11 


J.   W.   Curtis.... 

A.   G.   Spalding 2.t 

T.  C.  Page 13 

38 

Kirk  Brown 

Li.  H.   Manson 1 

A.    L.   Kelley 1 

H.   S.  Edgerly 5 

F.  T.    Fowler 12 

Walter  Measure  25 

C.    J.    Butler 1 

C.  L.   Pepper 2 

Geo.   T.   Hodgman 5 

C.   B.    Rockwell 5 

57 

A.  Li.  Moore 

J.  D.   Climo 5 

W.   S.    Thomas 2 

G.  F.   Fries 1 

E.  E.    Kirk 1 

9 
Geo.  H.  Day.... 

Geo.  Pope 12 

A.    A.    Pope 25 

F.  C.   Billings 2 

C.    H.    Ingersoll 1 

A.   Kennedy  Child 5 

J.  C.    State 1 

46 

The  capital  stock  of  the  corporation  is 

$10,000,    divided    into    one    thousand    $10 

shares.     The    number   of   shares   issued 

stands  at  895. 

Stoclcholders  flust  fleet  Again. 

The  etiquette  of  the  law  requires  the 
directors  to  take  cognizance  of  the  action 
of  the  stockholders,  and  on  this  account 
the  directors  must  meet  and  advance  the 
ceremony  of  dissolving  the  corporation. 
Moreover,  the  stockholders  must  'also 
meet  again  and  by  a  two-thirds  vote  of 
all  the  stock  approve  the  recommenda- 
tion of  the  directors.  In  this  work  at 
least  75  days  will  be  consumed. 

Meanwhile  instructions  have  been  giv- 
en to  Secretary  Hammann  to  reduce  op- 
erating expenses,  stop  publication  of  the 
Bulletin,  wind  up  the  collection  depart- 
ment and  sell  the  office  furniture  and  fix- 
tures. 

Recently  Elected  Members  in  Luck. 

Immediately  after  the  adjournment  of 
the  stockholders'  meeting  the  directors, 
in  special  session,  passed  this  important 
resolution: 

Resolved,  That  the  treasurer  be  author- 
ized, and  he  is  hereby  directed,  in  the  event 
of  the  corporation  toeing  dissolved  within 
five  months  from  date,  to  repay  the  stock- 
holders admitted  to  membership  In  the 
board  on  August  18,  1898,  the  amounts  re- 
spectively paid  by  them  for  stock  in  such 
corporation. 

Those  who  were  elected  to  member- 
ship on  August  18  are  as  follows: 

Abbott,  W.  J.,  Duquesne  Mfg.  Co. 
Arnstein,  Eugene. 

Bailey,  R.  M.,  Fairbanks-Boston  Rim  Co. 
Benjamin,  C.  A.,  Olive  Wheel  Co. 
Blaurock,  J.  A.,  American  Tire  Co. 
Brownridge,  W.  T.,  Rex  Cycle  Co 
Bunker,  W.  L,  Bunker  Saddle  Co. 
Butler,  C.  J.,  Peoria  Rubber  &  Mfg.  Co 
Carey,  F.  W     Thames  Chain  &  Stamping  Co. 
Caswell,  D.  W.,  Adams  &  Westlake  Co. 
Centhvre,  Louis,  L.  A.  Centlivre  Mfg.  Co. 
Chapman,  P.  B.,  Columbus  Bicycle  Co 
Clark,  Geo.  C,  Wheeler  Saddle  Co 
Dunbar,  J.  Frank,  Newton  Rubber  Works 
Fanning,  F.  W.,  Fanning  Cycle  Mfg.  Co 
Faulkner,  Arthur,  Trinity  Cycle  Mfg   Co 
Finkenstaedt,  F.  C,  National  Cycle  Mfg'  Co 
Fletcher     Edw.    C,    Indianapolis    Chain   and 

Stampmg  Co. 
Frost,  W.  H.,  Frost  Gear  Case.  Co 
Gates,  Wm.  H.,  Baldwin  Cycle  Chain  Co 
Goodrich,  Paul  N.,  Ideal  Plating  Co 
Greenburg,  Geo.  G.  S.  D.  Childs  &  Co 
Griggs,  R.  P.,  Matthews  &  Willard  Mfe    Co 
Huffman,  P.  T.,  Davis  Sewing  Machine  Co 
Ingersoll,  C.  H.,  Robert  H.  Ingersoll  &  Bro' 
Kelly,  Arthur  L..,  Mechanical  Fabric  Co 


Kirkpatrick,  T.  J.,  Kirkpatrick  Saddle  Co. 
Lester,  D.  W.,  Veeder  Mfg.  Co. 
Lonn,  E.  Julius,  John  Lonn  &  Sons  Co. 
Manson,  Louis  A.,  Manson  Cycle  Co. 
MeiselbaCh,  A.  D.,  A.  D.  Meiselbach  Co. 
Myercord,  Geo.  R.,  The  Meyercord  Co. 
O'Connell,  W.  J.,  Arnold,  Schwinn  &  Co. 
Oliver,  John  G.,  Bardons  &  Oliver. 
Patee,  Fred,  Patee  Bicycle  Co. 
Peacock,  E.  P.,  Peacock  Chain  Co. 
Post,  D.  J.,  Cycle  Supply  Co. 
Rastetter,  Wm.  C,  Lnouis  Rastetter  &  Son. 
Redfield,  Wm.  C,  J.  H.  Williams  &  Co. 
Richmond,  P.  B.,  American  Specialty  Co. 
Roundtree,  H.  H.,  Turner  Brass  Works. 
Sidway,  H.  M.,  Sidway  Mfg.  Co. 
Sidwell,  Arthur,  Sidwell  Pedal  Co. 
Silverman,  J.,  Artemis  Plating  Works. 
Smith,  H.  O.,  Indianapolis  Rubber  Co. 
Smith,  John  P.,  Stover  Bicycle  Mfg.  Co. 
Smyth,  Hill  C,  Keating,  Smjrth  &  Southard 

Co. 
Spencer,  George  G. 
Spraker,  D.  C,  Kokomo  Rubber  Co. 
State,  John  C,  Ames  &  Frost  Co. 
Thomas,  W.  S.,  Thomas  Mfg.  Co. 
Van  Arsdale,  Henry,  Beebe  Mfg.  Co. 
Warren,  John  M.,  J.  J.  Warren  Co. 
Webster,  G.  W.,  Chicago  Handle  Bar  Co. 
Welles.  R.  H.,  Badger  Brass  Mfg.  Co. 
Wilmot,    Frank   A.,    Wilmot   &    Hobbs    Mfg. 

Co. 
Wood,  F.  W.,  Indiana  Chain  Co. 
Wood,  H.  D.,  Wood  Mfg.  Co. 


BICYCLE  TRADE  IN  PARA 


Board  of  Police  Selects  American  riachines  and  Dis> 
cards  all  other  Foreign  Goods. 


The  one  marked  development  in  the 
city  and  region  of  Para  within  the  past 
six  months  has  been  in  the  bicycle  trade. 
The  American  machine  was  there  brought 
into  notice  in  the  following  peculiar  man- 
ner: 

It  appears  that  for  some  time  past  the 
adoption  of  a  bicycle  by  the  entire  police 
force  has  been  rapidly  gaining  favor,  and 
in  consequence  thereof  a  recent  special 
session  of  the  police  board  was  called  with 
a  view  to  putting  the  question  to  a  test 
vote.  After  mature  reflection  the  board 
decided  to  recommend  the  adoption  of  the 
bicycle.  A  committee  was  appointed,  con- 
sisting of  three  experts,  with  instructions 
to  carefully  canvass  the  Para  market 
with  a  view  to  securing  the  most  substan- 
tial and  generally  superior  machine  for 
the  least  money.  The  committee  advised, 
in  the  strongest  terms,  a  bicycle  made 
in  the  United  States,  adding  that  it  clear- 
ly outclassed  any  other  in  the  market. 
The  machines  were  forthwith  adopted. 
The  gratifying  result  was  that  the  public, 
appreciating  the  test,  have  had  their 
faith  in  our  bicycles  greatly  increased. 

The  freight  rate  from  Para  to  New 
York  is  25  cents  per  cubic  foot,  or  about 
17  per  cent  less  than  from  Para  to  Eu- 
rope. 

The  majority  of  merchants  in  Para  re- 
quire from  ninety  to  one  hundred  and 
fifty  days'  credit;  some,  of  course,  only 
ask  for  half  of  such  time.  Germans  stand 
ready  to  meet  all  requirements  and  com- 
petition. Our  salesmen  must  expect  to  en- 
counter sharp  competition. 

There  is  a  broad  and  steady  expansion 
of  trade  throughout  the  states  of  Para 
and  the  Amazonas.  The  city  of  Para  sit- 
uated only  about  100  miles  from  the 
mouth  of  the  Amazon  river,  is  the  key  to 
an  enormous  stretch  of  wealthy  country 
Over  ore  hundred  and  fifty  steamers  are 
employed  on  the  Amazon  and  its  tribu- 
taries (about  one-third  of  these  vessels 
belonging  to  a  British  company),  and  the 
number  will  be  increased  materially  be- 
fore the  end  of  the  year.  The  internal 
communication  afforded  by  the  Amazon 
and  Its  branches  is  so  complete  that  rail- 
roads and  means  of  transportation  are 
not  needed  except  to  connect  parts  of 
rivers  obstructed  by  rapids.  Commerce 
at  Para  has  developed  enormouslv  within 
the  past  few  years. 


Sidelines  Keep  Trade  Active. 

Buffalo,  Nov.  21.— Those  dealers  who 
adopted  the  sideline  idea  this  season  or 
previously,  particularly  those  who  are 
handling  football  and  golf    articles    and 


The  Cycle  Age  and  Trade  Review 


99 


amateur  photographic  apparatus  and 
supplies,  are  doing  a  good  business  now, 
while  those  who  procrastinated  or  ne- 
glected the  opportunity,  have  entered 
upon  their  usual  winter  idleness.  Side- 
lines have  not  been  generally  adopted, 
perhaps  because  of  a  fear  to  venture.  At 
the  close  of  the  selling  season,  when 
suggestions  were  made  of  various  side- 
lines that  could  be  adopted  whereby  the 
dull  season  could  be  tided  over,  most  of 
the  local  dealers  were  enthusiastic  and 
seemed  eager  to  get  in  line  and  adopt  one 
or  another  of  the  many  ideas  advanced, 
but  up  to  this  time  not  more  than  two  or 
three  have  actually  laid  in  such  stock. 


SUITING  TASTES  OF  BUYERS 


Low  Prices  'Should  be  Quoted  with  Extreme  Care 
in  Order  not  to  Offend  Customers. 


Unseemly  haste  to  get  rid  of  a  slightly 
out-of-date  machine,  whether  used  or  un- 
used, is  liable  not  only  to  defeat  the  par- 
ticular object  sought,  but  to  lose  the  sale 
of  a  more  modern  mount.  Making  a 
special  low  price  for  the  purpose  of  dis- 
posing of  some  old  model  should  be  done 
with  extreme  care,  and  always  with  due 
respect  for  the  personal  preferences  of 
the  purchaser. 

Customers  desirous  of  purchasing  bi- 
cycles generally  have,  before  buying,  de- 
termined apnroximately  the  amounts  they 
are  able  and  willing  to  invest.  Therefore, 
it  may  be  easier  to  sell  them  medium 
grade,  up-to-date  machines — if  their 
tastes  run  in  Ihat  direction— regular  list 
price  $35  for  full  price,  than  to  sell  them 
slightly  out  of  date  $100  list  mounts  for 
$35.  And  should  $50,  $fiO  or  $75  be  the 
amount  of  their  prospective  purchase,  and 
they  should  be  offered  the  said  $100  mod- 
els for  $35,  they  would  probably  reject 
the  offer  with  indignation,  and  select 
from  among  the  higher  priced  ones. 

If,  for  instance,  a  woman  of  taste  de- 
sires a  bicycle,  it  is  manifestly  unwise 
to  offer  a  reduced  price  on  an  old  ma- 
chine. Therefore,  in  some  instances,  noth- 
ing is  gained  by  marking  down  (he  prices 
of  bicycles;  while  such  a  practice  is  sim- 
ply lowering  the  character  of  the  ma- 
chines in  the  fickle  estimation  of  buyers, 
to  no  purpose.  The  most  likely  proposi- 
tions of  sale  are  those  made  with  refer- 
ence to  suiting  the  tastes  and  financial 
abilities  of  the  purchasers,  so  far  as  these 
can  be  discerned  or  learned  and  met  by 
the  retailer. 


Trade  Circulars  Useless  in  Japan. 

In  Japan,  where  two-thirds  of  the  bi- 
cycles in  use  are  of  American  manufac- 
ture and  the  other  third  British,  circulars 
and  price  lists  from  ambitious  exporting 
houses  are  getting  so  common  that  they 
threaten  to  defeat  the  very  end  they  are 
intended  to  serve.  The  hotel  reading 
rooms  and  private  offices  are  stocked  with 
mail  matter  from  all  parts.  In  the  United 
States,  circulars  and  price  lists  alone  may 
produce  some  result;  but  they  will  avail 
but  little,  9,000  or  10,000  miles  away  from 
home,  unless  followed  up  by  salesmen. 
One  firm  might  deluge  the  market  with 
trade  literature  for  years,  and  another 
could  send  an  energetic  man  along  and 
pick  up  all  the  business.  It  might  be 
well  to  pave  the  way  by  advertising,  but 
in  order  to  insure  sales  the  man  must  be 
upon  the  ground.  He  must  be  intelligent 
and  persistent,  and  his  firm  should  bear 
in  mind  that  this  market  is  not  worked 
any  more  easily  than  are  the  overworked 
markets  at  home. 


Sidewalk  Cycle  Racks  Must  Go. 

The  sidewalk  cycle  rack  is  in  such  ill 
favor  with  the  city  fathers  of  Rochester, 
N  Y.  that  an  order  has  gone  forth  pro- 
hibitiing  its  use.  Perhaps  by  the  time  the 
civil   magistrates   have   mulcted    a    few 


teamsters  for  damages  done  to  machines 
while  propped  up  against  the  curbstone, 
the  rack  may  be  restored  to  favor. 


riEXICO  IS  FLOURISHING 


Its  Bicycle  Dealers  are  Ordering  Heavy  Shipments 
from  the  United  States. 


The  demand  for  American  bicycles, 
parts,  and  sundries  in  Mexico  is  by  no 
means  inconsiderable,  and  it  will  be  well 
for  makers  to  pay  more  heed  to  that  mar- 
ket. Many  of  the  cnainless  models  have 
found  their  way  into  Mexico,  which  now 
boasts  of  a  very  respectable  number  of 
retail  dealers  and  jobbers.  It  is  a  very 
different  market  compared  to  what  it  was 
reported  to  be  by  the  venturesome  sales- 
man who  blazed  the  way  some  years  ago. 
Now  scarcely  a  day  passes  wiinout  the 
exchange  of  correspondence  between 
some  of  the  large  distributing  houses  and 
the  wide-awake  bicycle  manufacturers, 
parts  and  supply  houses  in  the  United 
States,  who  have  marked  the  surprising 
growth  of  the  Mexican  demand  for  their 
goods.  For  the  eight  months  ending 
with  August  of  the  present  year  the 
Mexican  imports  of  cycles  and  parts 
amounted  to  $45,216. 

There  is,  among  foreign  merchants 
there,  a  strong  feeling  against  Ameri- 
cans, who,  they  believe,  are  menacing 
their  long-established  interests  in  that 
country.  The  continual  growth  of  Amer- 
ican business  in  Mexico,  the  great  rail- 
ways managed  by  Americans,  the  growth 
of  financial  interests  in  the  hands  of 
Americans,  etc.,  fill  them  with  dread. 
Mexico  has  been  a  place  where  the  Ger- 
man and  Frenchman  and  lae  Spaniard 
could  make  fortunes  on  the  basis  of  trad- 
ing for  large  profits.  The  American  idea 
of  quick  sales  and  small  profits  is  not  to 
their  fancy.  All  the  European  merchants 
carry  American  goods. 

Mexico  is  flourishing.  One  hears  of 
many  great  projects  about  to  be  realized. 
There  is  remarkable  activity  in  real  es- 
tate, and  certainly  Guadalajara  and 
Pueblo  are  object  lessons  in  progress. 
The  long  peace  President  Diaz  has  given 
the  country  has  ^.ransformed  the  Mexi- 
cans into  investors.  The  number  of  large 
individual  bank  accounts  has  grown  be- 
yond the  power  of  bank  managers  to  re- 
call the  names  of  lueir  owners.  "Wealth 
is  increasing  in  an  extraordinary  man- 
ner. Much  money  is  being  made  in  agri- 
culture, both  in  the  tableland  region  and 
down  in  the  hot  country,  xue  number  of 
men  who  are  worth  $50,000  is  very  large; 
those  who  have  from  ^.jO.OOO  to  $200,000 
are  beyond  all  reckoning,  and  fortunes  of 
$1,000,00  to  $5. 000,000  are  becoming  com- 
mon. The  country  is  prospering,  and 
everybody  is  for  Diaz  and  peace;  there 
are  no  longer  any  parties  worth  the 
name,  and  politics  is  dead.  Mexico  has 
passed  definitely  from  the  revolutionary 
epoch  to  that  of  peaceful  progress.  The 
man  who  would  be  most  hated  in  the 
country  would  be  he  who  should  try  to 
raise  a  row. 

The  Mexican  congress  has  received  a 
bill  regulating  special  privileges  to  new 
companies,  and  provides  for  granting 
franchises  to  new  manufacturing  and 
other  industries  for  from  five  to  ten 
years,  according  to  the  importance  of 
business  and  the  capital  invested.  It  is 
provided  that  companies  organized  under 
this  law  shall  be  relieved  from  federal 
taxation  during  the  life  of  the  privilege, 
and  that  the  material  required  m  new 
industries  shall  be  imported  free  of  duty. 
The  old  law  made  $250,000  the  minimum 
amount  of  capital  required  to  enjoy  the 
immunities,  but  the  new  law  reduces  the 
amount  to  $100,000. 

German  Imports  and  Exports. 

The  German  export  trade  in  cycles  and 
cycle   parts    is   developing   at   a    steady 


rate.  The  returns  relating  to  the  eight 
months  ending  with  August  last  show 
that  during  that  period  the  exports 
amounted  to  no  less  than  1,258  tons,  as 
compared  with  only  561  tons  in  the  first 
eight  months  of  1897.  There  has  also 
been  an  increase  this  year  in  the  imports 
of  foreign  cycles  and  parts  into  Ger- 
many. For  the  eight  months  ending 
with  August  last  they  amounted  to  693 
tons,  as  against  only  425  tons  in  the  cor- 
responding period  of  1897. 


AMERICAN  AND  ENGLISH  EXPORTS 


Two   Weeks'   Reports  Contrasted— Our  Shipments 
Almost  Double  Those  of  Mother  Country. 


Exports  of  bicycles  and  bicycle  mate- 
rial from  the  port  of  l\ew  York  for  the 
two  weeks  ending  November  15  are  re- 
corded as  follows: 

Bi-  Ma- 
cycles,  terial. 

nelgium   $       IGS  $1,729 

Holland   2.0%  2.S04 

Denmark    7.924  15.S13 

Norway  and  Sweden  3.7(;8  8.510 

Prance 1.370  121 

Italy 210  5G9 

Ru?sia  and   Finland   210  322 

Portugal    716  6 

Germanv    4.011  16,474 

United    Kingdam    21,3."3  6,496 

.4iustria-Hungary    235         

Mexico    339 

Central    America    866  38 

West  Indies   1.291  337 

Brazil    866  280 

Argentine  1,730  3,337 

Other   South   Amer.    countries.      5,006  1,871 

Asiatic   Turkey    25 

East   Indies    13,954  497 

China    2,925  36 

Africa  15.326  784 

Australia   1,644  953 

New   Zealand    14,642  39 

Totals    $100,710    $60,541 

Exports  from  England  for  the  two 
weeks  ending  November  4  were  as  fol- 
lows, the  figures  for  bicycles  and  mate- 
rials being  combined: 

South  Australia  $  3.995 

Egypt  IW 

British  Guiana  1150 

British  India 18-3^ 

France  295 

Queensland  , "'"^O 

South  Africa  19000 

N°w    Zealand    *-''9& 

Ceylon  1-880 

South  Africa  fS™ 

Netherlands   1.980 

Italy   72o 

Gifbraltar  40 

Germany  725 

Tasmania  ^00 

Hong  Kong 120 

British  West  Indies  8d 

Portugal  200 

Mauritius  1™ 

Victoria,   Australia  18,735 

Belgium   645 

Straits  Settlements  1-380 

West  Australia 2,060 

Burmah   195 

Russia „345 

New  South  Wales,  Australia 2,200 

Canary  Islands 2i]0 

Japan  f40 

rnited  States 180 

China  ^ 

Total   $88,410 


American  Bicycles  in  Africa. 

The  imports  of  bicycle  and  parts  into 
all  parts  of  South  Africa,  with  the  ex- 
ception of  Lourenco  Marquez,  in  Portu- 
guese territory,  for  the  six  months  end- 
ing June  30,  1898,  were  to  the  value  of 
$592,200,  of  which  the  United  States  fur- 
nished $82,531.  The  United  Kingdom 
stands  first,  the  United  States  second,  and 
Germany  third  in  imports.  The  govern- 
mental returns  on  the  exports  of  bicycles 
and  parts  from  the  United  States  to  South 
Africa  for  the  eight  months  ending  with 
August— 1896,  1897  and  1898  compared— 
p""  as  follows: 

1896    $16,893 

1897    i'l  282 

1898    117.447 

At  a  recent  meeting  of  the  cycle  agents 
and  dealers  of  the  City  of  Mexico  the 
formation  of  a  cycle  trade  association  was 
decided  upon. 


100 


The  Cycle  Age  and  Trade  Review 


TEflPERED  IRON  CASTINGS 


White  Cast  Iron  flachined,  Welded,  Drawn,  Hammered  and 
Hardened  After  Annealing  Under  Pressure 


The  word  "iron-steel"  has  been  fre- 
quently mentioned  of  late  as  denoting 
one  of  the  many  new  forms  of  iron  al- 
loys which  have  come  into  existence  as  a 
result  of  the  extensive  experimenting 
continually  going  on  in  steel  making 
plants.  To  the  steel  working  establish- 
ments in  general  the  full  meaning  of  the 
term  has,  however,  not  been  known.  In 
fact,  the  idea  that  such  a  term  as  iron- 
steel  might  be  appropriately  used  has 
been  scoffed  at  as  being  contradictory 
of  the  accepted  definition  of  steel.  It 
must  be  either  iron  or  steel,  according 
to  its  chemical  composition  and  molecu- 
lar structure,  it  was  commonly  said;  but 
this  was  only  a  question  of  phraseology 
and  technical  stringency  in  expression, 
and  the  term  iron-steel  was  used  not 
technically,  but  rather  to  indicate  that  a 
process  had  been  discovered  which 
seemed  to  efface  the  distinguishing  line 
between  iron  and  steel  so  far  as  the  pro- 
cess of  manufacture  and  the  quality  of 
the  product  were  concerned. 

A  Sensational  Patent. 

A  full  line  of  facts  has  not  come  to 
iiand  as  yet,  but  a  patent  which  was  is- 
sued on  the  15th  of  this  month  to  Sam- 
uel Hufty,  of  Camden,  N.  J.,  and  Joseph 
K.  Caldwell,  of  Philadelphia,  throws  con- 
siderable light  on  the  work  which  is  be- 
ing done  for  producing  iron  to  which 
many  of  the  qualities  of  steel  may  be 
imparted  by  a  simple  process  of  anneal- 
ing or  heating  under  pressure. 
Molecular  Rearrangements. 

The  fundamental  thought  of  the  in- 
vention is  that  it  is  possible  to  change 
the  molecular  structure  of  an  iron  alloy 
at  a  temperature  much  below  the  melt- 
ing point,  and  that  it  is  also  possible  to 
restrain  the  transition  of  carbon  from 
the  amorphous  to  the  graphitic  condition 
by  pressure,  and  cause  it  to  assume  new 
molecular  relations  to  moderately  heated 
iron  molecules  while  in  that  condition. 
By  carrying  this  thought  into  practice 
under  certain  conditions  the  inventors 
produce  an  iron  casting  which  is  highly 
tenacious,  soft,  malleable,  and  easily 
machined,  is  capable  of  being  readily 
forged  and  welded,  and  is  susceptible  of 
hardening  or  tempering  in  either  oil  or 
water,  thus  being  anplicable  not  only  for 
all  pumoses  for  which  castings  of  iron 
are  generally  used,  but  also  for  many 
purnoses  for  which  steel  castinsrs  or  even 
steel  fnrgirigs  are  now  employed. 

It  will  be  seen  at  once  that  these  re- 
sults are  of  a  hisrhly  sensational  nature 
and  that  the  invention  bids  fair  to  be 
epoch-making  in  the  steel  industry  if  all 
the  claims  are  fully  substantiated. 
Composition  of  the  Iron. 

In  the  following  account  of  the  method 
and  the  theories  involved  in  it,  the 
phraseology  of  the  inventors  is  largely 
emnloyed: 

The  castings  in  the  first  instance  may 
be  comnosed  of  anv  ordinary  white  cast- 
iron  suitable  for  the  production  of  mal- 
leable-iron castings,  although  it  is  pre- 
ferable that  the  iron  should  contain  some 
free  carbon  and  a  considerable  percent- 
age of  silicon,  an  iron  which,  after  melt- 
ing, contains  about  the  following  u'-o- 
portions  of  combined  carbon,  granhite. 
mang-anese,  silicon,  sulfur  and  phospho- 
rus being  snsreested  as  the  preferable 
one  from  which  to  make  the  original 
eastinss:  combined  carbon,  2.75;  granh- 
ite, 0.50;  manganese,  0.150;  silicon,  0.750; 


sulfur,  0.020;  phosphorus,  .015.  The  cast- 
ings are  placed  in  a  furnace  in  which 
they  can  be  raised  to  and  maintained  at 
a  high  temperature,  and  for  this  purpose 
any  form  of  furnace  can  be  used  in 
which  the  flow  of  air  and  of  the  products 
of  combustion  is  susceptible  of  regula- 
tion. 

Restraining  the  Carbon. 

In  white  cast-iron  the  aggregation  of 
the  combined  iron  and  carbon  molecules 
is  extremely  close,  as  indicated  by  the 
density  of  the  iron,  and  in  the  treat- 
ment of  such  iron  the  inventors  subject 
it  to  a  temperature  at  which  the  two 
solids,  iron  and  carbon,  become  soluble 
in  each  other,  this  temperature  being 
much  below  the  point  of  liquefaction, 
but  being  continued  for  a  considerable 
time.  The  compound  molecular  aggre- 
gates being  dissociated  intosimpler  mole- 
cular forms,  and  these  again  into  their 
atomic  constituents,  the  atoms  rearrange 
themselves  into  new  molecular  aggre- 
gates, the  final  arrangement  being  the 
permanent  separation  of  the  greater  por- 
tion of  the  combined  iron  and  carbon, 
while  the  pressure  under  which  the  dis- 
sociation takes  place  prevents  the  free 
carbon  from  passing  into  higher  com- 
plex molecular  aggregates — that  is  to 
say,  the  pressure  compels  the  carbon  to 
remain  in  its  simplest  form  of  atomic 
aggregation  and  restricts  the  physical  di- 
mensions of  the  carbon  molecules,  which 
are  in  an  amorphous  condition  and 
hence  distineaiished  from  the  granhite  of 
cast-iron.  This  amorphous  condition  is 
evidenced  by  the  fact,  demonstrated  by 
analytical  tests,  that  the  carbon  in  their 
castings  has  a  specific  gravity  of  about 
one  and  eieht-tenths,  a  calorific  power 
of  about  eisht  thousand  heat-units,  and 
a  specific  heat  of  about  twenty-four 
hundred  ten-thousandths,  and  therefore 
answers  the  conditions  which  are  recog- 
nized as  distinguishing  amornhous  car- 
bon. Some  variations  are  recorded  in 
regard  to  these  figures,  depending  unon 
the  varving  character  of  the  iron  before 
treatment,  but  in  all  cases  the  carbon, 
as  to  the  prooerties  named,  resembles 
amornhous  carbon  and  is  as  to  said 
pronerties  materially  and  demonstrably 
different  from  the  eranhite  of  cast-iron, 
whether  the  latter  be  ordinary  or  malle- 
able cast-iron.  The  senaration  of  the 
carbon  in  this  peculiar  manner  is  due  to 
the  temperature  and  pressure  under 
which  the  senaration  takes  nlace,  the 
pressure  within  the  solid  at  the  temner- 
ature  of  treatment  beins:  many  times 
greater  than  that  at  which  the  dissocia- 
tion of  the  combined  Iron  and  carbon 
molecular  agereeates  takes  place  in  mol- 
ten iron,  and  the  chanee  taking  place 
during  a  rise  of  temnerature  or  durng 
a  long  continued  stationary  one  substan- 
tially stationary  temnerature.  while  in 
ordinary  gray  cast-iron  the  changes  take 
nlace  during  a  fall  of  temperature  and 
in  a  short  space  of  time. 

Chemical  Results  of  Process. 

In  producing  iron  castings  in  accord- 
ance with  the  invention  the  carbon  pass- 
es from  a  combined  into  an  amorphous 
graphitic  state  little  by  little,  the  action 
proceeding  gradually  throusrhout  the 
mass  during:  the  continuance  of  the 
treatment.  The  molecular  changes  take 
nlacp  without  anv  marked  deformation 
of  the  nhysical  shape  of  the  castings, 
although  small  changes  in  physical  form 


generally  occur  and  are  apparent  in  al- 
tered density  of  the  body. 

In  preparing  iron  castings  the  inven- 
tors find  it  sufficient  in  most  cases  to 
raise  their  temperature  to  about  fifteen 
hundred  degrees  Fahrenheit  and  to  con- 
tinue the  treatment  for  about  two  hours, 
although  a  higher  temperature  and  a 
longer  treatment  may  be  required  where 
the  original  white-iron  castings  are  of  a 
particularly  dense  character. 

The  chemical  difference  between  the 
original  white-iron  casting  and  the  same 
kind  of  casting  after  treatment  is  shown 
by  analyses  to  be  very  considerable,  the 
proportions  being  changed  from  figures 
approaching  those  above  given  as  de- 
sirable for  the  white  iron,  as  follows: 
Combined  carbon  from  2.96  to  0.73; 
graphite  from  0.48  to  2.71;  manganese 
from  0.136  to  0.104;  silicon  from  0.903  to 
0.837;  sulfur  from  0.208  to  0.172,  and 
phosphorus  from  0.084  to  0.080. 

Classified  as  Iron-Steel. 

Speaking  about  the  classification  and 
utility  of  the  treated  castings,  the  inven- 
tors say  that  while  they  may  be  consid- 
ered a  special  form  of  gray  cast-iron  in 
which  the  graphite  is  in  an  allotropic 
but  not  identical  form  with  that  in  gray 
iron,  they  possess  so  many  unique  phys- 
ical qualities  that  they  are  considered  a 
new  commercial  product  standing  mid- 
way between  iron  and  steel  and  uniting 
in  themselves  the  best  characteristics  of 
both.  They  have  none  of  the  character- 
istics of  white  cast-iron,  but  in  their 
stead  the  specific  gravity  and  softness  of 
gray  iron,  tosether  with  the  malleability 
and  susceptibility  to  forsing  and  weld- 
ing which  are  characteristic  of  soft  steel, 
the  strength  and  tenacity  of  a  steel  cast- 
ing, and  the  hard  en  ins  and  tempering 
pronerties  of  high-carbon  steel,  this 
hardening  and  temnerins  Quality,  which 
marks  the  difference  between  castings  by 
the  new  process  and  ordinary  iron  or 
steel  castinss.  being  a  peculiar  charac- 
teristic, which  renders  the  former  suit- 
able for  a  laree  number  of  purposes  for 
which  expensive  high-carbon  steels  are 
now  employed. 

Capabilities  of  the  Product. 

As  indicative  of  the  possibilities  of  the 
process  it  is  mentioned  that  the  casting 
referred  to  in  the  analysis  above  given 
was  softer  than  soft  steel,  presented  a 
soft  and  mossy  fracture  in  which  the 
granhite  was  auite  apparent,  could  be 
plated  out  while  cold  to  double  its  orig- 
inal size,  was  drawn  out  into  a  file-tang, 
made  a  sound  weld  at  full  yellow  heat, 
hardened  in  both  oil  and  water,  and 
could  be  made  to  take  temper  by  color, 
while  its  tensile  strensrth  was  increased 
from  about  sixteen  thousand  pounds  to 
the  sauare  inch  in  the  original  white- 
iron  casting  to  about  fifty-seven  thou- 
sand pounds  to  the  square  inch  in  the 
treated  casting. 

The  existence  of  carbon  in  the  treated 
iron  in  the  free  or  srraphitic  state  greatly 
adds  to  its  durability  for  all  purposes 
where  friction  plays  a  part,  and  hence 
renders  the  castings  of  special  value 
for  the  manufacture  of  gear-wheels  or 
other  parts  of  machinery  subjected  to 
excessive  friction. 


Strategy  of  Tire  Makers. 

At  the  English  cycle  shows,  which  are 
now  in  progress,  the  tire  and  accessory 
makers,  following  a  custom  which  years 
of  practice  have  accustomed  the  trade  to 
tolerate  but  not  approve,  are  paying 
Fmart  prices  for  the  questionable  privi- 
lege of  fitting  bicycles  with  their  goods 
and  making  conspicuous  announcement 
of  such  equipment.  The  value  of  the 
practice  is  challenged  for  the  reason  that 
the  public,  through  the  assistance  of  the 
daily  papers,  is  already  acquainted  with 
the  purpose  of  the  strate.gy  and  enter- 
tains grave  doubts  touching  the  probabil' 


The  Cycle  Age  and  Trade  Review 


101 


TRADE 
MARK 


CO  (Uorld  J\mn 

For  1899  Arnold,  Schwinn  &  Co.  will  make 
the  DUNLOP  DETACHABLE  TIRE  their 
regular  equipment  upon  the   World   Bi- 


cycle, at  no  additional  wholesale  or  retail 
charge. 


Cbe  Jliticrtcan  Dunlop  Cire  €0. 


134  Cake  Street,  eMcaao,  Til. 


Belleville,  (north  newarh)  n.  % 


TRADE 
MARK 


Mention  The  Cycle  Age 


THESE^ 
i'ARE    THE 

ONLY 
tiJOOLS  YOi/lU 

NEED. 


"They  are  after  you,  Mr.  Bicycle  Manufacturer." 

WHO? 
Our  Travelers! 

They  are  looking  tor  all  manuiacturers  who  are  looking  for  the  best  in  our  line. 

We  don't  make  cheap  tubing  for  use  in  cycle  construction  and  don't  believe 
any  bicycle  manufacturer  who  makes  a  good  wheel  and  stands  behind  it  will 
consider  seriously  the  use  of  interior  tubing  for  one  minute. 

"SHELBY" 

is  made  from  the  highest  grade  Swedish  Charcoal  Steel  that  can  be  obtained. 
*' SHELBY  ''  has  the  capacity  and  equipment  to  meet  all  demands. 
''SflJ^X-By  has  the  reputation  of  making  tubing  of  the  highest  standard. 
Catalogues  and  further  information  on  application  to  our  offices. 

SHELBY  STEEL  TUBE  COMPANY, 

General  Sales  Offices:      CLEVELAND,  OHIO,  U.  S.  A. 


144  Chambers  St., 

NBW  YORK,  K.  T. 


Branch  Offices  and  Warerooma: 

135  I<ake  St., 

CHICAGO,  11,1,. 

Mentlon_ThelCycle  Age 


89  Coastltotlon  Hill, 

BIRMINGfiAM,  BNO. 


102 


The  Cycle  Age  and  Trade  Review 


ity  of  the  bicycle  maker  ever  furnishing 
the  advertised  equipment  with  his  ma- 
chines. One  live  house  Is  paying  $3  for 
every  pair  of  its  goods  shown  on  new 
models,  provided  no  other  lines  are  ex- 
hibited. When  the  bicycle  maker  fits  his 
machines  with  more  than  one  form  of 
tire,  but  still  uses  that  one  on  three- 
fourths  of  his  exhibits,  he  is  paid  $2  a 
pair.  Bicycle  makers  fitting  half  of  their 
models  on  exhibition  with  one  tire  are 
entitled  to  $1.50  per  pair. 


REPAIRING  STOLEN  BICYCLES 


Lawful   Owners   nay   Recover  Property   Without 
Paying  for  Repairs  Ordered  by  Thieves. 


Recently  a  stranger  left  a  bicycle  in 
the  hands  of  a  Massachusetts  repairman, 
with  an  order  for  a  general  overhauling 
and  a  new  pair  of  tires.  A  resident  of  a 
neighboring  town  proved  beyond  a  doubt 
that  the  machine  was  his,  it  having  been 
stolen  the  day  before.  The  owner  de- 
manded his  bicycle,  refused  to  pay  for  the 
work  which  had  already  been  done  upon 
it,  and  curtly  informed  the  repairman 
that  he  could  look  for  payment  to  the 
man  who  had  ordered  the  job.  The  re- 
pairman threatened  to  go  on  with  the 
overhauling,  fit  new  tires  to  the  machine, 
and  hold  it  until  the  rightful  payment 
was  made.  Though,  in  this  case, 
a  compromise  between  the  dis- 
putants was  finally  eifected,  a  point  is 
raised  as  to  the  legal  right  of  the  re- 
pairman to  hold  the  bicycle — as  stolen 
property — pending  the  payment  for  the 
repairs  ordered  by  the  thief. 

It  is  a  well  recognized  principle  that  the 
owner  of  stolen  property,  such  as  a  bi- 
cycle, may  take  means  to  recover  it  wher- 
ever found,  even  though  the  possessor  has 
innocently  paid  value  for  or  put  out  work 
upon  it.  The  owner  of  the  bicycle  would 
be  entitled  to  its  return,  if  he  demanded 
■  it  under  these  conditions,  without  pay- 
ing for  the  repairs  which  had  been  made 
without  his  personal  order,  reiaest  or 
knowledge.  In  speakins:  of  the  lien  of  the 
artisan,  in  which  something  of  Ltje  came 
principle  is  embodied,  the  law  says:  "In 
order  to  charge  a  chattel  with  this  lien, 
the  labor  for  which  the  lien  is  claimed 
must  have  been  done  at  the  request  of 
the  owner,  or  under  circumstances  from 
which  his  assent  might  be  reasonably  im- 
plied." 

While  this  is  the  general  law,  it  would 
appear  that,  in  a  particular  case  like  the 
one  quoted,  if  the  bicycle  actually  needed 
the  repairs  made  upon  it,  and  was  prop- 
erly repaired,  and  the  charges  were  rea- 
sonable, the  owner  of  the  machine,  in  de- 
manding it  without  paying  for  the  re- 
pairs, would  be  using  a  wise  general  rule 
of  law  for  the  purpose  of  obtaining  the 
benefit  of  another  person's  labor  without 
paying  for  it.  A  common  sense  of  justice 
would  prompt  the  average  owner  of  a  bi- 
cycle to  pay  cheerfully  for  work  laid  out 
upon  a  machine,  especially  bv  the  man 
who  should  be  the  means  of  restoring  his 
mount  to  him;  though  it  is  not  to  be 
doubted  that  there  are  those  who  would 
not  only  fail  to  remunerate  a  renairman 
for  his  services  in  the  restoration  of  the 
machine,  but  seek  to  escape  the  payment 
of  a  just  and  reasonable  bill  on  a  slim 
legal  technicality. 


Growing  Popular  in  India. 

Cycling  in  Calcutta  is  making  extraor- 
dinary progress  and  the  large  number  of 
local  cyclists  is  expected  to  be  greatly 
augumented  during  the  forthcoming  sea- 
son, which  is  just  opening  now.  At  How- 
rah,  too.  cycling  is  advancing  by  leaps 
and  bounds. 


ternal  Revenue   under  the  war  revenue 
act  are  of  interest  to  the  trade: 

Bills  of  lading  for  the  export  of  goods, 
if  made  out  in  sets  of  two,  each  having 
equal  value,  and  each  being  considered 
an  original  bill,  both  should  be  stamped. 

Where  a  tax  of  10  cents  is  paid  on  the 
bill  of  lading  for  goods  exported,  it  is 
held  that  no  stamp  tax  is  required  to  be 
paid  on  copies  of  such  bills  of  lading. 

On  inland  bills  of  lading  each  duplicate 
requires  a  stamp  of  the  value  of  one 
cent. 

Bills  of  lading  for  exportation  by  rail- 
road to  British  North  America  require  ; 
10 -cent  stamp. 

It  is  the  duty  of  carriers  to  issue  a  bill 
of  lading  or  receipt  for  goods  accepted 
by  them  for  shipment,  and  to  afiix  the 
stamp,  and  a  penalty  is  prescribed  for 
failure  to  do  so. 


DABSTERS  IN  CONSTRUCTIGN 


Small  Builders  Sometimes  Show  Lamentable  Ignor- 
ance or  Carelessness— A  Chicago  Example. 


Notwithstanding  the  fact  that  many  of 
the  smaller  builders  throughout  the  coun- 
try are  fairly  good  mechanics  and  turn 
out  first  class  products  from  a  stand- 
point of  workmanship,  there  are  still 
plenty  of  them  who  occasionally  braak 
loose  into  some  inventive  strain  and 
turn  out  something  which,  while  it  may 
be  constructed  with  the  greatest  ctre  and 
in  the  best  manner  possible,  is  laugh- 
ably absurd  in  construction  or  design. 
A  recent  example  of  such  a  thing  ds  the 
arrangement  shown  in  the  accompanying 


War  Revenue  Decisions. 

Washington,   Nov.    21.— The    following 
rulings  made  by  the  Commissioner  of  In- 


illustration.  The  device  was  put  on  a  bi- 
cycle by  a  Chicago  repairer  who  builds 
quite  a  number  of  first  class  machines. 
Whether  the  idea  of  the  contrivance  was 
originated  by  a  customer  or  whether  the 
builder  himself  is  responsible  for  it  is  not 
known,  but  it  is  true  that  the  maker  had 
the  completed  machine  in  his  show  win- 
dow. 

For  some  unknown  reason  the  machine 
was  constructed  too  long  to  have  the 
handle  bars  in  the  usual  position  and  so 
in  order  to  bring  them  back  toward  the 
rider  a  second  steering  head  was  placed 
on  the  top  rail  of  the  frame  about  six 
inches  to  the  rear  of  the  regular  head. 
From  the  top  of  this  head  were  supported 
the  handle  bars.  On  the  bottom  of  the 
head  was  swung  a  sprocket,  the  mate  to 
which  was  on  the  upper  end  of  the  front 
steering  head  stem.  As  the  back  s-procket 
was  about  three  inches  below  the  front 
one,  the  chain  which  ran  around  the  two 
could  not  be  continued  as  a  unit  and  so 
short  chains,  one  around  each  sprocket, 
were  connected  with  light  rods,  tandem 
fashion.  These  rods  were  cranked  to  al- 
low for  the  difference  in  planes  between 
the  two  sprockets.  Of  course  the  steering 
connections  will  operate,  but  to  think  that 
two  sprockets  so  close  together  and  one 
about  three  inches  below  the  other  could 
be  connected  by  chains  and  cranked  con- 
necting rods  in  a  way  that  would  furnish 
rigid  and  smoothly  operating  steering  is 
absurd.  A  quick  turn  of  the  bars  in  order 
to  get  the  machine  out  of  a  rut  or  around 
a  suddenly  discovered  obstruction  would 
cause  the  chains  to  jump  the  sprockets  as 
there  is  nothing  but  the  light  rods  to  hold 


them  in  their  proper  positions  and  the 
distance  between  them  is  so  short  in  com- 
parison to  the  distance  between  the  two 
planes  that  there  is  no  chance  for  the 
sprockets  to  adapt  themselves  to  sudden 
emergencies. 


Operation  of  the  Bankruptcy  Act. 

In  spite  of  the  failure  of  the  Supreme 
Court  to  hand  down  the  rules,  forms  and 
orders  provided  for  by  the  Bankruptcy 
act,  the  courts  throughout  the  country 
have  accepted  jurisdiction  of  involuntary 
petitions  and  are  proceeding  with  all  the 
preliminary  steps,  at  least,  as  though  the 
full  code  had  been  provided.  In  certain 
jurisdictions  where  the  courts  had  re- 
fused to  act  upon  voluntary  petitions 
these  tribunals  have  also  declined  to  pro- 
ceed with  involuntary  cases;  but  it  is 
also  true  that  in  certain  of  these  juris- 
dictions the  courts,  upon  second  thought, 
have  appointed  referees  and  referred  both 
voluntary  and  involuntary  petitions.  No 
information  has  yet  come  to  hand  of  a 
case  in  which  the  court  has  been  able  to 
grant  hearings  and  take  all  necessary  tes- 
timony for  the  adjudication  of  an  invol- 
untary petition  filed  against  a  debtor 
claiming  to  be  solvent,  but  it  is  under- 
stood that  such  cases  have  already  been 
acted  upon,  the  alleged  bankrupt  prov- 
ing his  solvency  and  securing  his  dis- 
charge. 

Profits  of  German  Makers. 

A  bicycle  making  concern  in  Dresden 
has  just  declared  a  profit  of  $30,700,  out 
of  which  the  stockholders  were  paid  a 
dividend  of  9  per  cent.  This  is  by  no 
means  an  exceptional  case;  on  the  con- 
trary, a  great  many  concerns  have  al- 
ready paid  larger  dividends  on  their  cap- 
ital stock.  The  news  is  instructive,  for 
it  proves  how  little  real  foundation  there 
is  for  the  belief  that  German  cycle  mak- 
ers are  so  industriously  spreading  that 
the  customs  tariff  on  cycle  imports  should 
be  heavily  increased.  Nor  have  the  Ger- 
man cycle  fittings  makers  any  just  cause 
for  complaint,  on  the  score  of  profitable 
occupation,  if  one  may  judge  from  the 
success  of  one  rather  small  establishment 
making  parts  which  in  the  past  season 
declared  to  government  officials  that  it 
made  a  profit  of  $80,000. 


Selling  Bicycles  in  Brazil. 

American  bicycles  have  preference  over 
all  others  in  Brazil.  Trade  is  best  pro- 
cured by  having  experienced  commercial 
travelers,  who  can  speak  the  Portuguese 
language,  make  trips  about  six  months 
apart,  and  by  paying  strict  attention  to 
their  orders  and  directions.  Usually 
"something  just  as  good  or  similar"  will 
not  please  this  people.  The  lack  of  a 
very  small  and  apparently  insignificant 
part  of  a  machine  renders  the  whole 
thing  useless,  and  sometimes  three  to  six 
months  are  necessary  to  replace  it.  These 
things  should  be  kept  constantly  in  mind, 
and  the  greatest  care  exercised  to  see 
that  each  shipment  is  complete  in  itself. 


Profitable  Side  Lines. '1^^?^    ^ 

Cash  registers  and  graphophones  have 
been  added  to  the  side  lines  carried  by 
the  well  known  retail  firm  of  Collister  & 
Sayle,  in  Cleveland,  0.  Early  this  year 
the  concern  made  a  considerable  pur- 
chase of  golf  clubs  and  met  with  such 
success  in  their  sale  that  it  soon  became 
necessary  to  invest  afresh.  The  profit 
on  these  goods  was  in  percentage  far 
above  that  usually  obtainable  from  the 
handling  of  cycle  sundries.  Now  the  firm 
has  secured  territory  for  the  sale  of  cash 
registers,  and  is  hard  at  work  inducing 
dealers  to  push  these  goods.  The  grapho- 
phones will  be  distributed  in  drug  and 
cigar  stores  in  Cleveland. 


The  Cycle  Age  and  Trade  Review 


103 


Stearns  Bicycles 


MESSRS.  E.  C.  STEARNS  &  COMPANY  desire  to  announce  that  their  models 
for  the  season  of  1 899  are  ready  for  inspection  and  that  their  full  force  of  traveling 
salesmen  are  now  engaged  in  covering  the  territory  assigned  them,  comprising  the 
entire  United  States  and  Canada. 

Each  1899  Stearns  bicycle  is  new,  distinctive,  elegantly  finished  and  equipp<?<"^     '^he 
complete  list  is  as  follows : 


MODELS 


Chainless 

Ladies*  Chainless 

Cushion  Frame  for  men  . . 
Cushion  Frame  for  women 
Special,  30-inch  wheels ... 
Special,  28-inch  wheels ... 

Ladies'  Special 

Track  Racer 

Model  E  

Model  F 

Combination  Tandem .... 
Diamond  Tandem 


WEEGHT 


261/2 

27 

2334 

2534 

2i% 

211/2 

231/2 

20 

24 

241/2 

45 

43 


pounds 
pounds 
pounds 
pounds 
pounds 
pounds 
pounds 
pounds 
pounds 
pounds 
pounds 
pounds 


PRICE 


$75.00 
75.00 
65.00 
65.00 
65.00 
6000 
60.00 
60.00 
50.00 
50  00 
75  00 
75.00 


EQUIPMENT 


TIRES 

Models  E,  F  and  Tandem,  Hartford  No.  80. 

Other  M  'dels.  Palmer. 

Options,  Kang^aroo  and  Morgan  &  Wright. 


SADDLES 

E,  F  and  Tandems,  Garford  i56,  J 58  and  J 61. 
Other  Models,  the  above  with  Sager  Flexible, 
Christy  and  Stearns  Rawhide. 


Light  Weights. 


CHARACTERISTICS 

Narrow  Tread. 


2  54 -inch  Drop. 


The  works  of  E.  C.  Stearns  &  Company  arc  operated  continuously.  They  are  never 
^^closed  down"  except  Sundays  and  holidays. 

A  large  number  of  1899  Stearns  bicycles  are  completed  and  ready  for  shipment. 

During  the  season  of  \Z99  all  orders  will  be  promptly  filled. 

The  **advance'^  catalogue  is  now  ready  for  distribution.  It  describes  in  detail  the 
most  attractive  line  of  bicycles  E.  C.  Stearns  &  Company  have  ever  produced. 


The  trade  on  the  Pacific 
Coast  supplied  from  our 
branch  store, 

E.  C.  Stearns  &  Company, 
210  McAllister  Street, 
San  Francisco. 


E.  C  STEARNS  &  COMPANY 


SYRACUSE,  N.  Y. 


The  trade  in  the  Dominion 

of  Canada  supplied  from 

our  Canadian  factory, 

E.  C.  Stearns  &  Company, 

67  Adelaide  St.  West, 

Toronto,  Ontario. 


104 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Central    Draft   Oil    Lamps— Rear    *'Boudard' 

Searls  Slotted  Tee  Post 


Gear— The 


Barr's  Brake.— The  brake  shoe  is  of 
considerable  length  and  is  trough-shaped. 
It  is  hinged  to  a  supporting  plate  by  a 
pintle  rod  which  projects  on  both  sides 
to  form  foot  pieces.  The  supporting  plate 
is  hinged  at  its  rear  end  by  a  pintle  to  the 
upwardly  extending  horns  of  clamps 
which  are  fastened  to  the  front  forks  of 
the  bicycle.  This  pintle  carries  a  spring 
which  engages  with  a  hook  on  top  of  the 
brake  shoe.  The  clamps  are  fastened  by 
screw  and  nut,  the  latter  being  extended 
to  form  coaster  foot-rests  and  the  screw- 
heads  are  flattened  on  one  side  in  prox- 
imity to  the  upturned  end  of  the  clamp 
plate  to  prevent  rotation  of  the  screw. 
When  the  brake  is  operated  the  brake 
shoe  and  supporting  plate  first  swing 
about  the  front  pintle,  so  that  the  front 
of  the  brake  shoe  is  first  brought  into 
contact  with  the  tire.  Further  down- 
ward pressure  of  the  foot  causes  the 
brake  shoe  next  to  swing  at  its  joint  with 
the  plate,  so  as  to  lower  the  rear  end  of 
the  brake  shoe,  bringing  the  whole  length 
of  the  shoe  into  contact  with  the  tire. 


When  the  pressure  of  the  foot  is  released, 
the  spring  lifts  the  brake,  lifting  first  the 
rear  end  of  the  brake  shoe  by  swinging 
the  shoe  about  the  joint  with  the  sup- 
porting plate  and  then  swinging  both  the 
brake  shoe  and  the  supporting  plate  about 
the  front  pintle,  so  as  to  lift  the  brake 
shoe  clear  of  the  tire.  The  brake  may  be 
operated  as  a  hand-brake  as  well  as  .1 
foot-brake  by  connecting  the  supporting 
plate  to  an  ordinary  hand-brake  lever. 
The  inventor  is  J.  H.  Barr  of  Ithaca,  N.  Y. 

Saddle  Post  and  Clamp.— The  object  of 
the  designer  has  been  to  provide  for  an 
extensive  range  of  adjustment  of  the  sad- 
dle, with  especial  view  to  making  hori- 
zontal adjustment  of  the  saddle  in  its  re- 
lation to  the  frame  of  the  bicycle  without 
changing  the  saddle  tilt,  and  vice  versa. 
The  seat  post  has  instead  of  the  usual 
tubular  L  or  T  a  top  piece  formed  with  a 
slot,  as  shown.  The  lower  faces  of  this 
top  piece  ate  beveled  and  form  a  shoul- 
der. The  clamping  plates  are  shaped  to 
bear  against  the  beveled  faces  and  the 
top  surface  of  the  piece  and  may  have 
cui'ved  grooves  to  hold  the  customary 
double  saddle  wire  spring.  A  clamping 
bolt  passes  through  the  plates  and  the 
slot  permits  both  plates  and  the  bolt 
to  be  moved  horizontally  when  the  bolt 
is  not  tightened.    The  other  construction 


shewn  in  the  drawing  illustrates  the  mod- 
ified form  used  for  securing  a  saddle  pro- 
vided with  one  flat  spring.  In  this  form 
the  clamping  plates  have  guiding 
lugs  for  the  bolt  extending  in- 
to the  slots  on  both  sides  of 
the  bolt  aperture.  The  illustra- 
tion shows  middle  portion  of  the  bolt 
broken  away  to  indicate  the  position  of 


loops  of  the  rubber  from  the  studs.  By 
quickly  withdrawing  the  stem,  the  looped 
ends  of  the  strands  ■«  hich  fill  the  punc- 
ture are  left  in  compact  bunches.  The 
cement  introduced  in  the  manner  ex- 
plained fills  the  interstices  between  the 
strands  which  pass  through  the  puncture 
and  also,  with  the  bunched-up  looped  ends 
on  the  interior  of  the  tire,  forms  a  homo- 
geneous mass,  which  effectually  prevents 
all  leakage  of  air." 

With  the  tool  may  be  provided  a 
straight  rod  to  be  forced  down  into  the 
tubular  stem  from  the  top  to  or  beyond 
the  orifices  for  the  pui;po3e  of  clearing 
the  tubular  stem  of  any  cement  which 
may  have  been  left  after  the  collapsible 
or  other  cement-containing  can  or  tube 
has  been  detached.  The  inventor  is  C.  C. 
Call  of  Springfield,  Mass. 


the  guiding  lugs.  The  inventor  is  W.  A. 
Dickinson  of  East  Orange,  N.  J.,  assignor 
to  Searls  Mfg.  Co.  of  Newark,  N.  J. 

Puncture  Repair  Tool. — This  device  be- 
longs to  the  class  of  repair  tools  with 
which  rubber  bands  are  used  for  filling 
the  puncture.  The  operation  is  described 
by  the  inventor  as  follows:  "In  carrying 
the  device  into  operation  I  take  a  rubber 
band  larger  or  smaller,  according  as  the 
puncture  is  large  or  minute,  and  place 
one  loop  of  the  band  on  one  side  stud, 
then  stretch  the  baud  and  carry  an  in- 
termediate part  thereof  between  the  nibs 
of  the  hollow  stem,  and  then  pass  a 
bight  of  both  strands  over  the  other  side 
stud,  returning  an  intermediate  part  of 
both  strands  again  between  the  nibs, 
passing  a  second  bight  over  the  stud  first 
engaged  and  returning  the  extremity  of 
the  strand  back  again  between  the  nibs 
and  engaging  the  other  end  loop  with  the 
opposite  stud.  The  band  may  be  so 
stretched  as  to  permit  of  a  greater  num- 
ber of  doublings,  so  that  there  will  be 
as  many  strands  extending  from  the 
crotch  of  the  nibs  upwardly  to  the  en- 
gaging stud  as  may  be  deemed  advantage- 
ous to  accord  with  the  character  of  any 


given  puncture.  The  rubber  is  then  wet 
to  enable  it  to  easily  pass  through  the 
puncture  and  the  stem  is  inserted  for 
such  a  distance  tbat  the  cementing  ori- 
fices are  carried  beyond  the  inner  wall  of 
the  tire.  The  cement  is  then  injected, 
issuing  through  the  orifices  and  becoming 
sufficiently  incorporated  on  and  within 
the  several  strands,  and  then  the  spring 
levers  are  operated  so  as  to  cast  off  the 


Central  Draft  Lamp.^The  fount  is  re- 
versible in  the  lamp  body,  allowing  the 
lamp  to  be  attached  to  either  fork  side 
of  a  bicycle  without  interference  be- 
tween the  wick-shaft  and  the  spokes  of 
the  wheel.  The  oil  fount  has  a  concave 
bottom  which  acts  as  an  air  pocket  and 
a  neck  on  top  to  which  the  wick  tube  is 
soldered  extending  downward  into  the 
fount.  The  wick-sleeve  has  barb  teeth 
on  its  outside  to  assist  in  the  even  rais- 
ing and  lowering  of  the  wick,  which  is 
bent  around  the  sleeve.  Opposite  points 
in  the  sleeve  are  connected  with  a  cross- 


OlS  a 


bar  from  which  depends  a  rack-bar  in 
which  meshes  the  fiuted  or  pinioned  end 
of  the  wick-shaft,  being  protected  from 
the  oil  in  fount  by  passing  through  a 
small  sleeve  formed  with  the  fount  and 
passing  entirely  through  it  to  the  air 
pocket.  A  spring  catch  holds  the  wick- 
shaft  securely  against  jars  in  any  given 
position.  The  draft  arrangement  provides 
for  a  central  draft  through  the  wick- 
sleeve.  Air  also  passes  through  holes  in 
the  depending  flange  of  the  lamp  body, 
which  is  secured  to  a  bead  on  the  fount 
by  a  slip  joint,  thereby  also  holding  the 
upper  perforated  section  of  the  fount, 
which  forms  a  draft  plate,  in  position. 
The  main  portion  of  the  air  passes 
through  these  perforations  in  a  sinuous 
course  and  is  deflected  inwardly  toward 
the  flame  by  the  flared  lower  part  of  the 
chimney.  A  smaller  portion  of  the  air, 
however,  finds  its  way  downward  through 
four  tubes  which  lead  from  the  top  of  the 
fount  to  the  air  pocket,  and  serves  to 
steady  the  central  draft  air  current.  Be- 
tween the  central  draft  and  the  outer  cir- 
cular current  the  heated  air  and  products 
of  combustion  are  carried  upward 
through  the  chimney  as  indicated  by  ar- 
rows in  the  drawing.  The  chimney  which 
is  shown  in  one  part  of  the  illustration 
has  openings  for  sidelights  and  oval  open- 


The  Cycle  Age  and  Trade  Review 


105 


ings  in  rear  and  front.  The  upper  end 
of  the  chimney  is  screw-threaded  to  re- 
ceive the  chimney  head  which  is  formed 
with  an  internal  screw-threaded  flange, 
which  extends  upward  and  forms  a  wind 
guard  for  the  purpose  of  preventing  any 
outside  current  of  cool  air  which  might 
come  through  the  perforation  in  the  head 
from  driving  back  the  heated  air  and 
products  of  combustion  arising  from  the 
flame.  A  cap  is  attached  to  the  chimney 
head  by  riveted  leg.s.  The  inventor  is  C. 
C.  Armstrong  of  Columbus,  O. 

Gear  Casing  Forks.— The  front  sprocket 
wheel  is  inclosed  within  a  casing,  which 
is  cast  in  one  with  the  bottom  bracket, 


while  the  rear  wheel  is  inclosed  in  a  box- 
casing  consisting  of  an  inner  half  and 
an  outer  half.  These  two  cases  are  con- 
nected together  above  and  below  by 
closed  tubes,  which  are  brazed  in  sockets 
of  the  front  and  rear  casings  and  form 
together  an  integral  part  of  the  frame  of 
the  bicycle,  and  they  also  serve  as  a  con- 
duit through  which  the  sprocket  chain 
passes  and  by  which  it  is  inclosed.  The 
rear  stays  of  the  bicycle  frame  are  also 
secured  by  brazing  to  the  inner  rear 
casing.  The  outer  rear  box-cover  is  se- 
cured to  the  inner  fixed  half  by  screws  or 
bolts  and  a  vertical  flange,  as  shown,  so 
that  it  can  be  easily  removed  for  gaining 


which  is  screwed  or  bolted  on  to  the  front 
of  it.  The  inventor  is  Z.  H.  Kingdon  of 
London,  Eng.,  assignor  to  D.  A.  McNeight 
of  Liverpool,  Eng. 

Compound  Rear  Gearing. — The  rear 
sprocket  wheel  is  mounted  in  a  bracket 
or  sub-fork,  being  journaled  in  this 
bracket  somewhat  in   front  of  the  rear 


wheel  axle.  It  is  of  larger  diameter  than 
commonly  used  for  rear  sprockets  and 
has  internal  gear  teeth  meshing  with  a 
gear  pinion  on  the  rear  hub.  The  arms 
supporting  the  rear  sprocket  ring  and  in- 
ternal gear  are  curved  or  dished  as  shown 
to  permit  alignment  of  the  internal  gear 
with  the  pinion.  The  inside  branch  of 
the  sub-fork  is  bent  so  as  to  give  room 
for  the  gear  pinion  between  the  axle  and 
the  periphery  of  the  sprocket  wheel.  The 
object  of  the  inventors  is  apparently  to 


provide  a  high  gear  which  will  run  with 
small  chain  tension.  The  inventors  are 
Enoch  Haines  and  Robert  Monahan  of 
Lakewood,  O. 

William  Bestie  and  William  F.  Bilger 
of  Memphis,  Tenn.,  have  patented  and 
assigned  to  J.  J.  Dupuy  of  Memphis  and 
B.  W.  Arnold  of  Mont  Vale,  Va.,  an  ap- 
paratus and  a  composition  for  repairing 
pneumatic  tires.  It  consists  in  a  bottle 
with  an  internally  screwthreaded  neck, 
intended  to  be  screwed  on  to  the  inflation 
yalve  stem  of  a  tii'e,  when  filled  with  a 
composition  of  glycerine,  four  ounces; 
fuller's  earth,  one  half  teaspoonful,  and 
plumbago,  one  half  teaspoonful,  forming 
a  black  sealing  fluid  for  the  mending  of 
punctures. 

Patent  has  been  allowed  to  Thomas  B. 
Jeffery  of  Chicago  for  "a  tire-cover  in 
the  form  of  an  endless  band  or  short 
cylinder  consisting  of  a  plurality  of  lay- 
ers of  bias  fabric  creased  upon  one  sur- 
face to  form  parallel  beads  or  ridges 
upon  the  opposite  surface  near  the  edges 
respectively,  an  additional  strip  or  strips 
of  adhesive  fabric  applied  upon  the 
creased  side  spanning  the  creases  to  ren- 
der the  beads  permanent."  The  applica- 
tion for  this  patent,  which  is  well  known 
in  its  practical  application,  was  filed  Jan- 
uary 26,  1894.  French  and  English  pat- 
ents were  granted  for  it  in  that  year. 


New  Agents  Want  Quotations. 

A  new  retail  cycle  firm  which  desires 
quotations  from  manufacturers  is  the 
Louis  Vehon  Company,  155  W.  Jackson 
street,  Chicago.  The  firm  intends  to  oper- 
ate on  a  large  scale. 


The  total  insurance  on  the  plant  of  the 
Keystone  Cycle  company  of  West  Read- 
ing, Pa.,  which  was  destroyed  November 
12  at  a  loss  of  $60,000,  was  .$28,700. 


LEAGUEKIT, 

the  puncture  doctor,  mends  sin- 
gle-tube tires.  Makes  quick  and 
sure  cement  repair,  or  quick  and 
sure  plug  repair — only  tool  that 
does  the  work  of  two  kits  at  the 
price  of  one. 


It  Pays 


to  keep  the  experienced  riders  on  your  side.  Eemember  how 
many  there  are  now,  and  how  many  more  each  season  adds. 
Besides  what  they  buy  themselves,  they  practically  do  the  order- 
ing for  the  mass  of  new  riders,  who  come  to  them  for  advice. 

Now  what  do  the  veterans  want?  The  very  best  of 
everything.  The  best  of  tires — they  know  what  it  is  to  have 
light,  resilient  tires  under  them  throughout  a  long  lun.  They 
know  that  cheap  tires  are  dull  and  heavy — what  they  save  the 
pocket  comes  out  of  the  body — the  extra  effort  required  to  drive 
them  during  a  single  day's  run  uses  up  enough  bodily  vigor  to 
paj'  the  difference  in  cost. 

League  Tires  help  the  rider.  Made  of  the  finest  Para 
rubber,  not  a  grain  of  soft  rubber  or  substitute  in  them,  they 
dance  with  life  and  lightness.  Specify  them  on  your  wheels; 
they  "get  there  and  get  back,"  and  good  riders  know  it. 

New  York 25  Park  Place. 

Philadelphia 308  Chestnut  Street. 

Chicago 143-145  Lake  Street. 

St.  Louis 411  No.  Third  Street. 

San  Francisco 509-511  Market  Street. 


NEWYORKBELTING&RI^CKING  CO.LTD 


Mention  The  Cycle  Age 


106 


The  Cycle  Age  and  Trade  Review 


CHOOSING    USEFUL    EMPLOYES 


SELECTION     BY     TEHPERAMENT 


Brain   Size  and   Structure  As  an  Index 

lo  Qualifications — Thinkers  and 

Workers  Distinguished. 


It  is  quite  evident  that  the  matter  of 
temperaments,  as  qualities  of  the  human 
organism  vitaliy  anecting  tlie  nature  of 
any  work,  and  the  amount  of  it  accom- 
plished, has  been  seriously  underestimat- 
ed by  employers  of  all  classes  of  labor. 
While  it  is  impossible  always  to  accurate- 
ly gauge  the  personal  character  of  an  ap- 
plicant for  an  oflice  or  shop  position,  or 
his  capacity  for  work,  by  outward  ap- 
pearances, it  is  equally  true  that  semi-reu- 
able  signs  almost  invariably  display 
themselves  in  the  person,  to  which  index- 
es the  astute  employer  can  hardly  afford 
to  be  ODiivious  or  indifferent. 

Fine  Mind  indicated  by  Tliin  Face. 

The  first  physiological  sign  to  command 
attention  is  mat  oi  tne  brain,  wnerem 
it  is  quite  possible  for  the  novice  in  char- 
acter juagmg  to  err,  especially  in  the 
points  01  Drain  size  and  structure.  Brains 
beiow  a  certain  size,  for  instance,  cannot 
exniDit  mucn  mentality  and  force,  but 
the  largest-sized  brains,  so  frequently 
possestjeu  by  coarse,  soft  men,  are  usu- 
ally equally  uencient  in  these  two  most 
important  respects.  Fineness  of  mind  is 
necesoary  to  receive  tbe  uest  of  impres- 
sions irom  the  outer  world.  The  miad  of 
a  nue-giaiued  man  or  woman  is  ime  a 
careiuiiy  and  sjiiiiuny  prepared  pnoto- 
giajjner's  piate,  instant  to  receive  and 
reasonably  sure  to  retain  impressions 
from  tnose  thoughts,  tacts  or  ob- 
jects capable  of  impressing  them.  A 
coarse-grained  person  receives  infinitely 
fewer  perceptible  impressions  than  his 
finer-grained  brother,  and  these  are  from 
the  coarser  and  more  material  forms  im- 
mediately surrounding  liim.  A  weU-ue- 
fined,  lasting  and  profitable  impression 
depends  upon  a  power  to  make  and  a 
condition  to  receive  it.  Hardness  seems 
to  be  a  requisite  to  durability  of  impres- 
sions, as  well  as  to  good  health  and  te- 
nacity of  life.  The  fine-grained  and  hard, 
thin-faced  man  often  lives  three  times  as 
long  as  the  coarse-grained,  full-blooded 
and  full-faced  man,  to  the  great  surprise 
of  those  who  are  unable  to  distinguish 
between  fineness  and  coarseness  ^or  full- 
ness), between  spirit-life  and  blood-life. 

Hard,  Coarse  Hen  are  Laborers. 

Hardness  and  fineness  are  nearly  sy- 
nonymous. Softness  is  the  complement 
of  hardness,  and,  if  we  can  so  speak, 
negative  to  it.  Too  much  of  it  is  an  in- 
dex to  physical  weakness,  to  mental  im- 
becility and  shortness  of  life.  Fineness 
and  hardness  are  signs  of  vitality.  Fine- 
ness and  softness,  on  the  other  hand,  are 
not  long-lived,  Soft  fineness  is  different 
from  hard  fineness.  Fine  softness  Is  dif- 
ferent from  coarse  softness.  Coarse, 
hard  men  are  the  lowest  classes  among 
physical  workers,  the  men  best  adapted 
to  come  into  immediate  contact  with  na- 
ture's roughness  and  asperities,  to  clear 
up  the  forest,  plow  among  stumps  and 
stones,  to  operate  the  mines,  to  stand  on 
the  docks  and  breast  all  seasons'  storms, 
make  the  irresistible  and  impetuous 
bayonet  charge,  etc.  To  them  we  are  in- 
debted for  what  human  hands,  unaided 
by  mechanical  science  and  art,  has  pro- 
duced and  constructed.  The  coarse  soft 
men  seem  to  be  the  least  useful 
class,  unless  in  the  capacity  of  consum- 
ers, so  as  to  keep  the  market  good  and 
prices  up.  They  would  not,  if  they  could, 
and  they  could  not  if  they  would,  ac- 
complish a  maximum  of  the  best  work, 
either  with  hand  or  head.    Their  softness 


is  a  complement  of  the  hardness  of  the 
coarse-hards. 

Fine=Hards  Mentally  Powerful. 

The  fine,  hard  men  are  the  most  impor- 
tant in  any  department  of  business.  They 
can  think  and  work  also,  especially  if 
they  have  some  judicious  coarseness. 
They  have  great  power  over  both  mind 
and  matter,  they  understand  the  complex 
relations  of  life  and  govern  their  actions 
accordingly.  The  fine-hards  comprise 
most  of  the  hard  thinkers,  philosophers, 
inventors,  scientists  and  especially  the 
highest  types  of  business  men,  who  pro- 
ject and  consummate  works  of  greatvalue 
to  facilitate  commerce  and  better  human 
conditions.  They  are  the  men  who  set 
the  coarse-hards  to  work,  with  their 
brawny  muscles,  sturdy  resistance  and 
sustained  physical  energy,  to  give  form 
and  structure  to  their  thoughts,  ideas 
and  plans.  They  are  to  the  world  of 
mind  what  the  coarse-hards  are  to  the 
world  of  matter.  The  fine-hards  are  the 
head-workers,  the  coarse-hards  the  body- 
workers.  The  soft-fine  have  great  mental 
and  sustaining  power  of  a  certain  kind, 
but  they  are  liable  to  be  too  negative, 
yielding  and  unstable  for  the  stern  reali- 
ties of  practical  business  life. 


DOINGS  OF  STANLEY  BROTHERS 


ERA  OF  ARDUOUS  WORK 


Brains   and   Energy   at  a    Premium— Progressive 
Methods  Ignore  Sentiment  in  Business. 


While  it  may  not  be  a  pleasant  subject 
for  contemplation,  yet  it  is  none  the  less 
a  stubborn  fact  that  never  before  have 
natural  laws  had  such  free  play  as  now 
in  the  commercial  world.  Despite  the  in- 
ertia of  ignorance  and  conservatism,  the 
superficial  interference  of  ignorant  legis- 
lators and  the  short-sighted  and  impracti- 
cable schemes  of  enthusiastic  reformers, 
commerce  is  being  gradually  freed  from 
those  shackles  which  have  limited  its 
scope  and  restricted  its  usefulness.  There 
have  consequently  followed  the  free  play 
of  natural  laws  and  the  results  of  unre- 
strained competition.  No  longer  is  there 
any  divine  right  in  business  nor  any  fost- 
ering care  and  favoritism  which  provide 
for  the  incompetent  at  the  expense  of  the 
capable. 

The  new  era  puts  a  premium  on  brains 
and  energy,  on  youth  and  strenuousness. 
It  means  that  even  long  service  and  faith- 
fulness cannot  be  an  excuse  for  incapacity 
and  im'perviousness  to  modern  ideas;  that 
good  intentions  cannot  supply  the  place 
of  new  thoughts,  that  concerns  and  men 
who  are  not  "up-to-date"  must  give  place 
to  those  who  have  learned  to  adapt  them- 
selves to  their  environments.  It  means, 
likewise,  the  steady  appreciation  of  the 
standard  of  merit  and  the  setting  of  a 
pace  that  already  taxes  our  staying 
powers. 

Those  who  have  studied  this  new  era 
the  closest  and  believe  in  it  the  most  are 
yet  in  the  dark  as  to  its  ultimate  outcome. 
It  has  much  that  is  good,  some  that  is 
bad,  for  it  is  the  hard,  the  practical,  the 
unsympathetic,  yet  withal  the  progressive 
side  of  business.  Most  of  all,  it  is  a  fact, 
and  as  such  will  have  to  be  accepted. 
Whatever  its  future  may  be,  for  it  is  yet- 
only  in  its  infancy,  some  things  may  be 
predicted  of  it  with  reasonable  certainty. 
Its  solution  will  be  the  outcome  of  the  ap- 
plication of  all  the  elements  of  human  na- 
ture, not  merely  the  selfish  ones,  for  the 
ethics  of  trade  will  never  be  simply  those 
of  a  pack  of  wolves,  and  its  solving  will 
embrace  that  of  many  of  the  economic 
problems  that  now  perplex  us. — Iron  Age. 


For  some  time  past  British  India  has 
been  flooded  with  circulars  issued  by 
fifth-rate  cycle  merchants  in  England  of- 
fering to  supply  high-class  bicycles  at 
low  prices.  The  Indian  trade  has  issued  a 
warning  to  people  contemplating  the  pur- 
chase of  these  goods. 


REGULATION  OF  GASOLINE  FLOW 


Steam  Pressure  at  Instant  Command  and 

Automatically  Controlled  After  Fire 

is  Lighted— Racing  Vehicles. 


An  invention  of  the  utmost  importance 
in  mechanical  carriage  propulsion  has 
been  brought  out  by  the  Stanley  brothers 
of  Newton,  Mass.,  in  connection  with 
their  labors  for  producing  an  ideal  steam 
road  wagon.  Hitherto  the  gasoline  fired 
steam  boiler  has  been  always  liable  to 
flooding  the  burner  with  fiuid  gasoline, 
so  that  a  conflagi-ation  followed  the 
lighting.  By  simply  changing  the  course 
or  cne  gasoline  supply  pipe  leading  nom 
the  gasoline  tank  to  the  burner,  the 
Stanleys  have  made  it  impossible  for 
fluid  gasoline  to  ever  enter  the  burner. 
Nothing  but  the  vapor  of  gasoline  can 
enter  the  burner,  and  hence  there  is  no 
possibility  of  lighting  a  puddle  of  gaso- 
line, instead  of  setting  fire  to  the  expected 
small  jets  of  gasoline  vapor. 

Weiglit  and  Power  of  Engine. 

The  result  of  this  modification  is  that 
the  Stanleys  now  have  a  steam  boiler 
weigliing  less  than  a  hundred  pounds 
which  will  supply  a  pair  of  steam  cylin- 
ders zi/^-mch  bore  by  3^-incn  stroke,  cut- 
off at  y-lti,  at  H'A'i  revolutions  per  minute, 
the  boner  pressure  being  140  to  150  lbs. 
per  square  inch.  These  incredible  figures 
are  correct,  as  they  represent  the  actual 
performance  of  the  Stanley  wagon  at 
Charles  Kiver  Park,  Boston,  Nov.  9,  1898. 
'ihis  Stanley  steam  boiler  can  be  left  for 
any  lengtn  of  time  after  the  fire  is  light- 
ed, with  the  certainty  that  it  will  neither 
reduce  nor  increase  its  pressure,  nor  will 
it  blow  off  any  steam;  the  boiler  acts  al- 
ternately as  a  steam  generator  and  as  a 
suriace  condenser,  wfien  the  wagon  is 
standing,  and  no  steam  is  being  used,  the 
Mason  regulator  controlling  its  action 
perfectly,  'ihe  practical  result  of  all  this 
is,  ttiat  the  driver  can  leave  his  Stanley 
wagon  for  an  hour  or  two  hours,  with  the 
certainty  of  having  a  full  head  of  steam 
ready  to  use  when  he  returns.  The  only 
failure  possible  occurs  in  case  the  gaso- 
line tank  becomes  empty;  when  the  fuel 
supply  ceases  the  mechanism  simply  be- 
comes inert,  and  that  is  alL  The  water 
cannot  run  short  in  the  boiler  while  the 
engine  is  not  working,  because  there  is 
no  escape  of  steam  at  the  safety  valve. 
When  the  steam  pressure  is  above  the 
regulator  limit,  the  regulator  turns  cold 
air  through  the  3U0  thin  copper  tubes,  and 
the  boiler  pressure  quickly  falls.  Then 
the  regulator  slightly  increases  the  fire, 
and  so  on,  the  pressure  in  the  boiler  not 
varying  a  pound,  no  matter  how  long  tne 
engine  stands  still.  After  the  fire  is  once 
lignted  the  source  of  power  needs  no 
more  attention,  and  the  driver  has  pre- 
cisely the  same  control  of  the  situation 
that  the  motorman  of  a  trolley  car  has; 
he  has  a  full  supply  of  power  by  simply 
moving  a  lever.  The  glass  water-gauge 
is  in  full  view,  and  hence  In  case  of  fail- 
ure of  the  pump  to  work  the  driver  is  at 
once  informed. 

New  styles  of  Stanley  Wagons. 

The  Stanleys  have  decided  that  510  lbs., 
which  was  the  weight  of  the  carriage  run 
at  Charles  River  Park,  driver  off,  is  too 
heavy  for  a  two  passenger  carriage,  and 
they  are  now  completing  a  470  lbs. 
wagon,  which  they  hope  will  constitute 
their  commercial  model.  The  two-seated 
surrey,  to  carry  four  passengers,  is  near- 
ing  completion;  this  vehicle  will  weigh 
450  lbs.  They  also  have  under  construc- 
tion a  racing  wagon  for  one  passenger 
which  will  weigh,  empty,  250  or  275  lbs. 
This  wagon  will  have  the  same  engines 
and  boiler  used  with  the  heavier  ve- 
hicles, and  the  Stanleys  are  confident  that 


The  Cycle  Age  and  Trade  Review 


107 


with  one  passenger  only,  flying  start,  this 
carriage  will  reach  unexampled  speeds. 
Except  that  the  Stanley  wagons  demand 
a  considerable  supply  of  water,  they  very 
nearly  fill  the  requirements  of  the  motor 
vehicle  for  all  around  utility,  and  give 
promise  of  extended  use  as  soon  as  they 
can  be  supplied,  and  as  the  makers  of 
these  wagons  have  lately  abandoned  their 
somewhat  absurd  contention  that  patents 
are  disgraceful  things,  md  have  an- 
nounced their  intention  to  protect  them- 
selves as  fully  as  possible,  the  establish- 
ment of  a  large  factory  for  the  construc- 
tion of  Stanley  steam  wagons,  seems  to 
be  assured,  as  well  as  a  continuance  of 
the  highly  successful  labors  of  these  two 
brothers  in  the  field  of  effort  which 
now    absorbs    their    entire    attention, 

Hugh  Dolnar. 


FRONT  OR  REAR  WHEEL  DRIVE 


Whitney  Wagon  Steering  Lever. 

A  not  very  good  photograph  led  to  a 
misrepresentatioQ  of  AVbitney  s  novel  and 
ingenious  steering  lever,  on  page  16  of 
the  Cycle  Age  of  Nov.  S,  1898,  the  throt- 
tle crank  and  rod  being  omitted.  In  the 
engraving  given  herewith  these  parts  are 
clearly  shown.  The  small  crank  on  top 
of  the  curve  of  the  lever  at  the  left  is 
spliced  to  rotate  with  the  spade- handle 
grip,  so  as  to  open  or  close  the  throttle 
valve  by  means  of  the  long  slender  con- 
necting rod  leading  downward  from  the 


crank  to  the  machinery  under  the  foot- 
board. The  grip  has  a  fore  and  aft  move- 
ment for  reversing  the  engiues,  but  the 
throttle  crank  shaft,  being  spliced  to  the 
grip  shaft,  does  not  partake  of  the  fore 
and  aft  movement  of  the  grip,  but  is  af- 
fected by  the  rotation  of  the  grip  orly. 
A  very  small  arc  of  vibration  of  the 
throttle  crank  suffices  to  fully  open  or 
close  the  throttle  valve,  so  that  this  move- 
ment does  not  cause  any  inconvenience 
in  operating  the  steering  lever  by  the 
slightly  rotated  grip. — Hugh  Dolnae. 


Found  Tire  Plugging  Difficult. 

A  Chrisman,  111.,  dealer  writes  to  Cycle 
Age  as  follows  regarding  the  trouble  he 
has  had  in  plugging  punctures  and  mend- 
ing rents  in  low-priced  single-tube  tires, 
and  the  means  he  has  adopted  for  mak- 
ing them  serviceable  as  double-tube  tires: 

We  conduct  quite  an  extensive  repair  shop 
for  a  country  town,  doing  nearly  all  kinds 
of  repair  work  that  comes  In  our  line,  and 
while  we  have  had  some  trouble  with  the 
construction  of  cheap  wheels,  our  greatest 
trouble  was  with  the  tires  with  which  these 
wiheels  are  fitted. 

"We  found  It  nearly  Impossible  to  plug  even 
the  smallest  puncture  without  tearing  the 
tire,  compelling  us  to  resort  to  the  vulcan- 
izer.  We  cite  one  case  in  which  a  tire  ex- 
ploded, tearing  a  hole  large  enough  to  place 
two  fingers  in.  We  have  converted  a  num- 
ber of  these  tires  from  single  tube  to 
doufble  tube  by  cutting  a  slit  in  them,  in- 
serting an  inner  tube,  sewing  them  up.  etc., 
similar  to  the  douTDle  tube  cemented  tires. 

A.  E.  Schnitker. 


DURYEA  ADVOCATES  THE  LATTER 


Bad  Roads  and  Front  Load  Incompatible — 

Rear  Steering  Slow— Chain  Wear 

Avoided  by  Casing. 


Custom  neglected  is  custom  lost. 


Peoria,  111.,  Nov.  15.— Tour  interesting  arti- 
cle on  "Road  Contact  of  Wheels"  has  been 
read  with  pleasure.  The  motor  vehicle  busi- 
ness is  so  new  that  everybody,  is  more  or 
less  feeling  his  way  along  in  the  dark.  Each 
maker  views  the  problem  from  his  stand- 
point and  in  the  light  of  his  experience,  and 
is  not  to  be  blamed  for  errors  he  makes, 
when  he  does  the  best  possible.  In  the  arti- 
cle referred  to  the  question  of  front  or  rear 
driving  was  brought  up,  and  the  writer  as- 
sumed it  to  be  a  debatable  question.  As  a 
matter  of  fact  it  is  not  so.  Any  motor  vehi- 
cle to  sell  on  the  American  market  must  be 
able  to  traverse  the  average  American  road 
as  it  now  exists.  We  cannot  wait  for  better 
roads,  because  roads,  like  other  things,  are 
not  changed  until  a  demand  for  change  ex- 
ists. This  demand  the  bicycle  has  started, 
and  the  motor  vehicle  will  follow  up  with  a 
most  efficient  second.  But  the  vehicle  to- 
day, in  order  to  be  practical  and  salable, 
must  take  these  roads  as  they  are.  Hardly 
a  day  goes  by  in  muddy  or  freezing  weather 
but  what  we  find  places  where  the  greatest 
possible  traction  is  required.  Our  vehicles 
being  very  light  weight  and  very  heavily 
powered  do  not  find  themselves  short  of 
power,  but  they  do  find  occasional  places 
where  traction  is  lacking.  For  example,  a 
steep,  muddy  hill  will  permit  the  driving 
wheels  to  slip  in  the  slight  effort  required 
to  propel  the  steering  wheel  or  wheels  for- 
ward. In  a  case  like  this  forward  drivers 
would  be  simply  helpless.  If  they  carried 
sufficient  weight  to  enable  them  to  get  up 
such  a  hill,  the  vehicle  would  take  a  header 
in  attempting  to  go  down  it.  We  use  rear 
drivers  and  place  the  weight  very  largely 
thereon,  so  that  in  hill  climbing  just  suf- 
ficient weight  is  carried  by  the  forward 
wheels  to  insure  safety  against  upsetting 
toaokwards. 

How  Steering  is  Affected. 

If  makers  use  their  vehicles  on  level 
streets  only,  this  point  does  not  come  up, 
but  if  they  are  building  vehicles  to  be  sold 
throughout  the  country  broadcast,  it  is  cer- 
tain that  they  cannot  be  front  drivers.  A 
further  objection  is  found  in  the  fact  that 
front  drivers  are  usually  rear  steerers,  and 
a  rear  steering  vehicle  is  not  so  comfortable 
as  a  front  steerer.  Any  of  the  old  school 
cyclers,  who  used  rear  steering  tricycles, 
will  bear  witness  to  this  fact.  The  rear 
steering  vehicle  must  have  its  steering 
wheels  turned  in  the  wrong  direction  first, 
and  then  follow  the  forward  wheels  in  the 
right  direction.  To  get  out  of  a  car  track 
they  must  first  cross  the  rails  to  the  wrong 
side,  and  afterwards  to  the  right  side.  This 
method  may  serve  very  fairly  for  slow 
speed  rigs,  but  if  the  motor  vehicle  is  to 
supersede  the  horse  it  must  be  capable  of 
greater  speeds.  The  public  expect  this,  most 
motor  vehicles  now  on  the  market  give  it, 
and  the  future  motor  vehicle  will  not  be  a 
success  without  it.  So,  if  there  were  any 
question  as  to  front  or  rear  driving,  the 
objections  against  rear  steering  alone  would 
be  sufficient  to  settle  the  matter. 

In  the  same  article  the  question  of  pivotal 
construction  for  the  front  axle  so  as  to  per- 
mit vertical  movement  of  the  wheels  was 
introduced.  This  system  was  tried  by  the 
Duryea  Bros,  in  their  earliest  vehicles,  but 
was  afterwards  abandoned,  as  being  a 
costly,  complicated  and  unnecessary  con- 
struction. Ordinary  horse  vehicles  run  for 
years  over  all  kinds  of  roads  and  without 
this  construction,  and  the  motor  vehicle 
properly  built  can  do  likewise.  While  it  is 
true  that  lifting  the  load  requires  power, 
it  Is  also  true  that  over  ordinary  roads  this 
difference  is  not  sufficient  to  be  worth  con- 
sidering. The  motor  vehicle  must  of  neces- 
sity be  used  by  people  having  no  previous 
experience  therewith,  and  simplicity  and  re- 
liability are  greater  features  than  slight  ad- 
ditional economy,  for  the  cost  per  mile  is  so 
much  less  with  any  motor  vehicle  than  with 
horse  vehicles  that  questions  of  economy  do 
not  arise. 

Chain  and  Gears  incased. 

A  queer  admission  Is  made  in  the  latter 
part  of  this  same  article  regarding  the  twist- 
ing effect  of  the  motor  vehicle  on  the  roads. 
In  the  first  place,  the  axle  is  pivoted  hori- 
zontally to  avoid  twisting,  but,  secondly, 
the  chains  are  believed  to  he  worn  out  be- 
cause of  the  twisting  effect.  Prom  the  writ- 
er's experience  with  chain  driven  vehicles, 
he  is  convinced  that  the  fault  is  elsewhere. 
Duryea  vehicles  are  running  every  day,  us- 
ing chain  drivers,  and  the  chain  is  not  giving 
any  trouble.  Of  course,  the  chains  are  made 
as  finely  as  possible,  being  our  own  design 
and  made  to  our  order.  They  are  also  cased, 
to  protect  them  from  the  ever-flying  dirt  and 


mud,  and  are  self-oiling,  .so  that  they  do  not 
wear  perceptibly.  Chas.  E.  Duryea. 

Mr.  Duryea  overlooks  that  the  writer 
of  the  article  to  which  he  takes  excep- 
tion distinctly  states  that  he  personally 
ascribes  the  excessive  wear  on  the  chains 
of  the  steam  vehicle  described  by  him  to 
the  absence  of  casing  and  not  to  twist- 
ing of  the  chain.  On  the  other  hand,  he 
does  not  state  definitely  whether  the  piv- 
oting of  the  front  axle  by  which  Mr.  W. 
E.  Whitney  has  aimed  to  avoid  twisting 
was  a  feature  of  those  wagons  in  the  use 
of  which  excessive  chain  wear  was  ob- 
served, or  is  a  recently  added  feature, 
which  has  not  been  in  practical  operation 
a  sulHciently  long  time  to  determine  its 
effect  on  chain-wear.  The  latter  seems  to 
be  the  most  plausible  inference  as  other- 
wise it  might  have  been  stated  positively 
that  the  pivoting  of  the  axle  had  or  had 
not  remedied  the  chain  trouble.  How- 
ever, the  point  which  Mr.  Duryea  evi- 
dently desires  to  emphasize  is  that  chains 
are  a  good  and  durable  driving  medium, 
as  used  on  Duryea  vehicles,  whatever 
they  may  have  proved  to  be  under  dif- 
ferent conditions.  His  reference  to  rear 
steering  and  its  peculiar  unsuitability 
to  roads,  furrowed  by  ruts  and  streets 
with  car  tracks,  should  be  of  considerable 
interest  to  the  builders  of  vehicles. 


Emergency  Brake  for  Vehicles. 

To  escape  injury  to  rubber  tires  on  me- 
chanical vehicles  by  sudden  stoppage  or 
reversal  of  power  under  speed  a  French 
inventor  proposes  the  brake  shown  in  the 
accompanying  illustration.  It  will  be 
readily  seen  that  the  brake  shoe  is  de- 
signed to  be  dropped  under  the  driving 
wheels  so  as  to  remove  the  tire  from 
direct  contact  with  the  rough  ground  over 
which  the  vehicle  may  be  driven  when 


brake  service  happens  to  be  required.  To 
disengage  the  brake  when  travel  is  to  be 
resumed,  it  would  seem  to  be  necessary  to 
]jack  the  wagon  out  from  over  the  brake 
shoe,  first.  The  inventor  has  apparently 
mostly  the  hard  and  fiinty  roads  of  Eu- 
rope in  view,  as  his  arrangement  will  not 
lessen  that  portion  of  the  stress  on  tires 
which  arises  from  the  sudden  stoppage, 
but  only  the  additional  wear  and  tear 
which  may  be  caused  by  roughness  of  the 
road. 


Better  Times  in  Australia. 

It  is  generally  conceded  by  even  the 
most  confirmed  pessimists  that  the  tide  of 
prosperity  in  Australia  long  ceased  its 
ebbing  and  is  now  steadily  fiowing.  The 
lean  years  belong  to  the  past.  Busi- 
ness is  distinctly  good  and  is  improving. 
Though  July  and  August  are  usually  dull 
months,  there  are  those  who  are  able  to 
say  that  they  were  the  best  of  the  year  to 
date.  The  change  in  the  spirit  of  business 
men  is  perhaps  more  marked  in  New 
South  Wales  than  in  any  other  colony. 
In  Sydney  it  is  rare  to  meet  anybody  who 
does  not  look  forward  to  the  coming  sum- 
mer with  confidence  that  it  will  prove  the 
best  since  1891.  In  Australia,  as  else- 
where, there  are  numbers  who  have  mis- 
sed their  chances  and  will  never  regain 
lost  ground,  but  there  is  also  a  whole 
generation  who  are  now  facing  opportun- 
ity for  the  first  time. — Australasian 
Coachbuilder. 


108 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


TOE-CLIP  THAT|SNAPS;ON. 

In  the  accompanying-  illustration  is  shown 
Griswold's  Self-Fastening  toe  clip  which  is 
made  by  M.  E.  Griswold  Cycle  Specialty  Co., 
45  South  Canal  street,  Chicago.  This  clip  is 
fastened  to  the  pedal  by  simply  snapping 
it  on  the  barrel  and  may  be  removed  by  a 
strong  jerk  nulling  the  spring  clasp  apart. 
While  in  use,  however,  it  cannot  come  loose 
by  any  movement  of  the  foot,  as  a  small 
flap  of  the  metal  plate  is  hooked  into  the 
sideplate  preventing  the  clip  from  vibrating 
around  the  barrel  and  thereby  also  prevent- 
ing it  from  getting  into  the  position  where 
it  may  be  pulled  off.    The  clip  is  made  from 


^£  CrCt£.^0£:- 


a  single  piece  of  sheet  steel  and  will  fit  any 
modern  rat-trap  pedal  except  those  which 
are  excessively  narrow  between  the  side- 
plates.  The  Griswold  company  has  special 
machinery  for  turning  this  clip  out  as  inex- 
pensively as  consistent  with  the  high  grade 
of  stock  and  nickel  plating  that  the  trade 
expect  in  toe  clips.  Each  clip  is  carefully 
spring-tempered  after  going  through  the 
punching  and  bending  process  in  which  the 
blank  receives  its  form  and  is  t:uaranteed 
by  the  company  not  to  buckle  out  of  shape 
when  roughly  used.  The  manner  of  attach- 
ment to  the  pedal  also  serves  this  end,  mak- 
ing it  possible  for  the  clip  to  yield  sideways 
when  accidentally  bumped  against  a  curb 
or  an  obstruction  in  the  road. 


THE  OLIVE  WHEEL  CO.'S  HODELS. 

Traveling  representatives  of  Olive  Wheel 
Co.,  of  Syracuse,  N.  T.,  are  showing  the 
company's  new  sets  of  models  to  representa- 
tive agents  throughout  the  country.  Among 
the  features  of  the  patterns  there  are  natur- 
ally no  startling  innovations,  as  the  con- 
struction followed  this  year  proved  very 
acceptable  to  the  trade,  but  the  flush  joint 
construction,  seat  post  cluster  design  and 
triple  fork  crown  are  shown  in  the  accom- 
panying illustrations  as  examples  of  the 
individuality  which  has  always  marked  the 
Olive  company's  production.  It  is  noticed 
in  the  ilush  joint  construction  that  the  two 
dangers  have  been  avoided  which  are  the 
bane  of  indifferent  cycle  designers,  that  is, 
there  is  neither  too  much  accumulation  of 
metal  by  which  the  effect  of  shocks  would 
be  concentrated  at  the  nearest  compara- 
tively  weak  point  of  the  frame,   nor   is   the 


metal  forced  into  sharp  corners  in  the 
presses  so  as  to  violate  its  structure.  "Six- 
teen ounces  of  quality  for  every  pound  of 
price"  remains  the  shibboleth  by  which  the 
company  aims  to  enlist  the  cooperation  of 
active  agents.  

PEERLESS  LINE  EOR  '99. 

Twelve  models  constitute  the  complete  line 
of  the  Peerless  Mfg.  Co.  of  Cleveland,  O., 
for  the  coming  season.  Three  of  these  are 
30-inch  wheel  models,  which  will  not  be  car- 
ried in  stock,  so  orders  must  allow  extra 
time  for  assembling.  The  Peerless  road  ma- 
chines are  made  in  three  models — the  regu- 
lar 28-inch  wheel  machines  in  diamond  and 
drop  frame,  listing  at  $50,  and  the  30-inch 
wheel  model  for  .nen  only,  at  $60.     Triumph 


roadsters  are  also  in  three  models,  similar  to 
the  Peerless,  but  retailing  at  $35  for  the 
standard  sizes,  and  $40  for  the  30-inch.  The 
Bluebird  racer  is  in  two  models,  the  stand- 
ard size  being  listed  at  $65  and  the  30-inch 
model  at  j!75.  The  double  diamond  tandem 
is  catalogued  at  $75  and  the  combination 
double-seater  at  $85.  All  the  Peerless  ma- 
chines are  finished  in  plain  black  of  excep- 
tionally fine  lustre,  and  good  nickel  plating, 
making  a  .'inish  calculated  to  appeal  strong- 
ly to  the  good  taste  of  a  class  of  purchas- 
ers which  the  company  is  pleased  to  cater 
to  largely.  The  Triumph  roadsters  are  fin- 
ished in  three  popular  colors — black,  maroon 
and  green — while  the  Blue-bird  racer  is  fin- 
ished in  a  color  suited  to  the  name.  The 
tandems  are  graceful  and  of  comfortable 
lines,  and  the  double  diamond  is  built  either 
double  or  single  steering.  The  heights  of 
men's  frames  throughout  the  line  are  22  and 
24  inches,  with  26  as  an  option;  women's 
frames,  21  and  23  inches.  Stationary  or  ad- 
justable bars  of  new  and  attractive  design 
are  fitted,  and  the  equipment  throughout  is 
standard  and  desirable. 


ELECTRO  GAS  LAHP  inPROVEHENTS. 

The  general  form  of  the  Electro  gas  lamp, 
made  by  the  Electro  Lamp  Co.,  45  Broad- 
way, New  York,  is  so  attractive  and  con- 
venient that  no  changes  have  been  made  for 
the  season  of  '99,  except  in  minor  details, 
which  are  nevertheless  of  vast  importance 
in  the  perfect  operation  of  an  acetylene 
lamp.  The  water  chamber  has  been  made 
larger  and  the  top  opening  is  now  arranged 
so  that  the  lamp  can  be  filled  quickly  with- 
out the  opening  stopping  up  with  air  bub- 
bles.    Tlie  valve   Is   of   a   new   pattern,    and 


TveCrciB/IOc^ 


the  company  states  that  no  matter  how 
much  the  lamp  may  be  jarred  or  jolted,  the 
flame  will  not  vary  in  size.  It  is  also  so 
arranged  that  the  water  passes  directly  to 
the  carbide  instead  of  dropping  on  the  car- 
bide, as  it  did  in  the  '98  lamp,  as  the  cart- 
ridge now  fits  up  tight  against  the  valve. 
The  reflector  is  made  of  aluminum,  it  hav- 
ing been  found  that  no  matter  how  highly 
polished  the  nickel  reflector  might  be,  it 
would  tarnish  in  a  short  time,  and  could 
not  be  cleaned.  With  the  one  made  of 
aluminum,  the  tarnish  can  be  rubbed  off 
with  a  soft  cloth,  making  it  always  bright 
and  new  looking.  The  reflector  is  fastened 
to  the  body  of  the  lamp,  instead  of  the  neck 
of  the  water  chamber,  which  makes  it 
stronger  in  every  way.  There  is  no  opening 
around  the  burner  tip,  as  in  the  '98  lamp, 
which  at  times  allowed  the  suction  of  the 
wind  to  take  the  gas  from  the  tip,  putting 
the  lamp  out.  The  bottom  clamp  of  the  car- 
bide chamber  is  of  the  same  pattern,  but 
arranged  so  there  is  no  leakage  of  gas.  The 
bracket  is  much  stronger  in  every  way,  and 
the  company  will  also  make  a  bracket  for 
it  to  apply  to  cartridges.  The  most  impor- 
tant new  feature  of  the  lamp  is  the  carbide 
charge,  which,  owing  to  the  carelessness  of 
the  average  consumer,  was  allowed  to  de- 
teriorate. The  new  charges  are  all  her- 
metically sealed,  and  could  be  kept  out  of 
doors  an  indefinite  length  of  time  without 
the  atmosphere  affecting  the  carbide  con- 
tained therein.  With  this  lamp  will  also  be 
sold  a  permanent  charge,  which  will  allow 
the  consumer  to  insert  the  carbide  himself, 
making  it  much  cheaper  if  he  desires  econ- 
omy rather  than  convenience. 


CLAMPS  NUTS  AUTOHATICALLY. 

A  wrench  has  been  designed  by  C.  J.  Bons- 
field  of  Bay  City,  Mich.,  which  will  clamp 
the  nut  to  which  it  is  applied  by  the  auto- 
matic pressure  of  the  hand  in  operating  it. 
This  is  accomplished,  as  shown  in  the  illus- 
tration, by  arranging  on  a  slotted  bar  with 
the  outer  jaw  as  its  extremity,  a  second  bar 
carrying  an  inner  jaw  and  adapted  to  slide 
along  the  slotted  bar.  The  sliding  bar  is 
provided  with  teeth  or  notches  for  forcing 
the   bar    forward    by    engagement    with    the 


teeth  of  a  cam  pivoted  In  the  slotted  bar, 
when  the  cam  is  rotated  by  a  lever  which 
forms  part  of  the  wrench  handle.  The  in- 
ventor believes  that  this  wrench  will  do  the 
work  of  a  clamping  wrench,  by  which  mar- 
ring of  nuts  is  avoided,  more  effectively  than 
any  of  the  more  elaborate  affairs  that  have 
been  designed  for  this  purpose,  so  long  as 
no  heavier  work  is  required  than  that  inci- 
dental to  the  use  or  repair  of  a  bicycle. 
He  is  preparing  to  place  it  on  the  market 
within  a  short  time  and  will  use  such  ex- 
ceptionally good  material  that  there  will  be 
no  danger  of  breaking  the  cam  teeth  which 


bear  the  heavy  stress.  This  necessarily  will 
make  the  wrench  somewhat  costlier  to  man- 
ufacture than  other  bicycle  wrenches  on  the 
market. 

SPEEDER  COMPANY'S  MODELS  OUT. 

The  Speeder  Cycle  Co.  of  New  Castle,  Ind., 
announce  that  they  will  have  one  of  the 
most  complete  and  finest  lines  of  bicycles 
manufactured  in  this  country.  They  have 
three  different  models,  the  Alcazar,  New 
Castle,  and  Atlas.  The  Alcazar  will  be 
built  in  two  models,  with  28  and  30  inch 
wheels.  They  will  be  built  of  the  very  best 
material  with  triple  crown,  all  crowns  nickel 
plated,  Fauber  hanger,  flush  joints  through- 
out, 3%-inch  drop  to  hanger,  and  seat  post 
and  handlebar  expanders.  The  28-lnch  Al- 
cazars will  list  at  $50,  the  30-inch  at  $55.  The 
New  Castle  will  have  diamond  front  fork, 
diamond  cranks,  and  diamond  lower  and 
upper  rear  stays,  flush  joints,  seat  post  and 
handlebar  expanders.  It  will  be  one  of  the 
finest  machines  on  the  market,  and  will  list 
at  $40.  The  Atlas  will  be  a  first  class  ma- 
chine with  114-inch  tubing  in  the  diamond, 
flush  joints,  2%-inch  drop  to  crank  hanger, 
adjustable  handlebars,  with  handlebar  ex- 
panders, and  will  be  up  to  date  in  every  par- 
ticular. It  will  list  at  $35.  These  machines 
will  be  enameled  in  three  colors,  black,  ma- 
roon, and  olive  green.  The  catalogue  show- 
ing the  complete  line  will  be  out  in  a  very 
short  time.  

THE  ROUGH  RIDER  PEDAL. 

Mackie-Lovejoy  Mfg.  Co..  60  N.  Clinton 
street,  Chicago,  have  placed  a  new  pedal 
in  the  market,  called  Men's  Rough  Rider 
pedal,  which  Is  built  to  stand  hard  knocks. 
It  is  being  sold  alongside  of  the  Arrow  and 


Advance  patterns  which  are  well  known 
to  the  trade,  and  Is  provided  with  the  same 
style  of  interlocking  cone  and  washer  by 
which  tightening  and  bending  of  pedal 
bearings  are  prevented  on  all  Mackie-Love- 
joy pedals.  The  illustration  shows  the  de- 
sign and  construction  of  the  Rough  Rider. 
The  spindle  is  drop-forged  and  thoroughly 
case-hardened.  The  bearings  are  dust- 
proofed  hy  a  screw-oap  at  the  outer  end 
and  an  annular  spring  washer  at  the  inner 
end.  It  Is  made  in  rat-trap  and  combina- 
tion patterns  in  both  men's  and  women's 
sizes  and  is  heavily  nickel  plated. 


ANDRAE  TELEPHONES  AND  SUPPLIES. 

A  catalogue  of  telephones  and  electrical 
supplies  has  just  been  issued  by  Julius  An- 
drae  &  Sons  Co.,  of  Milwaukee,  which  has 
been   engaged  in   the  manufacture  of   such 


The  Cycle  Age  and  Trade  Review 


109 


Columbia  Dealers  Pleased. 

St.  Cloud,  Minn.,  Oct.  31,  '98. 
Pope  Manufacturing  Co., 
Hartf.ird,  Conn. 
"We  are  pleased  to  receive  your  circular  No.  27 
and  to  note  prices  you  quote  for  1899.  We  have 
always  thought  your  prices  too  high  to  enahle  a 
dealer  to  compete  successfully  with  other 
wheels,  hut  with  these  prices  yon  are  now  mak- 
ing and  the  line  you  ate  putting  on  the  market, 
we  feel  that  there  is  no  use  looking  farther  or 
handling  any  other  wheel.  Shall  be  glad  to  have 
your  representative  call  on  us  as  soon  as  con- 
venient so  that  we  may  arrange  for  next  sea- 
son's trade,  will  probably  want  some  sample 
wheels  for  holidays  and  trust  we  may  increjse 
the  sale  of  Columbia  and  Hartford  wheels  as 
much  in  1899  as  we  did  in  1898. 

Kindly  let  us  know  about  when  we  may  ex- 
pect a  call  from  your  traveler. 
Yours  truly, 
THE  GRINOLS'  CO., 
(Signed)  C.  D.  Geinols,' 
Secy  &  Treasurer. 


Derby,  Conn.,  Nov.  15,  1898. 
Pope  Manufacturing  "Co. 

Dear  Sirs:  We  are  very  much  pleased  with 
the  last  Model  50  Columbia  Chainless  and  it 
was  Eold  before  it  was  in  the  window  five  hours. 
The  price  is  such  a  decided  change  that  people 
seem  now  to  think  that  they  can  afford  one  who 
would  hardly  talk  with  you  brfore.  The  wheel 
received  is  a  perfect  running  one  apparently  so 
far  and  has  given  our  customer  perfect  satisfac- 
tion and  he  is  so  p'eased  that  he  is  cons'antly 
asking  his  friends  to  ride  it.  We  expect  to  sell 
quite  a  number.  We  enclose  an  order  for  an- 
other Model  50. 

THE  HUNT  PAPER  CO. 


Millville,  N.  J.,  Nov.  10,  1898. 
Pope  Manufacturing  Co. 

Dear  Si' s:  I  predict  the  season  of  '99  will 
be  one  of  the  largest  in  the  history  of  your  com- 
pany, your  prices  are  right  and  there  is  no 
doubt  about  the  wheels  being  all  right,  especi- 
ally the  "Chainless."  At  the  reduced  price  it 
should  take  the  place  of  all  high  grade  chain 
wheels. 

W.  G.  HAY. 


Lexington,  Ky.,  Nov.'lO,  1898. 
Pope  Manufacturing  Co. 

Dear  Sirs:  "I  have  been  riding  a  Chainless 
myself  all  the  season  and  am  free  to  say  that  it 
is  without  a  doubt  the  nearest  thing  to  perfec- 
tion in  a  bicycle  which  I  have  ever  ridden. 

I  have  ridden  this  wheel  since  February  and 
have  never  adjusted  a  bearing  or  put  a  drop  of 
oU  on  it,  and  I  think  it  runs  smoother  to-day 
than  it  did  when  I  first  began  riding  it.'' 

SMITH,  WATKINS  &  CO. 


Gold  Medal  at  Omaha. 

The  Pope  Manufacturing  Company  were 
awarded  the  gold  medal  for  bicycle  exhibit  at  the 
Trans-Mississippi  Exposition  held  in  Omaha. 


The  Chainless. 

(Joliet  News,  Nov.  4, 1898.) 

The  Columbia  chainless  drop*  to  $75  next 
year  which  will  bring  it  within  the  reach  of  the 
west,  and  will  make  a  big  scatter  in  the  bicycle 
world.  There  is  nothiug  like  it.  A  man  on  a 
chainless  is  a  nabob.  People  treat  him  that 
way,  and  he  fee^s  that  way. 

In  Chicago  215  were  sold  this  year,  the  price 
being  §125,  but  next  year  will  see  a  great 
change,  for  the  wheel  comes  next,  to  a  steam  en- 
gine. There  was  a  feeling  that  it  would  not 
run  as  easy  as  a  chain  wheel,  but  that  has  not 
been  the  experience  and  the  record  smashing  of 
the  season  shows  it.  The  time  from  New  York 
to  Boston  was  cut  five  hours,  and  to  Albany 
four  hours  and  thirty -nine  minutes.  Teddy 
Edwards  made  250  consecutive  century  runs 
during  the  year  on  the  chainless,  and  the  News 
editor  has  made  Jim  Flanders  tired. 


QUALITY  and  PRICE 


The  rare  combination  of  quality  and  price  which  we  are 
offering  in  Columbia,  Hartford  and  Vedette  bicycles,  has  never 
before  been  approached  by  any  other  line.  The  quality  of  our 
wheels  has  been  admitted  for  years,  even  bj^  our  competitors,  to 
be  unsurpassed.  Their  plea  for  business  has  almost  always 
been  that  they  offered  something  just  as  good  as  a  Columbia  or 
Hartford  for  less  money.  The  force  of  that  argument  has  been 
discounted  by  our  1899  prices.  Columbia  and  Hartford  bicy- 
cles for  1899  are  better  than  any  of  their  predecessors,  which 
have  stood  as  STANDARD  during  their  respective  seasons. 


Here  is  QUALITY. 


Here  is  PRICE. 


Columbia  Chainless,  -  $75.00 
Columbia  Chain,  -  $50^  40.00 
Columbia  Tandems,  -  75.00 
Hartford,  -  -  -  35.00 
Vedettes,    -     -  $25a  26.00 

If  you  secure  the  Columbia  Agencj^  you  will  be  offering 
your  customers  the  best  bicycles  to  be  had  atjprices  but  little 
more  than  the  cost  of  the  poorest. 

Write  to,  or  call  at  once  on  the  Columbia  Distributing 
Point  in  your  territory.  You  will  be  sorry  if  your  competitor 
gets  the  agency. 

BRANCH    HOUSE    DISTRIBUTING    POINTS! 


BOSTON,  MASS.,  223  Columbus 
Ave. 
Maine,      New     Hampshire, 
Epstern  Massachusetts  to  the 
Worcester  county  line. 

NEW  YORK  CITY,  12  Warren 

St. 
Following  counties  in  New 
York  state:  Kings,  Queens, 
New  York,  Orange,  Putnam, 
Riohmond,  Rockland,  Suf- 
oik,  West  Ch.  ster. 
Following  counties  in  New 
Jersey:  Bergen,  Essex,  Hud- 
son, Middlesex,  Monmouth, 
Morris,  Passaic,  Union,  Sus- 
sex, Warren,  Hunterdon, 
Somerset. 

PHILADELPHIA,  PA.,  (Hart 
Cvcle  Co  )  816  Arrh  St. 
Following  counties  in  Penn- 
sylvania: Chester,  Lancaster. 
Lebanon,  Dauphin,  Schuyl- 
kill, Berks,  L.  high.  Carbon, 
Northhampton,  Bucks,  Mont- 
gomery Delaware. 
Following  counties  in  New 
Jersey:  Atlantic,  Builington, 
Camden,  Cape  May,  Cumber- 
land, Gloucester,  Ocean,  Sa- 


lem, Mercer  (except  Prince- 
ton). 

State  of  Delaware,  Eastern 
Maryland,  eastern  peninsula 
of  Virginia. 

PITTSBURG,  PA.,  435  Wood  St. 
Following  counties  in  Penn- 
sylvania: Allegheny,  Wash- 
ington, Beaver. 

BUFFiiLO,  N.  Y.,  609  Main  St. 
Following  counties  in  New 
York  state:  Erie,  Chautau- 
qua, Niagara,  Cattaraugus. 
Following  counties  in  Penn- 
sylvania: Erie,  Crawford, 
Warren,  McKean. 

ROCHESTER,  N.  Y.,  32  East 
Ave. 
FoUomng  counties  in  New 
York  Stat":  Monroe,  Orleans, 
Genesee.  Wyoming,  Livings- 
ton, Wayne,  Allegany,  Steu- 
ben, Ontario,  Yates. 

DETROIT.  MICH.,  272  Wood- 
ward Ave. 
State  of  Michigan,  except  the 
western  half  of  the  northern 
peninsula. 

NEW  ORLEANS,  LA.,  1757  St. 


Charles  Ave. 
Louisiana.Texas,  Mississippi. 
El  Paso. 

ST.  LOUIS,  MO.,  817  Pine  St. 
Missouri,  Kansas,  Arkansas, 
Oklahoma.  Indian  Territory, 
Southern  Illinois. 

CHICAGO,  ILL.,  105  Wabash 
Ave. 
Iowa,  Indiana,  Wisconsin, 
Minnesota.  North  and  South 
Dakota,  Nebraska,  Northern 
Illinois,  wt  stern  half  of 
northern  peninsula  of  Michi- 
gan. 

PROVIDENCE,  R.  I.  ,15  Snow  St. 
Rhode  Island. 

PORTLAND,  ORE.,  134  Sixth 
St. 
Washington,  Oregon,  Idaho, 
and  Montana. 

SAN  FRANCISCO,   CAL.,    344 
Post  St. 
California,  Nevada  and  Ari- 
zona. 

DENVER,  COL.,  (Gano  Cycle 
Co. )  1614  Stout  St. 
Wyoming.    Utah,    Colorado, 
New  Mexico,  Texas. 


All  points 


the  United  States  not  specified  above  will  be 
heretofore  from  the  Home  OflBce  of  the 


as 


POPE  MFG.  CO.,  Hartford,  Conn. 


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1 

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110 


The  Cycle  Age  and  Trade  Review 


goods  for  the  past  thirty-eiight  years  and 
was  one  of  the  first  concerns  to  handle 
them  In  a  retail  way  in  connection  with  bi- 
cycles. Just  now  the  company  is  u  ging 
strongly  their  suitability  for  sidelines  for 
cycle  dealers  throughout  the  country,  and 
it  reports  meeting  with  gratifying  success 
in  Its  endeavors.  In  the  introductory  to 
the  new  catalogue  the  Andraes  say:  "Ex- 
perience with  poor  telephones  has  increased 
the  demand  for  the  And:  ae— 'because  the 
Andrae  is  a  good  telephone.  We  do  not  say 
the  'best.'  The  word  has  been  so  misused 
that  it  has  lost  nearly  all  of  its  good  S-g- 
nificance.  It  seldom  tells  the  truth  and 
therefore  we  will  not  use  it.  It  suggests 
rivalry,  a  factor  which,  in  our  case,  is  all 
upon  one  side,  and  therefore  of  no  moment 
to  us.     We  have  had  our  own  work   to   do 


^ssss-i:- 


/j/£Crc/.tA6E:^ 


and  we  have  done  it.  Our  work  has  been 
to  attain  the  ultimate  stage  of  telephone 
perfection.  To  this  end  we  have  employed 
busy  brains  and  clever  fingers.  We  accept- 
ed possibilities  and  returned  realities;  and 
now,  in  the  Andrae,  we  offer  the  most  in- 
genious and  most  carefully  made  telephone 
that  mechanical  skill,  capital  and  energy 
can  produce."  The  Andrae  line  of  tele- 
phones includes  three  styles  of  standard  ex- 
change instruments  with  and  without  the 
adjustable  arm  for  the  transmitter;  the 
standard  long  -  distance  and  the  long  -  dis- 
tance, swinging  arm  desk  instruments:  the 
inter-communicating  or  warehouse  instru- 
ment, designed  to  meet  the  requirements  of 
extensive  factories  and  office  buildings  and 
dispensing  with  the  use  of  switch^board  and 
operator;  and  the  long  -  distance  portable 
desk  telephone,  here  shown,  which  is  one  of 
the  many  conveniences  that  science  has 
placed  within  the  reach  of  the  busy  man 
as  he  labors  at  his  desk.  A  full  line  of  tele- 
phone parts  and  implements  for  construct- 
ing and  equipping  complete  lines  of  com- 
munication are  also  supplied  by  the  Andrae 
company. 


NEW  NATIONAL  nODELS. 

In  making  Its  announcement  to  the  trade 
the  National  Cycle  Mfg.  Co.  of  Bay  City, 
Mich.,  states  that  it  will  stick  to  its  old 
policy  of  selling  direct  to  the  dealer  with- 
out the  intervention  of  the  jobber.  Empha- 
sis Is  put   upon  the  intention   of   the  com- 


pany to  protect  the  dealer  in  the  matter  of 
price  maintenance,  the  channels  throug'h 
which  the  National  is  marketed,  and  the  in- 
violable use  of  the  National  trade-mark. 
The  line  for  1899  consists  of  four  new  single 
machines,  tandems  being  built  to  order  only. 
Model  25   Is   the  regular   25-pound   roadster. 


with  3-inch  drop,  5%  -  Inch  head,  23  -  inch 
frame,  with  options  of  22  or  25-inch  frames; 
list  $60.  Model  26,  the  only  lady's  machine  in 
the  line.  Is  built  with  22-lnch  frame  and  3- 
Inch  drop,  with  option  of  20-inch  frame.  The 
weight  of  this  model  has  been  reduced  two 
pounds  below  that  of  '98;  list  $60.  Model  27, 
listing  at  $65,  is  the  30-inch  wheel  which  is 


made  at  the  special  request  of  many  of  the 
company's  old  dealers.  After  making  sev- 
eral experimental  machines.  Superintendent 
Wilcox  decided  that  the  closely  built  bicycle 


was  to  be  desired,  and  accordingly  has  pro- 
duced a  machine  with  44%-inch  wheel  base 
and  23-inch  frame.  With  3%-inch  drop  and 
7-inch  cranks,  it  is  a  most  suitable  mount 
for  the  tall  man.  President  Smith  of  the 
comipany    says    his   30  -  inch    machine    rides 


easier  and  seems  to  fit  him  better  than  any 
other  bicycle  he  has  ridden.  The  National 
racer  weighs  21  pounds  and  lists  at  $75.  It 
has  22-inch  frame,  3-inch  drop,  4%-inch  head, 
light  rims,  spokes,  hubs,  sprockets,  and 
chain.  

CRUCIBLE  STEEL  IN  WOLFF=AnERICANS. 

With  construction  and  design  of  the  ablest 
cycle  manufacturers  extensively  copied  and 
imitated  by  makers  of  lower  rank  it  is  fre- 
quently noticed  that  a  design  which  was  ex- 
cellent for  the  material  in  which  it  was  first 
produced  by  the  originator  is  thoughtlessly 
appropriated  by  others  who  embody  it  In 
material  of  a  much  lower  grade.  The  result 
is  trouble.  In  bicycle  construction  the  re- 
sult is  breakage  and  frequent  recourse  to 
the  repair  shop.  Low  grade  material  must 
be  designed  and  worked  by  original  methods 
adapted  for  low  grade  material  and  not  by 
imitation,  if  halfway  acceptable  results  shall 
be  produced.  In  bicycles  the  use  of  low  grade 
material  means  either  increased  weight  or 
danger  of  breakage,  usually  both.  In  all 
cases  it  means  also  much  lessened  durabil- 
ity. A  certain  assurance  that  the  best  ma- 
terial is  used  is  today  the  best  guarantee 
of  high  grade  in  bicycle  construction.  It 
guarantees  good  workmanship,  for  nobody 
would  spoil  good  material  by  cheap  work, 
knowingly.  It  guarantees  good  construc- 
tion, because  the  construction  which  is  imi- 
tated by  all  low  grade  manufacturers  is  ne- 
cessarily that  which  was  originally  designed 
for  the  best  material.  That  is  the  law  fol- 
lowed by  commercial  imitators.  It  is  with 
these  points  in  mind  that  R.  H.  Wolff  & 
Co.,  Ltd.,  of  New  York,  draw  the  trade's 
attention  to  their  exceptional  position  as  pro- 
ducers of  the  highest  class  of  crucible  steel 
and  wire.  Being  enabled  to  obtain  at  first 
cost  a  steel  for  bicycle  work  which  is  ac- 
knowledged to  be  the  best  for  a  multitude  of 
purposes  that  come  within  the  range  of  bi- 
cycle construction,  they  point  out  how  this 
special  position  creates  the  only  assurance  of 
high  class  bicycle  manufacture,  which  ev- 
ery thinking  person  must  admit  to  be  valid 
and  genuine  without  discussion.  They  place 
the  argument  at  the  disposal  of  their  agents 
as  a  valuable  assistant  for  convincing  cus- 
tomers that  Wolff-American  bicycles  illus- 
trate that  important  difference  between  high 
and  low  grade  bicycles  which  frequently  es- 
capes the  .  ustomers'  ability  for  investiga- 
tion.   

REPAIR  TOOL  PRICE  REDUCED. 

The  Sure  Thing  tire  mender,  manufactured 
by  the  Brown-Lipe  Gear  Co.,  of  Syracuse, 
N.  T.,  which  was  sold  extensively  the  past 


season,  has  just  been  reduced  33  1-3  per  cent 
in  price,  and  will  hereafter  be  mailed  post- 
paid on  receipt  of  price  in  stamps.  The  re- 
pair kit,  as  shown  in  the  accompanying  cut, 
consists  of  a  slotted  and  grooved  needle, 
package  of  rubber  bands,  and  a  vest-pocket 
case.  The  kit  is  for  making  quick  repairs 
on  single  tube  tires  in  emergency  cases  on 
the  road,  no  cement  being  required,  and  a 
temporary  repair  being  effected  that  is  good 


for  several  hundred  miles  of  riding.  The 
company  is  prepared  to  furnish  electrotypes 
for  jobbers'  catalogues. 


NEW  STEARNS  HODELS. 

The  advance  catalogue  of  E.  C.  Stearns  & 
Co.,  of  Syracuse,  N.  Y.,  is  just  out.  It  shows 
outline   views    of   the    eleven    '99   models    of 


Model  E— Weight,  24  lbs.  Price,  850. 


Model  F— Weight,  24>^  lbs.  Price,  $50. 


Special— Weight,  213^  lbs.  Price,  8r0. 


Ladies'  Special— Weight,  28>^  lbs.  Price,  $60. 


Model  H— Weight,  27>^  lbs.  Price,  $75. 

Stearns  bicycles,  reproduced  herewith,  giv- 
ing also  specifications  and  detail  drawings 
and  descriptions  of  the  m^inor  parts  which 
have  undergone  changes.    Grips  are  no  long- 


The  Cycle  Age  and  Trade  Review 


111 


Net  Profits 

Are  What 

The  Dealer  is  After 


^^■u? 


NaiionaC 

PIDtR 

NEVER , 
CriANOEb^ 

m5  MOUNT 


national  Bicycks 

^  S  S  GIVE  THEM  TO  HIM. 

They  are  good  machines  sold  at  a 
fair  price  and  to  dealers  only.  They 
give  riders  satisfaction  and  save  the 
dealer  the  expense  of  constant  repairs 
to  keep  the  rider  satisfied.  That's 
■where  the  profits  go — into  constant 
tinkering  of  the  bicycle  -whose  first 
cost  is  cheap. 

NATIONALS  NEED  NO  TINKERING— 
THEY  ARE  BUILT  RIGHT  J.  ^  ^  ^ 

Ask  for  oar  traveler  and 
look  over  his  samples. 


National  Cycle  flfg.  Company 

^  S  BAY  QTY,  MICH.  ^  ^ 
NOT  SOLD  ON  BARGAIN  COUNTERS 


Mention  The  Cycle  Age 


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We  Have  the 

H 

E 

Same  Agents... 

Year  after  year.    There 

^  JF 

must  be  a  reason  for  this. 

V^ 

It  is  not  difficult  to  guess. 

T 

Our  BICYCLES  always 

■ 

please. 

A 

THE  KIRK  MFG.  CO. 

1 

TOLEDO,  OHIO. 

L 

E 

Distributing  Agents: 

Conroy  Mfg.  Co.,  28  John  St.,  New  York. 
H.  B.  Shattuck  &  Son,  Boston,  Mass. 
Jas.  BaUey  Co.,  Portland,  Me. 
Carlin  &  Fulton,  Baltimore,  Md. 
Mistrot  Bros.  &  Co.,  Houston,  Tex. 
Boutell  Bros.,  Minneapolis,  Minn. 
Powell  &  Clement  Co.,  Cincinnati,  Ohio. 
P.  E.  Allison,  Louisville,  Ky. 

Mention  The  Cycle  Age 

m 
m 


1 

m 


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m 
m 

iS/is 

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ECLIPSE 


Is  the  Leader  for  '99  at  $50.00  List. 
They  Stand  the  Test.... 


THEV  ARE  FITTED  WITH  THE 

MORROW 
AUTOMATIC  COASTER  AND  BRAKE 


Thousands  of  riders  are  enthusiastic 
over  this  device.    It  will  be  a  great  seller. 

Wise  buyers  will  get  our  prices  be- 
fore completing  arrangements. 


I  ECLIPSE    BICYCLE    CO. 

rt3  ELMIRA,  N.  Y. 

^  Mention  The  Cycle  Age  ^^ 


Initial  Tension 
Expansion  Spring 


SEAT  POST 


The  Only  True  JaABsor  ber. 

(Patent  Pencting.)  • 

PRICE,  $2.50  EACH. 


SYNONYM    FOR   THE  BEST   18  THE 
NAME    OF 

THE  BUESCHER  MFG.    CO. 

SI^KHART,    IND. 


Practical 
Sensible, 
Healih 
Preserving 
Riders 
Like  it. 
Physicians 
Endorse  it. 


'  The  Jobber,  the  dealer 
and  the  user  ot  bicjcle  son- 
dries  knoTT  this. 

Oar  prodncts  are  stand- 
ard and  reliable  in  style, 
quality  and  price. 

•99  CATAtOGUE 
mclled  at  your  request.  It 
will  pay  you  to  see   same 
before    ordering    a    single 
sundry. 

Complete  nes  of 
Pumps,  Ijamp  rackets. 
Toe  Clips,  Coas  trs,  the 
best  Spring  Seat  , 

are  shown  in  it. 

See  our  Trouser  Guard. 

'We  make  specialties — 
write  for  estimates. 

No.  7  FOOT- 
PUMP,  barrel 
1^x12.  Solid 
stirrup.  Price 
80c  Each. 

„,„«.»  No.  3  COUPLING. 

No.  3  TOE-CL.IP     Patent 

Correct  practical    Sept.  14. '97.     Latest  and  Best.    Everj'  Pump  should  be  fitted 

design,  35c  pair.  ■«"&  it.    Pat.  July  14,  1896. 


112 


The  Cycle  Age  and  Trade  Review 


er  cemented  on  the  bars,  tout  are  attached 
mechanically  by  a  screw.  Hartford  and 
Palmer  tires  will  be  regularly  fitted,  and  op- 
tion will  be  given  on  Kangaroo  and  M.  &  W. 
single   and   double-tube  tires.     The   Morrow 


Model  K— Weight,  23%  lbs.  Price,  $65. 


Model  L— Weight,  2^  lbs.  Price,  865. 


D.  D.  Tandem— Weight,  43  lbs.  Price,  875. 


Comb.  Tandem— Weight,  45  lbs.  Price,  $75. 

automatic  coaster  and  brake  will  be  fitted  to 
Models  E  and  F  upon  order.  The  regxilar 
catalogues  will  be  ready  for  distribution 
about  December  1.  

SniTH  CO.'S  THREE-CROWN  PARTS. 

Parts  for  three-crown  bicycle  frames  are 
now  being  made  in  quantity  by  C.  J.  Smith 
&  Sons  Co.  of  Milwaukee,  consisting  of 
crank  hangers,  -eat  post  clusters,  rear 
crowns,  rear  forks  and  stays  and  rear  fork 
ends  for  making  the  rear  end  of  this  style 
of  frame  in  flush  joints.  All  of  these  parts 
are  made  of  sheet  steel,  the  clustsrs  being 
arranged  to  use  with  expanders.  The  forks 
and  stays  are  tapered  D-section,  and  fit  onto 
the  crown  at  the  large  end,  and  on  the  rear 
fork  end  at  the  small  end.  The  crown  is  a 
new  piece  of  the  company's  own  design  and 
is  very  light  and  strong. 


WHEELER  SADDLE  COHPANY  BUSY. 

The  Wheeler  Saddle  company's  plant  at 
Detroit,  Mich.,  is  now  running  full  time  in 
every  department.  The  extraordinary  de- 
mand for  the  company's  model  "Extra"  has 
necessitated  the  putting  on  of  a  full  force 
earlier  than  was  at  first  contemplated.  The 
Wheeler  line  consists  of  but  four  models— 
the  men's  and  women's  Extra,  the  Special 
roadsters,  and  the  Cork-Top  racer,  all  hav- 
ing "that  curve"  in  the  back  and  finished 
in  the  careful  and  stylish  manner  that  has 
always  characterized  Wheeler  saddles.  At- 
tempts have  been  made  to  imitate  these 
popular  goods,  but  reliable  wheelmakers  al- 
ways prefer  the  genuine  to  an  imitation,  as 
is  amply  testified  by  the  many  contracts  the 
Wheeler  people  have  already  secured. 


Bigelow  &  Dowse  Co.,  229  Franklin  street, 
Boston,  has  rene<wed  its  distributing  agency 
for  the  Davis  Sewing  Machine  Co.  of  Day- 
ton, O.,  and  will  carry  the  full  line  of  bi- 
cycles made  by  this  concern,  including  the 
spherical  hubs  and  hanger  '99  model.  In 
addition  to  this  line  it  will  handle  in  a  job- 
bing way  the  B.  &  D.  Special,  Shawmut, 
Park  Flyer,  and  the  Fay  juvenile  bicycles, 
the  last  named  being  the  product  of  the  Fay 
Mfg.  Co.,  which  Bigelow  &  Dowse  have  ar- 
ranged to  represent. 

Notice  has  been  served  by  the  Eclipse 
Bicycle  company  that  a  coaster  and  brake 
device  is  being  made  and  advertised  which 
it  alleges  to  be  an  infringement  of  the 
Eclipse  letters  patent,  and  that  unless  the 
manufacture    of   such     coaster     and     brake 


ceases  and  the  advertisements  be  with- 
drawn, the  company  will  institute  infringe- 
ment proceedings  immediately  in  the  United 
States   court.      

TRADE  NOTES. 

S.  K.  Dingle  has  entered  the  servic*  of 
the  Mechanical  Fabric  Co.,  of  Providence, 
R.  I.,  which  manufactures  Emperor,  Con- 
queror and  Flexifort  tires,  and  is  now  put- 
ting on  the  market  a  new  tire  called  th« 
Hobson,  to  meet  the  popular  demand  for  a 
serviceable  article  at  a  moderate  price.  Mr. 
Dingle  will  make  his  headquarters  with 
Wm.  H.  Sheldon  &  Co.,  selling  agents  for 
these  goods,  at  105  Reade  street,  New  York. 

The  Lozier  Manufacturing  Company's 
branch  in  Toledo  will  move  into  new  head- 
quarters on  Madison  street  for  its  local  re- 
tail business.  The  building,  which  has  just 
been  erected,  will  be  fitted  up  as  a  model 
bicycle  emporium.  Jack  Swindeman  will  be 
in  charge  of  the  store  and,  besides,  will 
have  charge  of  the  retail  business  in  sev- 
eral counties  adjoining  Toledo. 

Kelly  handle  bars  and  Kells  saddles  have 
been  Introduced  successfully  in  England  by 
Lew  Keck,  traveling  salesman  for  the  for- 
mer, and  Brown  Bros.,  London,  handling 
the  latter,  and  the  trade  in  those  lines  has 
taken  on  a  satisfactory  aspect,  according  to 
Charles  Weaver,  who  jointly  represents  the 
Kelly  Handle  Bar  Co.  and  the  Kells  Mfg. 
Mfg.  Co.  in  Cleveland. 

The  Hoffman  Bicycle  Co.,  of  Cleveland.  O., 
has  completed  its  '99  models,  and  a  fort- 
night ago  started  its  traveling  salesmen  out 
on  the  road.  Mr.  Smith  went  east  to  cover 
eastern  Ohio,  New  York,  Pennsylvania,  and 
the  New  England  states.  Mr.  Dobbins  will 
take  In  western  Ohio,  Indiiana  and  Illinois, 
and  a  third  man  will  cover  Michigan,  Wis- 
consin, Iowa,  etc. 

Hollinghead  &  Wirtz,  2  Stone  street.  New 
York,  basing  calculations  on  actual  and 
prospective  orders,  anticipate  producing  up- 
wards of  half  a  million  pedals  this  year, 
their  capacity  being  3,000  pair  a  day.  Among 
their  new  contracts  are  large  orders  from 
some  of  the  foremost  bicycle  making  con- 
cerns of  the  country. 

The  Bridgeport  Gun  Implement  Co.,  of 
Bridgeport,  Conn.,  reports  having  in  hand 
orders  for  150,000  pair  of  Bridgeport  pedals 
which  will  tax  its  facilities  in  this  line  to 
the  utmost.  Additional  orders  for  these 
pedals  would  necessitate  their  manufacture 
outside,  which  would  mean  added  cost  of 
production.         '         ^ 

The  Gendron  Wheel  Co.  of  Toledo  has 
twelve  men  on  the  road.  Since  July  1  the 
concern  has  been  working  on  '99  models  and 
6,000  of  them  are  now  ready  for  shipment. 
The  Gendron  company  runs  its  bicycle  de- 
partment the  year  around. 

J.  H.  Johonnot,  formerly  of  the  firm  of 
Cramer  &  Johonnot,  selling  agents  for  the 
Barnes  bicycles,  in  Buffalo,  N.  Y.,  has 
formed  a  partnership  with  E.  B.  Cassety  and 
will  soon  open  a  store  for  the  sale  of  Olive 
bicycles  in  that  city. 

Charles  H.  Weld  has  been  made  sales 
agent  at  Marshall,  Mich.,  for  Duckworth 
chains,  the  Cycle  Tool  &  Mfg.  Co.'s  expand- 
er, seat-post  cluster  and  one-piece  crank- 
hanger,  and  for  Otto  Konigslow's  line  of  job- 
bing bicycles.  — 

A.  T.  Wilson  of  Denver  was  in  Toledo  last 
week  and  closed  a  contract  with  the  Union 
Mfg.  Co.  for  1,000  Vikings.  He  will  have 
the  exclusive  sale  of  the  Viking  bicycles  in 
Colorado.  _ 

The  Sbelby  Steel  Tutoe  Company  is  putting 
in  position  at  their  Greenville  mill  the  larg- 
est piercers  in  use  in  the  world,  large  enough 
to  pierce  a  billet  5%  inches  in  diameter. 

Charles  Litzky  and  J.  F.  Rivers,  constitu- 
ting Northwestern  Cycle  Co.,  have  secured 
the  agency  for  Columbia  and  Luthy  bicy- 
cles in  Minneapolis  and  St.  Paul. 

E.  P.  Blake  &  Co.,  Boston,  Mass.,  cycle 
dealers,  have  absorbed  the  business  of  H 
Lorentzen   &   Co. 


GAS  LAHP  REQUIREHENTS. 

Mechanical  Features  Needed  and  Results  Host  to 
be  Desired  for  Perfect  Gas  Lamps. 


What  should  be  the  mechanical  construc- 
tion of  the  perfect  gas  lamp?  What  re- 
sults are  desired  in  operating  a  gas  lamp  in 
order  to  earn  the  designation  "a  perfect  gas 
lamp"?  Both  questions  are  asked  by  the 
Frank  E.  Bundy  Lamp  Co.,  and  answered 
by  them  in  the  following  manner: 

It  Is  an  undisputed  fact  that  an  acetylene 
gas  lamp,  of  a  size  suitable  for  bicycles, 
cannot  be  constructed  which  will  admit  of 
the  gas  being  ignited  and  extinguished  In 
the  same  manner  as  an  oil  lajnp,  and  be 
atosolutely  safe.    As  long  as  there  Is  moist- 


ure In  the  receptacle  which  contains  the 
carbide,  gas  will  be  generated,  and,  If  a 
lamp  has  a  valve  to  turn  the  gas  off,  from 
the  moment  the  gas  ceases  to  have  an  exit 
the  pressure  rises,  and  while  the  lamp  might 
be  made  strong  enough  to  withstand  tha 
pressure,  the  results,  when  the.  gas  is  turned 
on  ag-ain,  would  not  be  at  all  satisfactory 
or  safe.  So  an  impossibility  cannot  be  con- 
sidered a  requisite  for  a  perfect  gas  lamp. 
The  following  are  the  ohly  mechanical  ne- 
cessities for  a  perfect  gas  lamp: 

1.  Treatment  of  the  carbide  by  *urnishins 
moisture  through  an  absorbent  and  not  let- 
ting the  water  attack  the  carbide  direct. 

2.  Absolutely  automatic  regulation  of  the 
water,  so  that  under  no  circumstances  will 
any  more  water  or  moisture  be  able  to  at- 
tack the  carbide  than  the  operator  intends 
to  have,  or  than  was  intended  by  the  manu- 
facturer of  the  lamp. 

3.  Simplicity  of  construction  and  opera- 
tion. 

4.  Size  and  weight  consistent  with  the  re- 
sults desired,  particularly  the  amount  of 
light  and  reasonable  minimum  hours  of 
burning. 

5.  No  possible  chance  for  gas  to  escape, 
except  at  the  burner. 

6.  All  parts  interchangeable. 

7.  Handsome  appearance  and  graceful  pro- 
portions. 

8.  Carbide  to  be  used  in  such  a  form  that 
it  may  be  quickly  and  in  a  cleanly  manner 
renewed  In  the  lamp,  and  be  aJbsolutely  im- 
pervious to  moisture  until  placed  in  the 
lamp. 

The  following  are  the  results  which  are 
mostly  to  be  desired,  and  which  should  be 
obtained,  in  operating  a  perfect  gas  lamp: 

1.  A  reasonable  amount  of  light. 

2.  At  least  five  hours  of  burning  at  one 
time. 

3.  The  lamp  may  be  relighted  and  burned 
without  renewing  the  carbide,  if  the  lamp 
has  not  previously  given  the  stated  number 
of  hours'  burning. 

4.  Pure  gas  and  white  light. 

5.  The  lamp  should  not  get  hot  so  as  to 
prevent  handling  with  impunity. 

In  many  gas  lamps  a  needle  point  valve 
allows  the  water  to  pass  directly  to  the 
carbide,  with  no  other  feature  to  control 
the  passage  of  the  water  from  the  water 
chamber  to  the  carbide,  so  that  when,  by  a 
sudden  jar,  the  lamp  is  shaken,  water  is 
precipitated  in  a  large  volume  direct  to  the 
carbide  and  a  large  amount  of  gas  is  gen- 
erated, which  passes  through  the  burner 
with  a  huge  flame  and  smoke,  and  througih 
the  water  chamtier  and  so  out  into  the  air, 
giving  off  the  most  disagreeable  odor,  and 
in  some  instances  the  gas  is  ignited  at  the 
wrong  place,  completely  ruining  the  lamp, 
with  injury  to  the  bicycle. 

The  extent  to  which  acetylene  gas  lamps 
are  being  made  and  used,  and  the  absolute 
worthlessness  of  a  majority  of  them,  really 
calls  for  a  government  license,  an  exami- 
nation before  any  lamp  could  be  placed  on 
the  market,  and  no  lamp  should  be  allowed 
to  be  sold  which  did  not  come  up  to  the 
standard  and  requisites  as  enumerated 
above.  Piracy  is  common  among  gas  lamp 
makers.  This  feature  is  stolen  from  one 
lamp  and  that  feature  from  another,  and  a 
lamp  is  produced  inside  of  a  few  weeks, 
without  any  thought  or  study  as  to  its 
practicability  and  safety. 

The  Bundy  lamp,  produced  after  two  and 
one-half  years  of  experimenting  and  trial, 
is  designed  on  scientific  principles.  The 
ease  and  cleanliness  with  which  it  can  be 
lighted  has  been  remarked  by  everyone  who 
has  examined  it. 

The  carbide  charges,  called  "carblots," 
are  hermetically  sealed  and  absolutely  im- 
pervious to  moisture,  rendering  them  per- 
fectly safe  in  any  house  or  store,  and  there- 
fore not  affecting  insurance.  The  carblots 
are  of  a  very  novel  construction,  whereby 
blotting  paper  is  utilized  in  such  a  form 
that  the  water  never  comes  in  contact  with 
the  cartoide,  but  the  moisture  which  passes 
into  the  blotting  paper  is  absorbed  grad- 
ually by  the  carbide  and  gas  is  generated 
in  an  even  and  constant  manner.  Gas  passes 
from  the  generating  chamber,  through  a 
purifier,  into  the  gas  chamber,  and  is  cooled, 
and  the  gas  burns  with  a  pure  and  white 
flame.  In  no  way  is  it  possible  for  gas  to 
find  an  exit  in  any  place  except  the  burner, 
if  the  carbide  receptacle  is  properly  screwed 
up.  The  Bundy  lamp  can  be  relighted  and 
burned  two,  three  or  four  times  with  the 
same  charge  without  renewing,  if  the  stated 
number  of  hours  have  not  been  burned  out 
previously.  This  is  a  valuable  feature  of 
the  Bundy  lamp.  To  produce  a  certain 
amount  of  light  and  a  certain  number  of 
hours  of  actual  burning  in  an  acetylene  gas 
lamp,  it  is  required  that  the  lamp  should 
be  of  sufficient  size  to  hold  water  and  car- 
bide enough  to  produce  such  volume  of  light 
for  this  number  of  hours.  The  beauty  of 
finish  and  the  graceful  proportions  of  this 
lamp  meet  with  general  recommendation 
and  approval. 

The  Bundy  people  are  the  sole  owners  of 
any  and  all  patent  rights  for  the  use  of  an 
absorbent  in  the  treatment  of  carbide  In 
the  gas  lamp.  Their  factory  in  Elmira,  N. 
Y.,  is  large  and  completely  equii>ped  for  the 
sole  manufacture  of  gas  lamps  of  all  de- 
sei'iptions. 


The  Cycle  Age  and  Trade  Review 


113 


^    %i 


X' 


,<ra 


tijkve  you  reason  to  be  thankful? 

Is  prosperity  discernible  in  your  business  prospects  for  1899? 

Cbe  0du$  Bar 


offers  you  every  opportunity  to' be  thankful— every  opportunity 
to  make  prosperity  come  your  way. 

It  is  the  only  bar  that  will  sell  without  an  argument.  The 
only  bar' the  people  want. 

We  are  teaching  people  everywhere  to  ask  for  the  Claus  —to 
take  no  substitute. 

We  are  telling  them  the  plain,  simple,  truthful  facts  about  our 
bar: — 

That  it  is  the  only  bar  that  can  be  adjusted  without  a  wrench. 

The  only  bar  that  retains  its  width  at  all  adjustments. 

The  only  bar  in  which  all  parts  interlock. 

The  only  bar  with  an  adjustment  that  will  not  wriggle. 

The  only  bar  that  can  be  adjusted  while  you  ride. 

The  only  bar  with  a  guarantee  that  never  expires. 

These  are  the  points  we  are  laying  before  the  people.  Points 
that  will  sell  the  Claus  and  the  wheel  equipped  with  it. 

The  dealer  who  has  decided  to  carry  the  Claus  in  his  sundry 
department  and  to  specify  it  on  his  '99  wheels  has  reason  to  be 
thankful. 

May  we  quote  you  prices? 

e^     tfi^     tfi^ 

tU  eiau$  fiandle  Bar  mH.  €o. 

mnwaatK,  Wis..  U.  $.  H. 


7Ht  C&AneR^WAY- 


Mention   The   Cycle   Age 


114 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


Pacemakers  Against  Horses. 

Philadelphia,  Oct.  21.— While  Major 
Taylor  was  practicing  world's  records  at 
Woodside  Park  last  "Wednesday,  two  of 
his  pacemakers,  Nat  Butler  and  W.  F. 
Sager,  were  at  Point  Breeze  track  trying 
conclusions  with  the  horses.  Nat  rode 
against  Albatross,  the  guideless  pacer,  in 
a  half-mile,  best-two-in-three  match.  The 
horse  won  the  opening  heat  handily. 
Butler,  however,  took  the  next  two  heats, 
and  the  race,  not,  however,  without  a  pro- 
test from  the  owner  of  the  horse,  who  al- 


and the  Union  Velocii)edique  de  France. 
The  latter  quickly  accepted  him  as  a 
member  and  conferred  upon  him  the 
honor  of  "chief  consul  of  the  U.  V.  F. 
for  America." 


Taylor  Challenges  McDuffee. 

Last  Wednesday  Major  Taylor,  through 
his  manager,  Charles  Ward,  issued  a  chal- 
lenge to  Eddie  McDuffee,  former  holder  of 
the  mile  record,  to  meet  him  in  a  mile 
race  against  time,  best  two  m  three, 
either  flying  or  standing  start,  as  McDuf- 


Organizing  Western  Opposition. 

St.  Louis,  Nov.  21.— C.  W.  Mears,  offi- 
cial handicapper  of  Ohio;  George  D. 
Lock,  newly  elected  chief  consul  of  Illi- 
nois, and  the  local  League  workers  were 
in  conference  here  last  Thursday  laying 
plans  for  organizing  western  opposition 
to  the  eastern  League  ticket.  With  these 
three  states  as  a  nucleus,  it  is  hoped  that 
enough  western  divisions  can  be  rallied 
to  the  support  of  the  Pennsylvania  fac- 
tion to  control  the  coming  assembly  and 
elect  a  western  ticket  headed  by  T.   J. 


■  f1AJAH"/riLL  AFICD  TATHlP  TIME. 


D0UPRILLOI1   DfFeATJ  A 
TAMDEH  TC-AM  AT 
2000  nETfP/ 


A  CHALltnCt. 


^     n     ,1     n     n     O      O     ('    '' 


WeJTf  PH  /TATE/ 
OPeAHIZIMCr  TO  OPPOJE 
1..A.W.  EA/TfPH  TlCKtT 


HAT  SUTLfP    DfATJ   A   HOP-/E 


leged  that  Nat  rattled  the  horse  by  con- 
tinually shouting  "whoa!  whoa!"  through- 
out the  second  and  third  heats.  Times  of 
the  heat  were  l:08y2,  1:08  and  1:16  re- 
spectively. Sager  was  not  so  successful 
in  his  one-mile  venture  against  Lena  N., 
whose  driver  kept  the  mare  going  'till 
the  cycler  was  almost  distanced,  the  race 
going  to  the  horse  in  straight  heats.  The 
track  was  too  rough  for  fast  work  on  a 
bicycle.  Times  of  the  two  heats  were 
2:20  and  2:20%. 


Honors  Conferred  on  Banker. 

George  Banker,  the  world's  mile 
champion,  who  has  been  in  France  since 
last  July,  and  who  expects  to  remain  in 
Europe  until  the  end  of  next  year,  re- 
cently sent  In  his  applications  for  mem- 
bership  in  the  Touring  Club  of  France 


fee  may  elect,  the  time  in  each  instance 
to  determine  the  winner,  the  3ontest  to  be 
decided  on  the  same  track  on  the  same 
day  and  directly  following  one  another, 
the  toss  of  a  coin  to  determine  the  pre- 
cedence. Taylor  states  that  not  only  will 
he  personally  wager  $1,000  on  the  side 
that  he  will  win,  but  that  his  pacemakers 
will  make  up  a  similar  sum  between  them 
to  bet  with  McDuffee's  pacemakers  the 
same  way. 


A  women's  six-day  indoor  race  opened 
in  Chicago  last  Monday,  the  contestants 
riding  two  hours  nightly.  The  principal 
attraction  is  Lisette,  the  French  rider, 
who  has  ridden  more  than  twenty-nine 
miles  in  the  hour,  and  with  a  liberal  han- 
dicap defeated  Jimmy  Michael  in  Europe, 
two  or  three  years  ago. 


Keenan,     first    vice-president      of      the 
League. 

Bourrillon  and  Champion  Win. 

At  Agen,  France,  November  6,  Bourril- 
lon won  the  2,000-meter  final  heat  of  a 
scratch  race  in  4:20,  with  Guignard  sec- 
ond, Dangla  third,  and  Soibud  fourth. 
He  also  won  a  match  race  against  a  tan- 
dem team,  himself  riding  singly  and  pass- 
ing the  multiplet  only  by  a  hard  effort  in 
the  home  stretch.  Champion  won  a  fifty- 
kilometer  match  race  from  Bertin  in 
1:01:00,  finishing  eleven  laps  ahead  of  his 
opponent.  Champion  was  motor  paced, 
while  Bertin  had  two  triplets  and  two 
quadruplets. 

Huret  Wants  to  Meet  Elkes. 

Constant  Huret,  who  recently  broke  a 
number  of  long-distance  world's  records 


The  Cycle  Age  and  Trade  Review 


115 


s 


B 


"The  proof  of  the  pudding  is  in 
the  eating." 


THE 


ORIENT  CHAINLESS 


FITTED  WITH  SAGER  GEARS 


HOLDS  5IX  WORLD'S  RECORDS 


AMONG  WHICH  IS  THE  MILE  IN  1:311 
Does  this  prove  anything? 


If  you  see  the  proof  better  take  on  the 
ORIENT. 

If  you  don't  see  it  better  write  us  at 
once  and  we'll  show  you  the 
proof 


Waltham  Mfg.  Co. 


WALTHAM,  MASS 


m 


One  riodel 
35,000  of  them 


HIGH  GRADE 
LOW  PRICES 


^  jt  ji  WILL  BE  OUR  PRODUCT  FOR  1899 


NEW  FEATURES 

3-inch  drop  to  hanger,  flat  cranks — two  piece,  Star  sprocket,  ball  retainers,  felt 

washers,  thumb-screw  chain  adjuster,  H.  &  A,  perfect 

fitting  chain,  tool  steel  cones. 


They  stand  comparison 
They  are  attractive 
They  are  easy  running 
They  are  durable 
They  are  quick  sellers 
They  are  money  makers 


JOBBERS — Write  us  for  prices,  you  can't  resist 
^  J-  ^  our  values. 


THE  SOUDAN  HFO.  CO, 

488  Carroll  Ave.,  Chicago,  111. 


^V>y!f^V>^>^V5^iif^^^^>^^45i^^^^^^^^^^^^^!?^^^^^V>^^5i^^^i^ 


UG 


The  Cycle  Age  and  Trade  Review 


in  France,  including  the  fifty  and  100- 
mile  records,  paced  by  motor  tandems, 
fitted  witli  wind  shields,  wants  to  come 
to  the  United  States  to  meet  Harry  Bikes, 
and  other  long-distance  riders.  He  is 
under  the  management  of  R.  Pognon, 
who  managed  Lesna's  trip  here  in  '97. 
Huret  thinks  $5,000  and  expenses  would 
be  sufficient  inducement  to  bring  him 
here,  but  would  no  doubc  come  for  much 
less.'  He  believes  he  can  surpass  Cor- 
dang's  record  of  616  miles  in  twenty-four 
hours.  

TAYLOR'S  RECORD  BREAKING  ENDS 

After  Placing  the  Mile  Figures  at  1:314-5  Hajor 
Quits— Pleased  with  His  Slate. 

Philadelphia,  Nov.  21.— The  world's 
mile  record  was  lowered  another  fifth 
of  a  second  last  Wednesday  by  Major 
Taylor,  who  gave  a  really  marvelous  ex- 
hibition of  riding  and  astounded  the 
hundreds  of  spectators  and  the  posted 
officials  by  his  unpaced  runs  to  close 
large  gaps  left  by  his  pace.  He  had 
to  ride  twenty-five  yards  unpaced  to 
make  the  first  pickup,  and  fully  seventy- 
five  yards  unpaced  to  make  the  second 
pickup,  yet  he  finished  strong  in  1:31  4-5. 
He  was  paced  by  the  Crooks,  Henshaw 
and  Callahan  quint  teams. 

In  the  dressing  room,  after  the  ride, 
he  complained  of  severe  pains  in  the 
thighs  and  across  the  hips,  and  said 
that  he  had  never  felt  the  effects  of  his 
exertions  before  in  that  way.  They  soon 
passed  away,  however,  and  he  went  for 
the  three-quarters  mark  again. 

The  pickup  was  well'  made  in  this  case 
by  the  Henshaw  team,  and  the  Major 
finished  strong  a  fifth  of  a  second  inside 
of  record  in  a  fine  burst  of  speed  at  the 
finish.    His  time  was  1:08  2-5. 

Rain  came  Thursday,  and  continued 
to  the  close  of  the  week,  putting  an  end 
to  the  record  breaking.  Taylor  was  not 
sorry,  for  he  was  about  ready  to  quit  any- 
way, the  strain  of  his  last  mile  trial  hav- 
ing left  its  effects.  Thursday  night  J. 
H.  Sager  gave  a  banquet  to  the  Phila- 
delphia press  men,  and  displayed  the  div- 
ing gear  whose  speed  qualities  Taylor 
has    so    successfully    demonstrated. 

Saturday  the  pacing  teams  were  paid 
off  and  the  great  record  camp   brought 
to  an  end.    During  its  four  weeks  the  ex- 
pense to  the  Sager  Gear  Co.  has  of  course 
been  heavy,  but  really  nothing  as  com- 
pared to  the  expense  which  other  makers 
went  to  years  ago  to  attain  smaller  re- 
sults.    There  was  no  expense  for  months 
of    preparation,    and    two    weeks    served 
to  clean  up  the  record  slate  in  most  ex- 
cellent style,  only  the  two  -  thirds  -  mile 
record  being  missed  in  the  list  from  the 
quarter  -mile  to  the  two  miles  inclusive. 
With  the   temperature  close   to   freezing 
point    in    most    of    the    attempts,   only 
two  failures  were  made,  and  Taylor  was 
never  once   shaken   from   his   pace,   and 
no  matter  how  ragged  the  pickups  might 
be,  he  closed  again  and  again  gaps  which 
would  have    been    impossible    to    other 
record  breakers.    Taylor  says  that  with 
his  chainless  gear  it  was   impossible  to 
lose  the  pace  as  he  found  the  action  so 
positive  no  jerks  of  the  pacing  machines 
could  drop  him.    He  used  a  twenty-four 
pound  wheel  geared  to  114.  He  also  had 
a   twenty-pound    machine   but   found   no 
use  for  it. 

Taylor  now  holds  the  following 
records: 

Taylor's  Prev. 
Distance—  Time.   Record.       Holder. 

Quarter-mile :22  2-5      :22  4-5    E.  Taylore 

Third-mile :29  4-5      :30  3-5    E.  Taylore 

Half-mile  :45  1-5      : 45  1-5    E.  Taylore 

One  kilometer  .   ...   :57  3-5      :58  4-5    E.  Taylore 
Three-quar.  mile  ..1:08  2-5    1:10       J.S.Johnson 

One  mile 1:314-5    1:32  3-5    E.  Taylore 

Two  miles  3:13  3-5    3:212-5    E.  Taylore 

On  the  straightaway  of  the  Nashville, 
Tenn.,  mile  track,  in  October  '96,  John 
S.  Johnson  placed  the  quarter,  third  and 


half-mile  figures  at  :  20  2-5,  :  27  4-5  and 
:  44  1-5  respectively,  but  these  were  never 
accepted  by  the  L.  A.  W.  racing  board. 


BOUHOURS  MAKES  RECORDS 


Without  Wind  Shields  the  French  Favorite  Lowers 
Palmer's  lOO-Kilometer  Time— Other  Records. 


Paris,  Nov.  8. — ^Paced  by  three  electric 
tandems,  and  without  the  aid  of  wind- 
shields, Bouhours  yesterday  broke  Pal- 
mer's 100  -  kilometer  world's  record  of 
1:59:47  1-5  by  2:28  on  the  Paris  track, 
but  did  not  lower  Huret's  record  of 
1:54:24  2-5,  made  October  15  with  the  aid 
of  wind-shields.  This  last  record  is  not 
officially  recognized,  but  probably  will  be 
regarded  as  a  world's  record  classified  as 
"wind-shield"  record. 

Bouhours  broke  also  the  80  and  90-kilo- 
meter and  the  50  and  60-mile  records,  and 
continued,  after  covering  the  100  kilo- 
meters, for  the  two-hour  record,  which  he 
lowered  by  1,826  meters.  His  new  records 
are  as  follows: 

Bouhour's    Previous 
Kilom.  Time.         Record. 

SO    1:32:57  1-5    1:33:33  1-5    Bouhours 

90   1:44:38  4-5    1:47:0:5  1-5    Palmer 

100    1:57:19  1-5    1:59:47  1-5    Palmer 

Miles. 

50   1:33:29:03     1:34:45:04     Palmer 

60     1:52:55:03     1:55:20:00     Palmer 

Hours. 

1  52  kil.  16  m.    55  kil.  831  m.    Elkes 

2  102  kil.  15  m.  100  kil.  189  m.    Palmer 


Chase  Challenges  Eikes. 

Arthur  Chase,  the  English  long  dis- 
tance crack,  has  issued  a  challenge  to 
Harry  Elkes,  holder  of  the  hour  record, 
to  meet  him  in  an  hour  race  with  un- 
limited pace  for  the  best  purse  that  can 
be  secured,  and  a  side  bet  for  $500.  He 
wants  the  race  to  come  off  as  soon  as 
possible,  and  if  Elkes  cannot  accept,  he 
offers  to  ride  against  Tom  Linton. 


NEWS  IN  BRIEF. 

Smith  Fowler's  quest  for  racingr  men  to  in- 
vade the  Bermudas  and  Cuba  this  winter  is 
not  likely  to  be  successful,  as  the  racirg 
men  have  promise  of  eight  large  meets  in 
New  Orleans  and  others  southwest,  which 
will  bring  them  into  California,  where  a  cir- 
cuit of  a  score  or  more  meets  had  been  ar- 
ranged for  this  fall.  Racing  in  Bermuda  is 
largely  an  uncertainty,  while  California 
proved  a  good  field  for  the  circuit  chasers. 

Major  Taylor  says  he  has  an  older  brother 
living  in  Indianapolis  who  can  beat  him  at 
any  point  in  the  racing  game,  but  who  is 
too  indolent  and  enjoys  pleasure  too  much 
to  go  into  training.  If  Major  can  induce 
him  to  ride  next  season  he  wants  to  match 
him  against  Michael's  brother  or  Gardiner's 
brother,  or  against  any  other  racing  man, 
he  says. 

Ohieif  Consul  Rotier,  of  the  Wisconsin  di- 
vision Li.  a.  W.,  has  tendered  his  resigna- 
tion to  President  Potter,  to  take  effect  De- 
cember 1,  when  his  term  expires,  and  has 
recommended  Frank  P.  Van  Valkenburgh 
for  appointment  to  the  position.  There  will 
be  no  division  election  this  fall,  and  the  old 
officers  hold  over  for  another  year. 

It  is  said  that  Earl  Kiser  does  not  like  the 
stage.  He  is  constantly  afraid  that  Bald 
will  toe  taken  sick,  in  which  case  he  would 
have  to  speak  the  star's  lines.  Kiser  says 
that  he  has  quite  enough  to  say  now,  al- 
though it  is  but  one  line  and  he  has  a  hard 
time  remembering  that,  owing  to  stage 
fright. 

The  first  state  sidepath  convention  was 
held  in  Rochester,  N.  Y.,  November  12,  and 
discussed  bills  'o  be  presented  to  the  legis- 
lature fixing  bicycle  license  fees  at  from  50 
cents  to  SI  and  creating  sidepath  commis- 
sions to  supervise  the  construction  and  care 
of  the  paths. 

The  Kansas  division  election  of  officers  in 
the  League  has  closed,  with  the  following 
result:  Chief  consul,  James  B.  Doncyson, 
Topeka;  vice-consul,  H.  E.  Best,  Council 
Grove;  secretary-treasurer,  A.  E.  Hickerson 
Topeka;  representative,  O.  K.  Leigh,  Hutch- 
inson. 

Washington.  Nov.  20.— At  the  annual  elec- 
tion of  the  local  division  L.  A.  W.,  the  fol- 
lowing officers  were  elected:  Chief  consul  J 
W.    Somerville;    vice-consul,    J.    D.    Frazee* 


secretary-treasurer,  Charles  E.  Wood;  for 
representatives  to  the  annual  meeting,  J.  S. 
Jones,  A.  Girouard  and  Wm.  T.  Robertson. 
Mr.  Somerville,  wiho  succeeds  Wm.  T.  Rob- 
ertson as  chief  consul,  is  one  of  the  most 
prominent  and  influential  ibusiness  men  in 
this  city. 

Edward  Kragness  lowered  the  fifty-mile 
standard  road  record  to  2:13:29  on  November 
13,  on  the  San  Francisco  and  San  Leandro 
course.  The  figures  will  hardly  be  accepted 
by  the  Century  Road  Club,  however,  as  they 
were  made  on  Sunday. 

Floyd  McFarland  has  met  with  success  on 
the  Pacific  .slope  in  arranging  a  circuit  for 
the  A.  R.  C.  U.,  which  wUl  start  the  sea- 
son's work  in  '99.  With  Sunday  racing 
promised  them,  Californians  are  working  to 
aid  him  in  every  way. 

The  racing  season  in  Paris  having  closed, 
Tom  Linton,  Bouhours  and  Champion  will 
pay  especial  attention  to  record  breaking. 
Bouhours  says  he  intends  to  hold  all  records 
from  one  to  100  kilometers,  including  the 
hour  record. 

Michael  expects  to  bring  his  younger 
brother  to  America  when  he  returns,  and 
will  enter  him  in  middle  distance  races. 


MISCELLANEOUS. 

AdTertisements  under  this  head  S  cents  per  word  first 
insertion,  S  cents  per  word  each  insertion  thereafter.  Oash 
with  order.  Express  orders,  postofflce  orders,  or  stamps 
received. 


FOR  SAIiE 


FOR.  SAIV^— Two  Vim  vulcanizers  and  two  M.  & 
W.  tire  cement  kettles;  will  sell  cheap.  E.  H.  Bru- 
NELLE,  Troy,  N.  Y. 

IF  YOU  WANT  the  bes-t  bicycle  stand  or  holder 
made,  send  to  us  for  circular  and  prices.  Hubbjbll 
Bros  ,  Kelly  Corners,  N.  Y. 

MAKS  your  own  Tire  Fluid— Five  formulas 
for  fifty  cents.  Costs  80c.  per  gallon.  Dan  Anthony, 
San  Antonio,  Tex.  3 

FOR  Siil>K— Bicycle  Chain  Plant;  In  use  two 
seasons;  capacity,  200  chains  per  day;  Gas  Generators, 
Sprocket  Miller,Hub  Machinery.  Wheel  Truing  Stands 
and  other  bicycle  machinery;  owners  retiring  from 
business.  For  particulars  and  prices,  address  The 
MooBE  Cycle  Fittings  Co., Harrison  (Newark),N.  J.* 


IXT  ANTED 


WANTED— Pacific  Coast  traveler  desires  position 
with  bicycle  house  placing  an  encies  this  winter.  Ad- 
dress Logan  Cycle  Co.,  HoUister  Cal. 

Additional  Miscellaneous  Advertisements  on 
Page  118. 


THE  FIRST 


EXPANDERS 


were  made 
in  '94  by 

WEBB 

but  they 
wcte  not  put 
on  the 

MARKET 

untl 
satisfactory. 


Beware  of  Infringement. 

Buy  the  Genuinet  It's  Just  as  Cheap. 


The  Sanf ord  &  Follow  Co. 

235  LAKE  ST.,  CHICAGO. 


The  Cycle  Age  and  Trade  Review 


mm^. 


^r^ 


Barnes  Bicycks 


-■^r») 


-••^i^ 


117 


A  HAPPY  lot  of  people  are  Barnes'  agents  who  have   seen 
the   new   line   for  1899.     They   say  that  the  wheels  talk. 
Well,  that  is  what  you  want,  for  it  will  increase  your  sales 
but  not  your  expenses.     ^^^^ 

The  Barnes  Special  and  Superba  at  $50.00  are  surely  a  pair 
that  cannot  be  improved  at  the  price.  Our  traveling  salesmen 
are  now  out,  and  if  you  can't  wait  for  them  write  us  for  particu- 
lars of  our  entire  line. 

Advance  Catalogue  will  be  ready  in  a  short  time  and  our 
regular  Annual  Catalogue  about  January  1st. 


Cbe  Barnes  Cycle  Co.,  Syracuse,  li,  V» 


Mention  The  Cycle  Age 


|^^.^,^>.^-..^M^,.«^^^^.^,.--^-w..-,-.-..-.  -^-..... 


QUALITY  MAINTAINED 


•Buiu  like-awato*" 


1899  Models 
Ready^  ^  ^ 

Mannesmann  Tubing 

Flush  Joints 
Low  Hanger 
Large  Sprockets 


•eUItl  LIKtAWATCH-* 


Roadsters,  -  $50.00 
Chainless,  -  75.00 
Tandems,   -      75.00 


Correspondence  Invited  from 
Energetic  Agents  ^  ^  ^  ^ 


SEND  FOR 
J899ICATALOGUES 


Sterling  Cycle  Works,  s  Kenosha,  Wis. 


'■fHfi>ii*wf  Fpyptfipiipuflimi 


'WM"l'W'iM 


118 


The  Cycle  Age  and  Trade  Review 


"WA.NTBD — Position;  twelve  years  with  bicycle 
firm  who  are  going  out  of  buisness.  Address.  M.  A.  C, 
care  Cycle  Age. 

■WANTED— Palesman  to  carry  a  special  bicycle 
saddle  on  commission  as  a  side  line.  This  saddle  will 
be  extensively  advertised  and  is  an  easv  seller.  Wm. 
B.  EiLEY  &  Co.,  324  Market  St.,  Philadelphia,  Pa. 

■WANTED— Position  as  foreman  of  assembling 
room:  ten  years'  experience;  be.^t  references.  Address, 
ASSEMBLING,  Care  cycle  Age. 

WANTED- Agents  throuehout  the  United  States 
and  Europe  to  seil  the  Best  Double  Roller  Chain  on 
the  marif t ;  large  commission ;  every  chain  war- 
ranted. THE.ffiTNA  Hardware  Co.,  Unionville,  Con- 
necticut. * 


WANTED — Fnot-power  screw  cutting  lathe;  must 
be  in  perfect  condition  and  cheap.  A.  H.  Seadale, 
1856  'Washington  Ave.,  New  York. 

■WANTED— Repair  shop  outfit  and  stock  wheels; 
write  us  full  what  you  have  to  offer.  K,  care  Cycle 
Age,  Chicago. 

■WANTED— Bicycle  to  exchange  for  a  Union  cash 
register,  total  adder.  Address  Wm.  Grah,  2  W.  Broad 
St.,  Columbus,  O. 

TWO  GBNTI/EMEN,  leaving  about  Jan.  1  by 
wheel  from  Chicago  to  Florida  and  rtturn,  are  open 
to  do  advertising  en  route.     S.  P.  A.,  care  Cycle  Age. 

THE  AD^VERTISEK.  is  in  the  market  for  100,- 
000  pairs  '99  pedals.    Address  S,  care  Cycle  Age. 


in  price,  not  in  quality.  We  manufacture  hubs 
only  and  for  that  reason  make  them  cheap.  Our 
prices  will  be  a  genuine  surprise  to  you.  The 
clo=e  buyer  wins.  Our  hub  is  of  such  handsome 
design  it  can  be  substituted  for  the  hub  for  which 
you  are  paying  twice  the  cost  of  ours.  If  you 
don't  believe  it  write  for  sample  and  quotation. 
We  guarantee  them  to  last  as  long  as  the  wheel 
and  can  make  deliveries.  Look  out  for  THAT 
point  this  year.  Tandem,  single  and  two-sprocket  hubs,  drilled  (28-32)  (32-36),  7,  8,  9, 10,  11,  12-tooth  sprocket,  M 
or  3  16  thick,  any  chain  line  desired.  STEWART  BROTHERS  CO.,  250  W.  Lake  Street,  CHICAGO. 


HUBS  CHEAP 


^A    Tt^^ltlls        and  others  who  are  look- 
ing for  a  profitable  art- 
IdVlUrCr^   01         icie  to  manufacture  for 
Cycle  Sundries  the  season  of    1899  will 
be  sent  a  free  sample,  postpaid,  on  applica- 

The  Cycle  Age 


tion  to 


'D.lB.' 


nail  us  your  Subscription. 


MANSON  THREE-CROWN 

1899  models,  with  30-lnch  wheels  and  eccen- 
tric hanger,  are  leady  for  delivery.  Send 
for  catalogue.    Address 

Manson  Cycle  Co.,  158-155  W.Jackson  Bd.,  Chicago 

Mention  The  Cycle  Age 


"White 
Scorcher" 


1899  Model 
30=inch  Wheels 


STRIPPED  WHEELS. 

Sizes  frames  22  and  23-inch  full  flush  joint,  handsomely  decorated  two-piece 

hanger $11.50 

With  Fauber  hanger 13.00 

30-inch  stripped  ('99)  wheels,  4-inch  drop 20.00 

F.  5,  WATERS  CO.,  155  W.  Washington  St.,  Chicago. 

Mention  Tihe  Cycle  Age 


I  Am  Pleased... 


to  announce  that  nearly  all  of  the 
large  jobbers  have  closed  arrange- 
ments for  handling  thejt^ji^ 

Sprokette 
Chaifl  Washer 

It  will  be  vigorously  pushed  by 
these  Jobbers,  and  Dealers  every-  . 
where  can  purchase  them  through 
their  customary  trade  channels. 

Walter  Luther  Dodge, 

97  Clark  Street,    -    CHICAGO,  ILL. 


The  Detachable  Tire... 

is  the  most  practically  repaired  and  con- 
sequently the  most  satisfactory  tire^^^ 


MADE  AND  SOLD  TO  THE  TRADE  DIRECT  BY 


Indianapolis  Rubber  Co, 

INDIANAPOLIS,  INDIANA. 


ti^ 


STOCKTON  MAINUFACTURIING  CO.  Newark,  in.  j. 


MANUFACTURERS  OF  THE 


F.  A.  HASTINGS  &  CO.,  159  take  St.,  CHICAGO, 
Western  Representatives. 


Gem  and  Leader  Hubs 
Gem  Pedals 

otanl  ^  ^  ^ 
Detachable  Chains 

INEW  YORK  SALESPOOMS,  107  CHAMBERS  STREET. 


The  Of  cue  Age 

And  Trade  review 


Vol,  XXII— No   5. 


CHICAGO,  DECEMBER  1,  1898 


New  Series  No.  54. 


BOARD  OF  TRADE  DIES  HARD 


STOCKHOLDERS  TO  HEET  AGAIN 


Two=Thirds   of    All    the   Stock    is    Re= 

quired  to  Wind  Up  the 

Corporation. 


New  York  City,  Nov.  28.— "What  little 
life  is  yet  left  in  the  National  Cycle 
Board  of  Trade  will  in  all  likelihood  be 
pelted  out  of  it  on  December  20,  at  which 
time  the  stockholders  will  again  meet  to 
complete  the  work  of  dissolving  the  cor- 
poration. At  the  stockholders'  meeting 
held  in  this  city  on  November  17,  it  will 
be  remembered,  the  opinion  was  ex- 
pressed that  the  Board  "should  be  forth- 
with dissolved."  The  directors,  taking 
this  as  their  cue,  spent  a  brief  hour  in 
ratifying  the  action  of  the  stockholders. 
When  next  the  stockholders  meet  it  will 
be  moved  that  the  Board  "is  herewith 
dissolved." 

Then  all  will  be  over  but  the  shout- 
ing. 

Instructing  the  Pallbearers. 

The  call  for  the  second  meeting  of  the 
stockholders  has  already  been  issued.  It 
was  accompanied  by  the  following  whip, 
the  issuance  of  which  was  made  neces- 
sar  in  order  to  make  sure  of  a  two-thirds 
representation  of  all  the  stock: 

As  the  National  Board  of  Trade  of  Cycle 
Manufacturers  exists  as  a  corporation  under 
the  laws  of  the  state  of  New  York,  its  disso- 
lution can  only  be  effected  by  compliance 
with  the  statutes  which  are  very  explicit  in 
regard  to  a  two-thirds  representation  at  the 
meeting  of  which  the  enclosed  notice  is  a 
warning. 

It  is,  of  course,  desirable  that  you  should 
attend  in  person,  but,  in  the  event  of  your 
inability  to  attend,  it  is  sincerely  hoped  that 
you  will  execute  the  enclosed  power  of  at- 
torney at  as  early  a  date  as  possible  and 
notify  the  secretary  to  whom  you  have  exe- 
cuted the  power  of  attorney,  so  that  we  may 
be  sure  of  having  a  full  representation  at 
the  meeting. 

Permit  me  to  suggest  that  any  one  of  the 
thirteen  directors— provided  that  you  are 
sure  that  the  one  selected  will  be  present- 
will  take  pleasure  in  acting  In  that  capacity 
for  you;  or,  if  you  deem  it  advisable,  it  will 
be  entirely  satisfactory  if  you  will  execute 
it,  leaving  blank  the  name  of  attorney, 
which  can  be  filled  in  upon  the  date  of  the 
meeting,  so  that  one  of  those  present  may 
act  for  you  and  we  may  thereby  be  insured 
the  vote  of  your   stock. 

It  is  absolutely  necessary  to  have  ack- 
nowledgment of  power  of  attorney  made 
before  an  officer  who  has  power  to  acknowl- 
edge deeds— a  notary  public  or  licensed  offi- 
cer Where  there  is  a  New  York  commis- 
sioner it  is  suggested  that  your  acknowl- 
edgment be  made  before  him. 

George  Hammann, 
Secretary. 

No  corporation  was  ever  helped  out  of 
the  world  with  more  punctilious  regard 
for  ceremony.  Such  solicitation  for  the 
safe  conduct  of  this  dark  enterprise  is 
no  mean  indication  of  what  might  have 
happened  had  the  Board  elected  to  make 
full  use  of  its  opportunities  while  it  was 
conscious  of  its  power. 

Although  it  has  been  freely  asserted 
that  out  of  the  ashes  of  the  Board  there 


would  arise  an  association  of  bicycle  mak- 
ers, which  would  legislate  upon  such  sub- 
jects as  were  of  importance  to  them 
alone — such,  for  example,  as  the  guaran- 
tee and  options — yet  there  are  no  signs 
at  present  visible  which  justify  the  hope 
that  an  early  realization  of  such  a  hope 
will  >  take  place.  Analysis  of  the  condi- 
tion of  mind  and  feeling  of  bicycle  mak- 
ers discloses  the  shocking  fact  that  the 
requisites  for  an  enduring  association  of 
such  people  are  not  in  evidence.  There 
is  similarity  of  interests,  but  not  equality 
of  niterests.  The  large  houses  are  fat- 
uous in  the  belief  that  they  will  crush  or 
absorb  their  small  competitors,  while  the 
latter  with  undiminished  zeal  set  to  work 
to  grow  great  and  flourishing.  With 
these  warring  sentiments  in  mind,  it  is 
absurd  to  entertain  the  belief  that  an  or- 
ganization could  be  founded  which  would 
exert  much  greater  power  for  good  than 
is  to  the  credit  of  the  corporation  which 
is  now  being  hurried  to  its  grave.  Still 
it  is  not  improbable  that  an  association 
of  bicycle  makers  may  be  formed,  with 
no  large  aims,  which  in  conjunction  with 
other  trade  organizations  will  shape  mi- 
nor affairs  which  threaten  injury  to  the 
trade  at  large. 


Tube  Makers  in  Trouble. 

Tube  manufacturers  in  England  are 
disturbed.  A  formal  demand  for  an  in- 
crease of  wages  has  been  presented  in 
two  or  three  places  in  the  midlands.  It 
is  reported  on  fairly  good  authority  that 
one  of  the  large  concerns  will  have  great 
difficulty  in  paying  dividends  on  its 
shares.  Pressure  has  been  put  upon  many 
buyers  to  complete  their  contracts  during 
the  past  few  months  by  one  of  the  largest 
makers.  The  wisdom  of  the  step  has 
been  questioned.  It  is  now  rumored  that 
the  company  has  been  required  to  pay  up 
a  heavy  amount  to  a  German  factory  for 
goods  ordered  but  not  accepted.  The 
amount  involved  is  said  to  be  $60,000. 
There  is  a  large  shipment  of  tubing  in 
the  New  York  custom  house.  It  has 
been  there  two  years.  Lately  the  owners 
have  tried  to  induce  the  authorities  to 
pass  it  at  a  reduced  rate  on  account  of 
the  drop  in  prices,  but  without  avail. 


CONTENTS. 


New  Bankruptcy  Act  Rules    - 
Nine  Months'  Cycle  Exports 
Rebate  on  African  Imports     - 
Editorial  -       -        =        . 

No  Use  for  Cycle  Shows 
The  English  Shows     - 
Unused  Fork  Crowns 
Recent  Patents     =       =       - 
Piper  &  Tinker  Wagon 
Growth  of  Our  Export  Trade 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

120 
121 
121 
123 
126 
128 
130 
132 
134 
136 
138 
144 


PATENT  COMMISSION'S  REPORT 


PUBLIC    HEARINGS    ARE    ENDED 

Caveats   May   be  Abolished  -  Patent  and 

Trade  Mark  Fees  May  be 

Reduced. 


Washington,  Nov.  25. — The  commission 
to  revise  and  amend  the  patent  and 
trademark  laws  of  the  United  States  has 
concluded  its  public  hearings,  and  is  now 
at  work  formulating  a  report  on  the  mat- 
ters considered  and  discussed  at  its  sev- 
eral sessions.  Among  the  matters  that 
will  be  elaborated  upon  is  the  subject  of 
international  registration  of  trademarks. 

Caveats  Afford  no  Protection. 

The  sentiment  in  favor  of  abolishing 
caveats  is  strong,  but  it  is  not  thought 
that  the  commission  will  recommend  such 
a  change.  The  United  States  statutes  pro- 
vide that  an  inventor,  who  is  working  to 
reduce  his  invention  to  practice,  may  ob- 
tain a  provisional  protection  by  filing  in 
the  patent  office  a  drawing  and  descrip-' 
tion  of  his  alleged  invention.  The  scope 
of  the  protection  afforded  by  such  filing 
has  always  been  a  matter  of  dispute.  It 
is  held  by  some  to  afford  the  inventor  no 
protection  whatever,  because  it  only  en- 
titled him  to  notice  of  the  subsequent  fil- 
ing of  another  caveat,  or  of  an  application 
for  a  patent  upon  a  similar  invention,  and 
it  is  argued  that  ithe  same  purpose  can  be 
accomplished  by  the  subsequent  filing  of 
an  application  and  giving  opportunity  to 
both  persons  claiming  to  be  the  original 
inventor  to  establish  priority  of  inven- 
tion. The  statute  does  not  extend  the 
privilege  of  filing  caveats  to  citizens  of 
other  countries  which  are  members  of  the 
international  union.  The  question  wheth- 
er this  right  should  be  extended  to  for- 
eigners will  be  touched  upon  by  the  com- 
mission in  its  report. 

Regarding  Interference  Proceedings. 

Among  the  questions  that  will  be  dis- 
cussed in  the  report  is  one  in  reference  to 
interference  proceedings.  Under  the  pre- 
vailing rules  a  foreign  inventor,  who  is 
contesting  for  priority  of  invention,  is 
only  permitted  to  carry  back  the  date  of 
his  invention  to  the  time  of  publication 
of  his  patent  in  a  foreign  country,  while 
to  the  United  States  inventor  is  extended 
the  privilege  of  establishing  the  date  of 
reduction  of  the  invention  to  practice, 
which  is  always  earlier  than  the  date  of 
filing  or  issuance  of  the  patent. 

Trade  Mark  Fees  are  too  High. 

Another  important  matter  that  will  be 
touched  upon  in  the  report  is  a  proposi- 
tion involving  the  reduction  of  the  fees 
required  upon  the  filing  of  an  application 
for  registration  of  a  trademark  in  the 
United  States.  The  present  fee  is  $25, 
payable  at  the  time  the  application  is 
made,  and  in  case  the  registration  sought 


120 


The  Cycle  Age  and  Trade  Review 


Is  refused  because  of  conflict  with  prior 
existing  registered  marks,  the  applicant 
loses  his  fee.  As  the  labor  connected 
with  the  examination  and  registration  of 
trademarks  is  slight,  it  is  contended  that 
the  fee  should  be  reduced. 

Patent  Fees  Hay  be  Reduced. 

Many  arguments  have  been  presented  to 
the  commission  relative  to  a  reduction  in 
the  fees  demanded  for  the  granting  of  a 
patent.  The  present  fees  amount  to  $35, 
made  up  of  a  first  government  fee  of  $15, 
and  a  final  government  fee  of  $20.  It  is 
contended  by  inventors  and  patent  attor- 
neys that  the  first  and  final  government 
fees  should  be  placed  at  $10  each,  and  the 
income  of  the  patent  office  would  still 
be  sufficient  to  meet  all  its  expenses.  The 
oificials  of  the  patent  office,  however,  do 
not  look  with  favor  upon  any  proposition 
looking  to  a  reduction  of  the  present  fees. 
They  argue  that  the  fees  now  charged  in 
the  United  States  are  less  than  those  of 
any  other  country. 

Separate  Patent  Court  Needed. 

The  Patent  Law  Association  of  this 
city  has  made  a  compilation  of  the  bills 
pending  in  congress  affecting  the  patent 
laws,  together  with  the  views  of  the  asso- 
ciation thereon,  and  found  that  every- 
where there  was  an  agreemeuit  upon  these 
three  points: 

1.  The  necessity  of  carefully  studying 
out  some  plan  to  put  into  the  best  shape 
the  mass  of  material  piled  up  in  the 
United  States  patent  office,  so  that  a 
thorough  search  might  be  made  by  the 
examining  corps,  by  attorneys  making 
validity  searches,  and  by  the  public  gen- 
erally in  search  of  information. 

2.  That  there  are  now  too  many  appeals 
in  contested  cases  in  the  patent  office. 

3.  That  the  present  arrangement  of  cir- 
cuit courts  of  appeals  as  courts  of  final 
resort  is  a  failure  in  the  patent  system, 
and  that  one  final  court  is  wanted  whose 
rulings  will  cover  territory  co-extensive 
with  the  grant. 

For  some  time  the  association  has  been 
peculiarly  impressed  by  the  necessity  of 
making  a  firm  stand  against  the  constant 
tinkering  with  the  patent  system  by 
means  of  ill-considered  bills.  At  this 
time  it  is  the  judgment  of  nearly  all  pat- 
ent lawyers  that  some  provision  must  be 
made  to  establish  a  final  court  in  patent 
causes.  Some  desire  a  separate  patent 
court — the  majority,  in  fact,  seem  to  fa- 
vor that — while  others  would  restore  jur- 
isdiction to  the  Supreme  Court  of  the 
United  States  on  the  ground  that  there 
should  not  be  a  final  count  other  than  the 
Supreme  Court  for  a  special  branch  of 
law.      '  

Installment  Payments  Bother  Agents. 

Buffalo,  Nov.  28.— This  is  the  hardest 
period  of  the  year  for  dealers  who  sell  on 
the  installment  plan.  After  the  riding 
season  closes  buyers  who  bought  on  this 
plan,  and  still  owe  balances,  forget  the 
obligations,  and  as  a  consequence  agents 
have  great  diflSculty  in  making  collec- 
tions. In  this  connection  the  records  of 
the  police  court  recently  furnished  a 
curious  instance  of  the  needy  condition  of 
many  buyers.  A  man  was  robbed  of  his 
week's  salary  while  he  slept  in  his  apart- 
ments. The  police  accused  the  man's  wife 
and  she  confessed,  explaining  that  she 
was  being  pressed  for  payment  of  her  bi- 
cycle and  took  this  means  of  getting  the 
money.  _  ^ 

Space  at  the  1900  Paris  Show. 

The  space  allotted  during  the  great 
Paris  exhibition  of  1900  to  the  French  ex- 
hibitors in  the  cycle  section  has  been  in- 
creased to  a  much  larger  area  than  was 
obtainable  at  the  lately-pulled-down  Pa- 
lais de  rindustrie,  where  the  annual  na- 
tional cycle  show  was  formerly  held.  The 
price  of  space  will  be  $4  per  yard,  with 
participation  in  the  profits,  if  any,  by  the 
exhibitors. 


NEW  BANKRUPTCY  ACT   RULES 


APPROVED  BY  SUPREHE  COURT 


All    Proceedings    Heretofore    Taken 
Conformity  to  Act  of  1867  Will 
be  Upheld. 


in 


The  United  States  Supreme  Court  has 
announced  the  new  bankruptcy  rules 
which  it  was  authorized  to  frame  and 
promulgate  under  the  national  bankrupt- 
cy act  of  July  1,  1898.  They  will  take  ef- 
fect on  January  2,  1899,  and  all  proceed- 
ings heretofore  taken  substantially  in 
conformity  with  the  act  and  to  the  regu- 
lations of  1867  as  far  as  practicable  will 
be  upheld. 

Proceedings  Delayed  for  Rules. 

Notwithstanding  the  new  bankruptcy 
law  has  been  in  force  over  three  months 
the  courts  in  eight  districts  declined  to 
proceed  with  the  reference  and  adjudica- 
tion of  the  petitions  for  the  reason  that 
the  Supreme  Court  had  not  promulgated 
the  rules,  forms  and  orders  required  by 
the  act.  In  all  other  cases  the  courts 
have  proceeded  and  adjudicated  petition- 
ers bankrupt  or  have  referred  the  cases 
to  the  referees  for  action.  Since  the  law 
took  effect  1,700  petitions  in  voluntary 
bankruptcy  have  been  filed.  Singularly, 
the  districts  of  Delaware,  eastern  Penn- 
sylvania, Southern  Georgia,  Nevada,  New 
Mexico,  western  Virginia  and  Wyoming 
show  that  no  persons  therein  have  ap- 
plied to  be  adjudged  bankrupt.  As  the 
involuntary  feature  of  the  law  which  per- 
mits creditors  to  have  their  debtor  adju- 
dicated a  bankrupt  did  not  take  effect 
until  November  1,  it  has  been  impossible 
to  obtain  any  data  with  reference  to  the 
operation  of  this  provision. 

Summary  of  Principal  Rules. 

Rule  13  allows  either  the  judge  or  the  ref- 
eree to  pass  upon  a  trustee  appointed  by 
creditors,  but  allows  his  removal  by  the 
judge  only. 

Rule  14  forbids  the  appointment  of  trus- 
tees  by  the  courts. 

Rule  15  renders  it  allowable  to  dispense 
with  trustees  in  cases  where  there  are  no 
assets. 

Rule  16  provides  for  the  immediate  notifi- 
cation to  the  referee  of  his  acceptance. 

The  duties  of  trustees  are  outlined  by  rule 
17.  One  of  these  requires  him  to  prepare  a 
complete  inventory  of  all  the  bankrupt's 
property  coming  into  his  possession. 

The  regulations  for  the  sale  of  property 
made  by  rule  18  provide  that  all  sales  shall 
be  made  by  public  auction  unless  otherwise 
ordered    by   the    court. 

Upon  petition  by  a  bankrupt,  creditor,  re- 
ceiver, or  trustee,  setting  forth  that  apart 
or  the  whole  of  an  estate  is  perishable  and 
that  there  will  be  loss  if  the  same  is  not 
sold  immediately  the  court  may  order  the 
same  to  be  sold,  with  or  without  notice  to 
the  creditors,  and  the  proceeds  to  be  de- 
posited in  court. 

As  to  Proof  of  Debts. 

Rule  21  relates  to  the  proof  of  debts.  The 
first  provision  under  this  heading  is  as  fol- 
lows: "Depositions  to  prove  claims  against 
a  bankrupt's  estate  shall  be  correctly  en- 
titled in  the  court  and  in  the  cause.  When 
made  to  prove  a  debt  due  to  a  partnership 
it  must  appear  on  oath  that  the  deponent 
is  a  member  of  the  partnership;  when  made 
by  an  agent,  the  reason  the  deposition  is 
not  made  by  the  claimant  in  person  must 
be  stated;  and  when  made  to  prove  a  debt 
due  to  a  corporation,  the  deposition  shall 
be  made  by  the  treasurer  or,  if  the  corpor- 
ation has  no  treasurer,  by  the  officer  whose 
duties  most  nearly  correspond  to  those  of 
a  treasurer.  Depositions  to  prove  debts  ex- 
isting in  open  account  shall  state  when  the 
debt  became  or  will  become  due;  and  if  it 
consists  of  items  maturing  at  different  dates, 
the  average  due  date  shall  be  stated,  In  de- 
fault of  which  it  shall  not  be  necessary  to 
compute  interest  upon  it.  All  such  deposi- 
tions shall  contain  an  averment  that  no 
note  has  been  received  for  such  account  or 
any  judgment  rendered  thereon.  Proofs  of 
debt  received  by  any  trustee  shall  be  de- 
livered to  the  referee  to  whom  the  cause  is 
referred." 

Rule  22  relates  to  the  taking  of  testimony 
and  is  as  follows:  "The  examination  of 
witnesses  before  the  referee  may  be  con- 
ducted by  the  party  in  person  or  by  his 
counsel  or  attorney,  and  the  witnesses  shall 
be  subject  to  examination  and  cross-exam- 
ination. A  deposition  taken  upon  an  exam- 
ination before  a  referee  shall  be  taken 
down   in  writing  by  him,   or  under  his   di- 


rection, in  the  form  of  narrative,  unless  he 
determines  that  the  examination  shall  be 
by  question  and  answer.  When  completed 
it  shall  be  read  to  the  witness  and  signed 
by  him  in  the  presence  of  the  referee.  The 
referee  shall  note  upon  the  deposition  any 
question  objected  to,  with  his  decision  there- 
on; and  the  court  shall  have  power  to  deal 
with  the  costs  of  incompetent,  immaterial, 
or  irrelevant  depositions,  or  parts  of  them, 
as   may  be  just." 

Under  the  head  of  "Conduct  of  Proceed- 
ings," rule  4,  it  is  provided  that  "proceed- 
ings may  be  conducted  by  the  bankrupt  in 
person  in  his  own  behalf,  or  by  a  petition- 
ing or  opposing  creditor,  but  a  creditor  will 
only  be  allowed  to  manage  before  the  court 
his  individual  interest.  Every  party  may 
appear  and  conduct  the  proceedings  by  at- 
torney, who  shall  be  an  attorney  or  coun- 
selor authorized  to  practice  in  the  Circuit 
or  District  Court.  Notices  and  orders  not 
required  to  be  served  on  the  party  person- 
ally  may   be   served   upon   his   attorney." 

Rule  6,  relating  to  petitions  in  different 
districts,  says:  "In  case  two  or  more  peti- 
tions shall  be  filed  against  the  same  indi- 
vidual in  different  districts,  the  first  hearing- 
shall  be  had  in  the  district  in  which  the 
debtor  has  his  domicile,  and  the  petition 
may  be  amended  by  inserting  an  allega- 
tion of  an  act  of  bankruptcy  committed  at 
an  earlier  date  than  that  first  alleged,  if 
such  earlier  act  is  charged  in  either  of  the 
other  petitions;  and  in  case  of  two  or  more 
petitions  against  the  same  partnership  in 
different  courts,  each  having  jurisdiction 
over  the  case,  the  petition  first  filed  shall 
be  first  heard,  and  may  be  amended  by  the 
insertion  of  an  allegation  of  an  earlier  act 
of  bankruptcy  than  that  first,  if  such  earlier 
act  is  charged  in  either  of  the  other  peti- 
tions; and,  in  either  case,  the  proceedings 
upon  the  other  petitions  may  be  staid  until 
adjudication  is  made  upon  the  petition  first 
heard;  and  the  court  which  makes  the  first 
adjudication  of  bankruptcy  shall  retain 
jurisdiction  over  all  proceedings  therein 
until    closed." 

In  Matters  of  Priority. 

In  the  matter  of  prioritj'  and  in  cases 
where  two  or  more  petitions  are  filed  by 
creditors  against  a  common  debtor  alleging 
separate  acts  of  bankruptcy  on  different 
days,  it  is  provided  by  rule  7  that  preference 
shall  be  given  to  the  petition  alleging  the 
earliest  act  of  bankruptcy.  In  case  all  the 
petitions  name  the  same  day  for  the  act 
the   cases  are  to  b.e  consolidated. 

Rule  8  provides  that  any  member  of  a 
partnership  who  refuses  to  join  in  a  peti- 
tion to  have  the  partnership  declared  bank- 
rupt shall  be  entitled  to  resist  the  prayer 
of  the  petition  in  the  same  manner  as  if 
the  petition  had  been  filed  by  a  creditor  of 
the  partnership  and  to  make  all  defenses 
which  any  debtor  proceeded  against  is  en- 
titled  to   take  by  the  provisions  of  the  act. 

Rule  9  provides  that  in  all  cases  of  in- 
voluntary bankruptcy  in  which  the  bank- 
rupt is  absent  or  cannot  be  found  it  is  made 
the  duty  of  the  petitioning  creditor  to  file, 
within  five  days  a  schedule  giving  the 
names  and  places  of  residence  of  all  the 
creditors  of  the  bankrupt  according  to  his 
best  information.  If  the  debtor  is  found 
the  petitioner  may  apply  for  an  attachment 
against   the    debtor   to    furnish    a   schedule. 

Question  of  Redemption. 

Rule  28  permits  the  filing  of  petitions  for 
redemption  of  property  whenever  "it  may 
be  deemed  for  the  benefit  of  the  estate  of 
a  bankrupt  to  redeem  and  discharge  any 
mortgage,  or  other  pledge  or  deposit  or  lien 
upon  any  property,  real  or  personal,  or  to 
relieve  said  property  from  any  conditional 
contract,  and  to  tender  performance  of  the 
conditions  thereof,  or  to  conipound  and  set- 
tle any  debts  or  other  claims  due  or  be- 
longing to  the  estate  of  the  bankrupt." 
Hearings  in  such  cases  are  provided  for, 
notice  to  be  sent  to  all  persons  interested, 
in  order  that  they  may  appear  and  show 
cause  why  such  order  should  not  be  issued. 

Rule  29  relates  to  keeping  of  accounts 
concerning  money  deposited,  and  rule  30  to 
the  imprisonment  of  debtors.  The  latter 
rule  is  as  follows:  "If,  at  the  time  of  pre- 
ferring his  petition,  the  debtor  shall  be  im- 
prisoned, the  court  upon  application  may 
order  him  to  be  produced  upon  habeas 
corpus  by  the  jailer  or  any  officer  in  whose 
custody  he  may  be  before  the  referee,  for 
the  purpose  of  testifying  in  any  matter  re- 
lating to  his  bankruptcy.  The  court  may 
upon  like  application  discharge  him  from 
such  imprisonment.  If  the  petitioner  dur- 
ing the  pendency  of  the  proceedings  in 
bankruptcy  be  arrested  or  imprisoned  upon 
process  in  any  civil  action,  the  District  Court 
upon  his  application  may  issue  a  writ  of 
habeas  corpus  to  bring  him  before  the  court 
to  ascertain  whether  such  process  has  been 
issued  for  the  collection  of  any  claim  prov- 
able in  bankruptcy,  and  if  so  provable  he 
shall  be  discharged ;  if  not,  he  shall  be  re- 
manded to  the  custody  in  which  he  may 
lawfully  be."      

Voluntary  gifts  when  the  donor  is  ac- 
tually insolvent,  and  when  the  necessary 
consequence  of  his  acts  is  to  hinder  or 
defraud  his  creditors  are  conclusively 
fraudulent. 


The  Cycle  Age  and  Trade  Review 


121 


NINE  MONTHS'  CYCLE  EXPORTS 


SLIGHT    DECREASE    IS    VISIBLE 


Tables  Showing  Official  Returns  for  Sep= 

tember  and  Nine  flonths  of  the 

Present  Year. 


Exports  of  bicycles  and  bicycle  mate- 
rial from  the  port  of  New  York  for  the 
week  ending  November  22,  are  recorded 
as  follows: 

Bicycles. 

Austria   Hungary    

Switzerland    

Holland     

France    

England   

Russia   and   Finland    

Spain   

Denmark   

Norway  and  Sweden  13,553 

Scotland   

Italy 

Germany   

Australia   

New  Zealand  

Newfoundland   

Mexico  

U.  S.  of  Colombia 

British  E.  Indies   


2,137 

1,173 

4,726 

608 

134",ii6 


Dutch  E.  Indies 
British  W.   Indies 
Honduras 
Guiana  .   . 


British 
British 
Brazil 
Cuba    . 


50 
7,366 
1,336 
3,190 
40 
449 
170 
700 
224 
464 


Mat'l. 

$     224 

1,500 

3,715 

1,823 

4,639 

50 

60 

6,873 

380 

40 

1,395 

6.522 

592 

250 


696 

2,116 

289 


211 
195 

51 
865 

10 
133 

54 


Totals 
Exports 


$163,397    $29,590 
for   the  week 


from    England 

ending  November  12  were  as  follows,  the 
figures  for  bicycles  and  materials  being 
combined: 

Adelaide  $   890 

Albany    100 

Antwerp    100 

Bangkok  90 

Bombay   4,010 

Boulogne    215 

Brisbane   250 

Calcutta    2,720 

Cape  Town 8,160 

""  "   "    "  630 

75 

125 

6,795 

310 

290 

570 

95 

160 

ISO 

50 

3,520 


Christchurch 

Cologne   

Demerara  

Durban    

East  London 

Flushing    

Fremantle   . . . 

Gibraltar    

Hamburg  

Hong   Kong    , 
Inverscargill 
Kurrachee  ... 

Madras    1,365 

Malaya    HO 

Malta    240 

Melbourne    14,580 

Oporto    200 

Penang    75 

Perth    500 

Port    Elizabeth    835 

Rangoon    370 

St.    Petersburg    2,000 

Singapore   475 

Sydney    1,460 

Wananue   80 

WelUngton    150 


Total    $51,825 

American  Exports  for  September. 

Governmental  returns  on  the  exports 
of  cycles,  parts  and  accessories  for  the 
month  of  September  (1898,  1897  and  1896 
compared)  are  as  follows: 


United  Kingdom  .. 

France  

Germany 

Other   Europe    

British  America  . . 
Central    America.. 

Mexico   

Santo  Domingo  ... 

Cuba   

Puerto  Rico  

Other  W.   Indies... 

Argentina  

Brazil    

Colombia 

Other  S.  America. 

China  

Brit.   East  Indies.. 

Hong  Kong 

Japan   

Australia  

Other  Asia  

Africa  

Other  countries  . . . 


1896. 

$105,714 

4,107 

17,233 

24,834 

12,822 

5,446 

5,821 

195 

184 

566 

4,749 

3,715 

1,204 

3,028 

6,962 

1,557 

.     4,512 


4,322 

83,343 

2,129 

3,735 


1897. 

1898. 

$  68,914 

$  36,533 

3,974 

4,638 

49,497 

64,180 

20,196 

35,262 

16,001 

11,837 

466 

585 

4,648 

5,735 

102 

593 

61 

522 

124 

5,600 

2,819 

6,314 

8,579 

6,833 

5,879 

1,788 

503 

4,334 

2,142 

2,868 

3,510 

5,860 

11,988 

180 

8,912 

12,918 

24,510 

22,011 

6,238 

6,937 

15,915 

16,967 

60 

Totals 


$296,178       $254,325       $253,208 


nine  months  ending  with  September 
(1898,  1897  and  1896  compared)  are  as 
follows: 


REBATE  ON  AFRICAN  IMPORTS 


1896. 
United  Kingdom  .  .$1,020,971 

France  113,760 

Germany 204,739 

Other  Europe  336,961 

British   America. . .  504,945 

Central    America..  49,235 

Mexico  37,687 

Santo  Domingo   ...  478 

Cuba   4,681 

Puerto   Rico    7,884 

Other  W.  Indies...  28,984 

Argentina  13,988 

Brazil   16,840 

Colombia  16,948 

Other    S.  America.  27,576 

China 7,413 

Brit.   East  Indias..  8,342 

Hong  Kong 

Japan   

Australia 

Other  Asia  

Africa  

Other  countries 


1897. 


1898. 


34,334 

262,911 

26,533 

20,628 


$1,908,880 

$1,547,833 

239,643 

459,887 

1,119,848 

1,381,503 

996,603 

852,175 

688,037 

553,511 

18,708 

5,554 

56,112 

50,951 

3,722 

598 

6,959 

3,406 

3,104 

1,354 

102,690 

56,667 

36,124 

79,031 

23,453 

82,040 

15,730 

6,893 

46,659 

34,518 

16,423 

18,337 

21,179 

105,868 

5,621 

6,436 

58,421 

106,503 

372,030 

175,264 

52,576 

161,270 

107,197 

134,414 

607 

1,699 

Totals  $2,745,438    $5,900,326    $5,725,712 

British  Exports  for  Eight  Months. 

British  cycle  exports  for  the  years  of 
1896  and  1897  and  eight  months  of  the 
current  year  are  shown  in  the  following 
table: 

1896. 

January    $   624,535 

February    701,125 

March   891,885 

April    786,335 

May    798,765 

June   772,285 

July    716,755 

August   650,140 

September    683,560 

October    893,320 

November    720,600 

December   1,060,555 


1897. 

1898. 

$  762,820  $ 

480,465 

688,195 

474,225 

855,830 

482,245 

698,085 

522,340 

697,950 

434,700 

583,050 

371,275 

566,850 

383,450 

483,165 

287,835 

430,460 

497,845 

446,610 

444,785 

Totals   $9,304,860    $7,155,645    $3,436,535 


Worcester  Co.  Mortgage  Suit  Decided. 

The  foreclosure  suit  of  the  Central 
Trust  company  of  New  York  against  the 
Worcester  Cycle  Mfg.  company,  of  Mid- 
dletown,  Conn.,  under  a  mortgage  of 
$500,000,  which  has  been  pending  for  sev- 
eral months,  was  heard  in  the  United 
States  circuit  court  at  New  Haven  last 
Thursday.  In  the  decision  handed  down 
the  judge  declared  that  the  mortgage  in- 
debtedness was  not  sufficiently  proved 
and  that  the  mortgage  held  by  the  trust 
company  against  the  bicycle  company's 
Middletown  plant  was  invalid.  The  argu- 
ments on  both  sides' were  based  on  techni- 
calities. The  report  of  the  receiver, 
Frank  S.  Smith,  on  the  condition  of  the 
property  and  as  to  the  rights  of  the  trus- 
tee, Charles  G.  Goodrich,  was  presented 
the  same  day. 

Seelcing  Location  in  Peoria. 

W.  D.  Smith,  of  the  W.  D.  Smith  Cycle 
Company  of  Denver,  which  during  the 
past  fall  manufactured  and  sold  a  number 
of  chainless  bicycles  driven  by  levers, 
has  been  in  Peoria,  111.,  recently  with 
J.  B.  Miller,  of  Peoria,  who  is  superin- 
tendent of  the  Denver  factory,  exhibit- 
ing his  machine  and  endeavoring  to  in- 
terest Peoria  capitalists  in  its  manufac- 
ture. The  intention  is  to  move  the  Den- 
ver factory  to  Peoria  and  effect  some  sort 
of  a  consolidation  with  the  Rouse-Hazard 
plant,  manufacturing  both  the  chain- 
driven  and  lever  machines.  Whether  this 
can  be  done  or  not  depends  much  upon 
the  disposition  that  is  made  of  the  latter 
plant  by  the  banks,  which  bought  it  in 
at  sheriff's  sale  October  24.  If  such  a 
plan  is  carried  out  it  will  require  that 
about  $50,000  capital  stock  be  taken  by 
Peoria  capitalists,  of  which  amount  one 
leading  citizen  has  declared  himself  wil- 
ling to  take  half.  The  promoters  hope 
to  close  the  deal  soon  and  start  a  fac- 
tory with  from  300  to  400  employes. 


Governmental   returns  on   the   exports 
of  cycles,  parts  and  accessories  for  the 


The  bicycle  dealers  of  the  City  of  Mex- 
ico are  reported  to  be  preparing  to  make 
a  joint  purchase  of  the  Piedad  bicycle 
track,  for  the  purpose  of  promoting  an- 
nual and  quarterly  race  meets. 


EXPORT     TRADE      ENCOURAGED 


Shippers  Sending  Goods  Through  Cape 

Colony   Will  Get  Rebate  of 

Three  Per  Cent. 


The  government  of  the  colony  of  the 
Cape  of  Good  Hope  has  reduced  the  re- 
bate on  imported  goods  passing  through 
the  colony  to  the  inland  states  from  5  per 
cent  to  3  per  cent.  This  reduction  applies 
to  the  South  African  Republic,  Orange 
Free  State,  and  Rhodesia,  and  marks  an 
important  departure.  The  colony  transit 
rate  has  by  this  act  been  brought  down 
to  the  level  of  the  Delagoa  and  Beira 
rates,  in  Portuguese  territory,  and  when 
Natal  has  followed  suit,  which  will  be 
soon,  it  will  insure  uniformity  of  the 
transit  rate  throughout  South  Africa. 
The  reduction,  it  is  stated,  means  a  pres- 
ent of  between  $250,000  to  $300,000  per  an- 
num to  the  importers  of  Johannesburg 
alone. 

America  Benefits  by  Freight  Rates. 

The  increase  that  is  taking  place  in 
the  volume  of  American  exports  to  Africa 
is  causing  no  little  concern  abroad.  At 
the  same  time  it  is  causing  no  little  satis- 
faction among  shippers  here,  especially 
as  the  intense  rivalry  among  the  three 
regular  African  steamship  lines — and  the 
consequent  low  rates  for  freight — prom- 
ises to  continue.  It  is  estimated  that 
freight  rates  from  the  United  States  aver- 
age about  15  per  cent  lower  to  South 
African  ports  than  from  London,  the  Brit- 
ish lines  working  under  a  pool  arrange- 
ment by  which  rates  are  maintained.  Con- 
sequently where  market  conditions  are 
about  equal  America  is  getting  the  pref- 
erence. Furthermore,  as  cheap  freight 
rates  are  now  open  to  all,  shipping  to 
Africa  is  now  much  more  general  than 
formerly  and  is  not  confined  to  the  few 
commission  houses  that  formerly  had  ab- 
solute control  of  the  African  business. 
Growth  of  African  Trade. 

The  interest  of  the  cycle  industry  in 
African  markets  is  best  shown  by  refer- 
ence to  the  statistics  which  are  available 
for  eight  months'  trading  during  the  pres- 
ent year,  which  amounted  in  value  to 
$117,447,  as  compared  with  $91,282  for  the 
same  period  in  1897  and  $16,893  for  1896. 
During  the  month  of  August  last  the 
value  of  the  cycle  exports  to  African  mar- 
kets amounted  to  $16,015,  as  compared 
with  $14,056  for  August  of  1897  and  $8,665 
for  the  same  month  in  1896. 

Exports  of  general  American  merchan- 
dise to  Africa  are  increasing  with  aston- 
ishing rapidity,  and  would  of  late  have 
been  much  greater  were  it  not  that  our 
trade  with  Madagascar  has  virtually 
ceased  since  the  French  took  possession. 


Parts  Making  Plant  to  be  Sold. 

Buffalo,  Nov.  28.— The  Supreme  Court 
handed  down  a  decision  last  week  with 
reference  to  the  disposition  of  the 
Spaulding  Machine  Screw  Co.'s  plant, 
which  is  in  the  hands  of  a  receiver,  and 
the  referee  will  sell  the  entire  plant  un- 
der the  foreclosure  of  a  second  mortgage 
for  $52,000  held  by  John  R.  Keim,  of  New 
York  City,  for  money  advanced  to  conduct 
the  business.  The  sale  is  set  down  for 
December  8  and  will  be  subject  to  a  first 
mortgage  indebtedness  of  about  $18,000. 


German  Agents  Under  Suspicion. 

Exporters  of  bicycles  in  Europe  are  be- 
ing publicly  warned  not  to  reply  to  appli- 
cations for  cycles  from  a  German  firm  of 
bad  repute,  Josef  Amrhein,  of  Wuerz- 
burg,  or  Heinrich  Schelbert,  of  the  same 
town.  Proceedings  have  been  commenced 
against  them  for  fraudulently  issuing 
forged  bills. 


122  The  Cycle  Age  and  Trade  Review 


'£^,2£S?.^MS?>il£S^ii£S^^l£S^2i£X2££^^^^ 


1% 


% 


Jobbing  Bicycles 


^ot.jtNO  OLD  STOCK.    EVERY  MODEL  NEW. 
TALKING  POINTS  THAT  HELP  YOU  SELL. 

For  the  rgqutrements  of  1899  trade  we  shall  build  three 
distinct  lines  of  complete  bicycles^  embodying  all  features 
of  value  known  in  up  to  date  construction.  ^  j»  ^  ^  ^ 


We  Are  Ready  Now 


to  show^  you  our  samples  and  to  figure  on  your  supply ^ 
either  in  complete  or  stripped  bicycles.  SNELL  Hubs» 
Handlebars^  Forgings»  Pedals^  etc..  are  standard.  Our 
long  experience  and  immense  facilities  enable  us  to  ^wz 
you  the  best  of  servxe  and  guarantee  you  quality  at 
/^  the  right  prices.     Your  inquiries  will  receive  our  prompt 

attention.  .56  ^,^^,^,^^^^jibjijt^^^jt, 


^  m  Trade  i 


n 


^ 


Snell  Cycle  Fittings  Company, 

TOLEDO,  OHIO. 


^2sirv2s^rv2s^^25^rv25^ri25^^25ir^^ 


Mention  The  Cycle  Age 


The  Cycle  Age  and  Trade  Review 


123 


The  CfCLE  Age 

AND  TRADE   REVIEW 

Entered  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  OflBces,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries,  86.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 

Copyrighted,  1898.    All  rights  reserved. 


Unless    his    carefully    laid    plans    miscarry, 
ENORMOUS        Frank   W.    Sanger  will   clear   up    $70,000   or 
PROFITS  more   by  conducting   a   cycle   show   in   New 

ON  SHOWS        York   city  next   January.     One  would   never 
guess  at  this  by  reading  the  following  para- 
graph from  his  circular  to  the  trade: 

Realizing  that  the  cost  of  sraee  to  the  exhibitor  should  be  reduced  to  as  low  a 
price  as  possible,  the  management  have  made  such  co't  at  prires  ranging  from  825 
to  8125  the  dimensions  remaining  the  same.  This  charge  includes  platforms  and 
iron  uprights  for  signs,  and  is  a  reduction  of  one-half  from  the  charges  made  in  the 
last  show. 

Here  are  some  calculations  made  from  the  chart  of  the  show, 
which  indicate  the  extent  of  Sanger's  generosity: 

69  spaces  at  $125  each $  8,625 

102  spaces  at   100  each 10,200 

9  spaces  at     75  each 675 

41  spaces  at    50  each 2,050 

25  spaces  at    25  each  625 

Total  of  Rentals        832,175 

Now  there  were  about  100,000  tickets  sold  at  the  last  cycle 
show  held  in  Madison  Square  Garden,  and  they  were  worth  50 
cents  apiece.  Granting  that  the  forthcoming  exhibition  will  be 
as  successful  in  point  of  attendance  as  the  previous  one — to  deny 
the  probability  of  this  would  be  fatal  to  the  project — Sanger 
will  be  enriched  by  $50,000  more.  To  this  add  a  modest  $5,000 
for  pickings,  such  as  installing  electric  lights,  bar  privileges, 
leasing  furniture  to  exhibitors,  and  so  forth. 

Deduct  $2,200  for  railings  and  $2,430  for  platforms — they  are 
to  be  free  to  exhibitors — valuations  which  are  obtained  by  refer- 
ring to  the  contract  prices  on  these  articles  at  the  time  of  the 
Coliseum  show  held  in  Chicago.  Also  deduct  $10,000  for  adver- 
tising expenses,  music,  electric  light,  heat,  rent — not  $1,000  a 
night,  though,  for  Sanger  is  leasing  the  building  this  time,  not 
renting  it,  and  its  price  is  undoubtedly  made  moderate,  as  it 
often  is,  to  suit  a  special  need — and  then  strike  a  balance: 

RECEIPTS 

Rentals ' $32,175 

GateReceipts 50,000 

Pickings 5,000        $87,175 

EXPENDITURES 

Railings 8  2,430 

Pla'form 2,200 

Rent,  etc lO.OOn        814,630 

Profit  872,545 

With  the  prospect  of  a  large  profit,  even  before  the  doors 
of  the  exhibition  are  open,  it  is  little  wonder  that  Sanger  can, 
with  composure,  say  to  the  trade: 

Nothing  whatever  will  be  spared  to  make  the  forthcoming  exhibition  as  signal 
and  distinguished  a  success  as  those  heretofore  given. 

The  whole  subject  is  referred  to  the  trade  with  power  to 
object. 

Think  what   he   may   about   the    merit    and 
FRAMES  saleability  of  bicycles  with  thirty-inch  wheels, 

OF  DOUBLE       no    manufacturer    probably    feels    absolutely 
DESirN  certain  of  the  quantity  of  this  class  of  ma- 

chines that  he  can  sell.  It  is  not  precluded 
that  the  demand  for  them,  after  having  been  nursed  up  to  a 
certain  point,  may  suffer  a  sudden  decline.    The  first  set-back 


has  already  come  in  the  form  of  record  breaking  performances 
on  chainless  machines  of  two  different  types,  and  it  is,  at  best, 
doubtful  if  troubles  of  other  kinds  will  not  arise  after  the  riding 
season  shall  have  opened.  Manufacturers,  in  that  case,  would 
not  like  to  find  themselves  caught  with  a  large  number  of 
frames  on  hand,  for  which  they  could  find  no  sale.  Neither  can 
they  consider  it  desirable  to  delay  manufacture  until  definite 
orders  shall  have  been  received.  To  do  so  is  almost  out  of  ques- 
tion under  the  present  trade  conditions,  when  prompt  deliveries 
constitute  an  indispensible  feature  of  success. 

A  frame  construction  which  would  be  applicable  to  twenty- 
eight-inch  wheels  as  well  as  to  the  larger  size  would,  under 
these  circumstances,  seem  to  be  desirable  for  safe  trading.  Ex- 
treme drop  of  the  hanger  and  extreme  shortness  of  the  head  are 
the  uncompromising  features  of  the  thirty-inch  wheel  frames 
which  allow  no  latitude  in  this  respect,  and  which  it  seems  that 
the  prudent  manufacturer  should  avoid  incorporating  in  his 
production.  If  he  could  limit  the  drop  to  two  and  quarter 
inches,  and  raise  the  top  bar  one  inch  at  the  front  end,  his  risk 
would  be  much  reduced,  and  he  would  be  enabled  to  proceed  with 
manufacture  at  an  even,  economical  pace  and  without  too  great 
anxiety  about  the  possible  fluctuations  in  the  public's  demands. 
By  specifying  "stirrup"  pedals,  "swinging"  pedals,  or  "jointed 
cranks"  for  his  thirty-inch  model,  the  necessity  for  excessive 
drop  might  be  obviated,  and  lengthening  of  the  head  to  give 
the  top  bar  a  one-inch  tilt  adds  at  all  events  a  desirable  element 
of  strength  and  durability,  which  will  be  mo^e  appreciated  by 
the  public  next  year  than  it  is  now. 

A  frame  of  this  design,  when  used  with  twenty-eight-inch 
wheels,  would,  of  course,  show  a  horizontal  top  bar  and  a  two 
and  three-quarter-inch  drop  of  the  hanger.  The  rear  forks 
would  appear  somewhat  longer  than  necessary,  but  even  this 
might  be  avoided  by  giving  a  greater  range  to  the  chain  adjust- 
ment device.  A  hub  construction  providing  for  "removable" 
axles  would  make  it  easily  possible  to  increase  the  range  of 
chain  adjustment  to  three  inches  by  permitting  the  closing  of 
the  axle  slots  at  both  ends. 

By  the  customary  arrangements  with  chain  makers  for 
return  of  odds  and  ends  of  chains,  loss  on  chain  stock  is  readily 
minimized,  and  pedals,  front  forks  and  wheels  would  represent 
the  only  material,  in  regard  to  the  purchase  or  making  of  which 
special  caution  would  have  to  be  observed. 

Ordinarily  it  is  doubtless  a  poor  policy  to  straddle  an  issue 
and  to  build  convertible  machines  of  any  kind,  but  in  the  case 
of  the  thirty-inch  wheel  fad  the  risks  are  many  and  the  induce- 
ments are  few,  and  a  little  safeguarding  of  the  manufacturing 
interests  would  seem  to  be  appropriate,  for  it  may  be  assumed 
that  dealers  will  not  and  cannot  share  any  of  the  manufacturer's 
risks,  but  will  give  their  orders  in  a  highly  conservative  manner. 


The  reduction  in  the  list  prices  of  chainless 
ALLAYING         bicycles  by,  so  generous  a  margin  as  $50  will 
BUYFRS'  ^^^  ^Q  element  of  minor  diflBculty  to  the  rela- 

PREJUDICE  tions  between  retailers  and  captious  custom- 
ers. To  a  very  large  class  of  people  a  lower- 
ing of  price  lists  has  every  appearance  of  forced  acknowledg- 
•  ment  of  former  prices  having  been  inflated  to  the  point  of  un- 
reasonably high  profits,  and  they  look  upon  a  voluntary  reduc- 
tion, no 'matter  how  great,  as  still  leaving  the  former  conditions 
existing,  only  a  smaller  scale.  Experience  has  shown  that  when 
the  attitude  of  such  persons  toward  any  product  is  of  this  un- 
reasoned nature,  it  is  not  changed  by  the  reduction,  but  is  only 
transferred  along  with  and  pitched  against  the  lowered  price  list. 
The  plain  fact  of  greatly  lessened  cost  to  the  buyer  fails  of  appre- 
ciation, being  placed  in  the  shadow  of  the  cherished  and  nurtured 
grudge  against  lists  that  have  been  withdrawn.  In  such  cases, 
when  a  purchase  has  been  fully  decided  upon,  the  funds  and  the 
contentions  of  the  customer  are  arrayed  against  the  article  and 
its  salesman  as  mercilessly  as  if  the  place  of  dealing  were  an 
auction  house  instead  of  a  regular  store  conducted  on  recognized 
business  principles;  and,  if  vacillating  is  allowed,  the  price 
finally  paid  is  apt  to  be  determined  by  the  force  and  effect  of  the 
counter  resistance. 

With  customers  whose  common  practice  it  is  to  browbeat  the 
seller  into  making  concessions,  explanation  and  argument  are 


124 


The  Cycle  Age  and  Trade  Review 


usually  alike  unprofitable;  but  there  are  instances  where  refer- 
ence may  be  made  to  cycle  trade  conditions  in  a  way  and  man- 
ner to   satisfy   reasonable   inquiries,   to  gain   friends   and   help 
sales.     The  first  requisite  to  entrance  upon  such  grounds  is,  of 
course,  a  thorough  knowledge  of  one's  subject.     The  next  may 
well  be  that  quality  of  open  fairness  of  mind,  allied  with  per- 
sonal  earnestness,  which,   founded  upon   the   first   requisite   of 
knowledge,  insures  respect,  even  if  it  does  not  carry  conviction. 
The  reasonable  inquiry  as  to  the  $50  reduction  in  chainless 
list  prices  for  1899  is  not  so  diflacult  to  answer  in  a  logical  and 
satisfying  sort  of  -way  as  may  appear  on  the  surface.     The  fol- 
lowing outline  might  supply  the  framework  for  such  an  answer: 
High  prices  are  the  natural  and  normal  accompaniment  of  a  new 
device,  or  the  introduction  of  some  striking  novelty  in  connec- 
tion with  an  older  one.    In  no  other  way  could  the  expense  of 
its  production  on  a  limited  scale  be  safely  met.    The  whole  his- 
tory of  mechanical  improvement  bears  corroborative  evidence  on 
this  point.    The  conditions  which  go  to  make  lower  prices  come 
into  being  only  with  the  progress  of  a  new  device  toward  popu- 
larity and  permanence,  the  former  assuring  ample  support  for 
its  production  on  a  generous  scale,  and  the  latter  eliminating 
the  factor  of  costly  change.    At  the  beginning,  also,  high  prices 
are  of  positive  value  to  buyers,  taken  as  a  whole.    They  act  as 
a  brake  upon  the  tendency  to  adopt  a  new  invention  to  the  extent 
of  departing  from  well-tried  principles  and  making  an  unman- 
ageable fad  of  the  newer  one.     During  this  interval  the  experi- 
ments and  conclusions  of  the  laboratory  and  the  factory  are  sup- 
plemented by  those   of  the   public,   arrived  at  by  independent' 
means,  on  a  scale,  though  limited,  sufficient  to  add  the  testimony 
of  experience  from  impartial  outside  sources.     At  first  the  ex- 
pense of  bringing  out  and  sustaining  the  device  rests  upon  the 
makers  and  a  few  who  are  willing  to  pay  well  for  the  privilege; 
but  later  it  is  shifted  entirely  upon  the  vastly  increased  num- 
bers of  buyers  in  such  a  way  as  to  become  a  profit  instead  of  a 
burden  to  the  producers  of  it.    In  the  last  analysis,  the  interests 
of  manufacturers,  retailers  and  purchasers  lie  along  one  and  the 
same  line.    The  price  of  $125,  having  served  its  original  purpos-i 
in  keeping  the  chainless  situation  within  due  bounds,  for  the 
first  season,  gives  way,  in  the  natural  order  of  things,  to  the 
new  price  of  $75 — ^a  price  whose  fairness  must  appeal  to  every 
reasonably-minded   person.     In  the  present  state   of  the   cycle 
builders'  art,  however,  that  price  is  ample  to  assure  the  incor- 
poration of  the  highest  grade  into   all  parts   of  the   chainless 
mechanism,  and  at  the  same  time  adds  very  materially  to  the 
stability  and  solidarity  of  the  industry.     In  point  of  time,  and 
in  degree,  the  reduction  of  $50  in  chainless  prices  for  1899  over 
1898  seems  most  appropriate  and  justifiable. 

These  suggestions  are  given  to  retailers  for  what  they  are 
worth  in  practical  application  to  individual  cases.  Their  offering 
in  detail  insinuates  no  lack  of  knowledge  of  all  mentioned  points 
on  the  part  of  tradesmen.  Their  suggestive  value  may  be  con- 
siderable, however,  first,  as  showing  the  desirability  of  meeting 
customers  fair  and  square  on  all  points  of  reasonable  difference 
of  opinion;  secondly,  as  showing  a  manner  of  discussion  which 
has  met  with  notable  success  in  several  instances  under  direct 
observation. 


state  the  agent  of  non-resident  corporations  so  that  service 
could  be  had  without  going  outside  of  the  state  to  obtain  it. 
The  laws  discriminate  so  strongly  against  non-residents  that 
it  is  the  unanimous  opinion  among  competent  lawyers  that  no 
outside  judge  would  decide  that  service  could  be  had  on  a 
secretary  of  state,  and  consequently  any  judgment  rendered 
could  be  set  aside.  Such  laws  interfere  with  interstate  com- 
merce because  they  restrict  trade  between  the  various  states. 
They  are  clearly  in  violation  of  the  federal  constitution,  which 
guarantees  that  the  citizens  of  one  state  shall  enjoy  all  the 
privileges  that  are  granted  to  the  citizens  of  any  other  state. 
It  is  even  believed  that  it  can  be  shown  that  such  laws  partake 
of  the  nature  of  class  legislation  in  exacting  from  non-residents 
of  a  state  what  is  not  exacted  from  people  who  reside  in  it. 
The  advice  of  a  state  attorney-general,  conspicuous  for  his  legal 
learning,  to  all  who  may  be  harassed  by  the  operations  of 
such  laws  is  to  slight  their  importance  and  swing  into  line 
with  the  organizations  which,  as  fast  as  is  practicable,  are 
training  their  batteries  to  destroy  the  last  vestige  of  illiberal 
enactments.  The  corporate  interests  in  the  cycle  industry, 
which,  through  the  instrumentality  of  the  national  board  of 
trade  were  worked  up  to  a  high  pitch  of  excitement  in  the  early 
portion  of  the  year,  may,  therefore,  take  heart  of  grace  and 
quiet  their  unreasonable  but  unnatural  fears. 


Tire  fastening  on  pacing  machines  was  lately  made  the  sub- 
ject of  considerable  theorizing  on  the  part  of  racing  men,  when 
the  postponement  of  one  of  Taylor's  racing  matches  was  made 
necessary  by  the  creeping  of  a  tire.  With  characteristic  love  of 
the  most  mysterious  and  theatrical  explanation  that  could  be 
squeezed  into  service,  the  creeping  was  ascribed  to  the  "enormous 
heat  developed  by  the  ground  friction  of  the  tire  under  the  mag- 
nificent speed  of  these  space-annihilating  machines."  This  heat 
is  supposed  to  have  melted  the  rim  cement,  although  air  and 
rubber  are  both  notoriously  bad  conductors.  A  less  far-fetched 
explanation  may  probably  be  found  in  adulteration  of  the  ce- 
ment, the  weight  of  the  machine  with  its  riders  and  the  large 
diameter  of  the  tire;  factors  acting  as  simple  mechanical  ele- 
ments for  overcoming  the  adhesion  between  tire  and  rim.  If 
cement  will  sometimes  give  way  on  ordinary  bicycles  under  the 
stress  produced  by  the  small  resistance  to  their  propulsion  oper- 
ating of  a  leverage  of  1%  to  1%  inches— the  diameter  of  the 
tire— it  is  hardly  to  be  wondered  at  that  the  resistance  to  the 
propulsion  of  a  multiple  machine,  being  greater  nearly  in  pro- 
portion to  the  number  of  riders,  will  cause  the  same  result  with 
frequency  when  operating  with  2  to  2i^-inch  leverage.  The 
increase  of  tire  diameter,  it  is  true,  is  somewhat  offset  by  the 
larger  cemented  surface  of  the  broader  rims,  but  the  stresses 
due  to  the  weight  cannot  be  circumvented.  On  motor  vehicles 
it  has  been  found  necessary  to  resort  to  mechanical  fastening  of 
the  pneumatic  tire  casing.  Probably  a  similar  expedient  should 
be  adopted  for  large  pacemaking  machines. 


In  many  states  in  the  Union  there  are  statutes  which  im- 
pose severe  penalties  upon  non-resident  corporations  which  fail 
to  comply  with  the  requirements  for  doing  business  within  those 
states.  For  example,  until  recently  a  foreign  corporation  which 
could  not  produce  a  certificate  entitling  it  to  conduct  business 
in  New  York  was  unable  to  maintain  an  action  in  the  state 
upon  any  contract  made  by  it  in  the  state.  This  law,  which 
in  effect  was  a  franchise  tax  on  non-resident  corporations,  was 
quite  recently  declared  unconstitutional.  Somewhat  similar 
laws  are  in  force  in  Illinois,  Ohio,  Indiana,  Missouri,  Michigan, 
California,  New  Jersey  and  Wisconsin.  In  all  of  these  states 
the  constitutionality  of  the  laws  is  openly  challenged  and  steps 
are  being  taken  by  powerful  trade  organizations  to  have  them 
declared  void.  There  has  been  no  general  compliance  with  the 
provisions  of  these  laws,  and  the  few  corporations  which  have 
paid  heed  to  them  have  done  so  under  protest  and  with  the 
understanding  that  they  might  later  attack  their  legality.  The 
primary  intent  of  the  laws  was  to  make  the  secretary  of  each 


The  Cycle  Age  and  Trade  Review 


125 


W-'!^^'^^^^^^^^'^'^^^'^^^^'^--^^^'^^'^^^'^^^^'^^^^^^^^ 


m 


m 


1 


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I 


1 
i 


I 


We  are  Prepared 

to  talk  '99  business 
with   a  few    large 


jobbers 


i 

i 


MARCH-DAVIS  CYCLE  MFG.  CO. 


47  WARREN  ST..  NEW  YORK. 


Mention  The  Cycle  Age 


44TH  AND  NORTH  AVES  ,  CHICAGO,  ILL. 


You  can't  do  business  unless 
you  have  cycles  fitted  with 

The  florrow 

Automatic  Coaster 

and  Brake 

YOU  CAN  GET  IT  ON  THE  FOLLOWING 
MACHINES : 

Spalding,  Pierce,  Stearns,  Orient,  Iver- 
Johnson,  Eclipse,  Wolff-American,  Co- 
lumbus, White,  Acme,  Readingf-Stan- 
dard  and  Thomas.,^  ^^^^^^^^ 

VS^RITE  THESE  MAKERS  FOR 
FURTHER  PARTICULARS. 


Wf^w^^g'mnpm'w^m^n 


^m 


WHEELER  SADDLES 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BACK. 

OUR  LINE  FOR  '99  COMPRISES  BUT  FOUR  DISTINCT  MODELS : 
"EXTRA"  Woman's    .     .     .    Broad,  Soft  and  Easy.  ^S 
"EXTRA"  rien's      ....     Hygienic  and  Durable.^,^ 
"SPECIAL"  Roadster  .     .     .    An  ornament  to  any  wheel. 
"CORK=TOP"  Racer     .     .     .     Light  and  Graceful.  ^Jiji 

These  saddles  are  made  and  finished  in  the  care- 
ful and  stylish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  popular  saddle  on 
the  market. 

THE  WHEELER  SADDLE  CO. 

1427-1457  Woodward  Ave.,  DETROIT,  MICH. 

Chicago  Distributing  Agents:    HIBBARD,  SPENCER  &  BARTLETT. 
New  York  Distributing  Agents:    HARTLEY  &  GRAHAfl. 


, 


' 


dbBa^k^^BiAMh 


^■HMtaAM 


■ 

i 


126 


The  Cycle  Age  and  Trade  Review 


NO  USE  FOR  CYCLE  SHOWS 


An   Emphatic  Condemnation  of   National  Exhibitions  by 

Maimers  of  All  Kinds 


Makers  are  being  asked  to  exhibit  at 
two  national  cycle  shows,  one  in  New 
York  and  the  other  in  Chicago,  but  for 
reasons  which  are  obvious  to  all  who 
have  tasted  the  bitter  fruit  of  past  na- 
tional exhibitions  they  prefer  to  hold 
back  their  support.  If  one  only  gave  heed 
to  the  noisy  demonstrations  of  the  show 
promoters  he  would  be  inclined  to  con- 
clude that  the  entire  body  of  manufactur- 
ers was  aflame  with  eagerness  to  partici- 
pate in  the  exhibitions,  but  careful  en- 
quiry reveals  the  fact  that  many  of  the 
concerns  which  were  conspicuously  iden- 
tified with  the  outward  success  of  shows 
in  other  years  are  resolutely  determined 
to  get  along  without  the  use  of  such  ad- 
ventitious aids  to  business. 

The  show  promoters  are  straining  ev- 
ery nerve  to  have  it  appear  that  they  are 
but  acting  in  response  to  a  spontaneous 
trade  demand.  In  New  York  the  suave 
Sanger,  affecting  no  deep  knowledge  of 
trade  conditions,  rests  his  argument  upon 
the  apparent  need  there  is  for  enlighten- 
ing the  "thousands  of  new  riders  who 
have  never  attended  a  cycle  exhibition, 
nor  had  the  opportunity  to  examine  the 
latest  improvements  under  the  favorable 
conditions  afforded  by  a  national  show." 
If  he  did  not  perceive  this  darkened  con- 
dition of  mind  in  the  public  Sanger  would 
be  wanting  in  one  of  the  chief  qualifica- 
tions for  a  man  of  his  calling.  A  little 
matter  he  cautiously  refrains  from  men- 
tioning, however,  is  thoughtfully  sum- 
moned into  view  by  one  of  his  critics,  who 
wittily  remarks  that  though  millions  go 
to  see  the  elephant  at  the  circus  and 
cheerfully  plank  down  half  a  dollar  for 
the  privilege,  yet  none  is  desirous  of  buy- 
ing the  elephant. 

The  Trade  is  Off  Its  Base. 

The  adventurous  Van  Sicklen  in  Chi- 
cago is  not  content  with  so  plain  a  pre- 
sentation of  the  necessity  for  his  show. 
He  is  ambitious  of  doing  something  more 
than  merely  staging  the  wares  of  exhibit- 
ors. He,  therefore,  appears  in  the  role  of 
trade  prophet  and  vows  to  make  the  for- 
tunes of  all  who  will  pay  tribute  to  his 
genius.  With  a  national  show  he  will 
cure  all  the  ills  which  are  tormenting 
and  devitalizing  the  cycle  trade.  He  will, 
to  quote  his  own  brilliant  diction,  "put 
the  trade  back  on  the  pedestal  on  which 
it  stood  in  former  years."  His  fiery,  tu- 
multuous thoughts  on  the  subject  of  the 
relation  of  the  trade  to  shows  escape  ex- 
pression in  human  speech  and  he  brays 
in  this  fashion: 

There  is  no  Industry  so  great  that  it  can 
afford  to  drift  along,  taking-  things  just  as 
they  come,  and  make  no  effort  to  better  con- 
ditions now  prevailing  in  the  cycle  trade. 

Other  fragments  from  Van  Sicklen's  in- 
elegant plea  for  trade  support  are  here- 
with presented: 

The  action  of  the  "powers"  in  shutting  off 
on  cycle  shows  has  resulted  in  a  loss  of  in- 
terest by  the  general  public,  and  a  conse- 
quent loss  of  sales.  A  properly  conducted 
show  will,  in  a  large  measure,  rectify  this 
trouble  and  have  a  tendency  to  put  the 
trade  back  on  the  pedestal  on  which  it  stood 
in  former  years. 

The  cycle  industry  is  the  only  great  indus- 
try not  represented  by  annual  shows.  The 
impression  two  or  three  years  back  was 
that  cycle  shows  were  simply  .iollification 
meetings,  and  were  not  responsible  for  the 
great  interest  being  shown  in  the  industry 
by  the  general  public.  The  apathy  of  this 
same  public  since  the  discontinuance  of 
these  shows  shou'd  prove  conclusively  that 
they  are  a  good  thing. 

This  show  is  to  be  given  with  the  idea  al- 
ways in  view  to  boom  the  trade,  arouse  en- 
thusiasm that  is  and  has  been  dormant  for 


months,  and  should  receive  your  hearty  co- 
operation. 

Expenses  will  be  kept  to  the  very  mini- 
mum, consistent  with  the  pioper  conduct  of 
the  business,  and  no  exorbitant  charges  will 
be  made. 

What  the  Makers  Say. 

Now  what  do  makers  say  in  reply  to 
these  and  similar  foolish  statements? 
Just  this: 

1.  That  national  exhibitions  interfere 
with  trade  policies. 

2.  That  they  are  too  expensive. 

3.  That  they  keep  alive  the  public's 
eagerness  for  novelty. 

4.  That  they  are  much  inferior  to  road 
work,  with  which  they  greatly  interfere. 

5.  That  they  are  of  no  service  at  all  to 
parts  and  material  houses  unless  held  in 
August  or  September. 

6.  That  they  are  market  places  where 
prices  may  be  cut. 

7.  That  they  do  not  attract  dealers 
whose  orders  are  most  difficult  to  secure. 

Whatever  may  be  thought  of  these  opin- 
ions by  professional  showmen,  or  what- 
ever the  outcome  of  their  efforts  to  make 
their  enterprises  stick,  it  is  absolutely 
certain  that  the  exhibitions  of  the  coming 
year  will  as  little  resemble  those  pre- 
viously given  as  a  mountain  looks  like  a 
pin  head.  From  the  shows  in  Chicago  and 
New  York  the  firms  which  make  machin- 
ery, material,  parts  and  the  like  goods 
will  be  absent.  Many  who  formerly  ex- 
hibited bicycles,  tires  and  rims  will  also 
test  the  virtue  of  holding  aloof.  In  fine, 
it  is  extremely  probable  that  both  shows 
will  prove  disappointing  in  the  number 
and  character  of  cycle  exhibits,  which 
will  scarcely  be  atoned  for  by  the  much- 
vaunted  display  of  automobiles. 

Condemnation  of  the  Shows. 

The  following  opinions  may  help  to 
steady  those  houses  which  are  wavering 
between  a  desire  to  cut  loose  from  shows 
and  a  fear  that  they  will  have  no  sup- 
port in  so  attempting: 

Nothing  Equivocal  About  This. 

Most  emphatically,"  and  without  the  slight- 
est hesitation,  we  say  we  are  opposed  to 
cycle  shows  at  any  time,  place,  or  under 
any  circumstances.  "We  can  think  of  noth- 
mg  that  would  induce  us  to  encourage  exhi- 
bitions of  this  kind  in  any  way,  shape  or 
manner.  We  do  not  think  it  is  any  more  es- 
sential to  hold  cycle  shows  in  order  to  en- 
hance in  any  way  the  interests  of  bicycle 
manufacturers  than  it  is  necessary  for  boot 
and  shoe  makers,  harness  makers,  furniture 
manufacturers  or  the  manufacturers  of  any 
kind  of  goods  to  hold  annual  exhibits  In  or- 
der to  convince  their  patrons  that  it  is  nec- 
essary for  them  to  wear  boots  and  shoes,  to 
put  harness  on  their  horses,  or  furniture  In 
their  houses. 

Eclipse  Bicycle  Co. 

Do'uble  Work  for  Traveling  Hen. 

We  do  not  believe  in  cycle  shows,  because 
in  our  judgment  there  is  a  very  much  more 
economical  way  of  handling  this  kind  of 
business.  Latterly,  it  was  our  experience 
that  the  buyer  was  simply  a  looker.  He 
came  to  the  cycle  show  to  see  what  he  cou'd 
find  in  the  market,  then  went  home,  and  it 
was  necessary  for  a  traveling  man  to  visit 
his  establishment  in  order  to  sell  him  at  all. 
The  result  was  really  a  double  expense,  be- 
cause the  traveling  man  could  show  him- 
and  convince  him  just  as  readily  by  his 
samples  as  he  could  to  show  him  his  sam- 
ples at  the  cycle  show  and  then  visit  him 
afterwards. 

Hunter  Arms  Co. 

Shows  Distract  Agents. 

We  are  not  now  and  never  have  been  in 
favor  of  bicycle  shows.  A  few  years  ago, 
when  thoy  seemed  to  be  considered  a  neces- 
sity by  the  majority  of  the  trade,  we  re- 
fused to  have  anything  to  do  with  them,  as 
our  first  and  only  experience  in  that  direc- 
tion taught  us   that  a  bicycle  show  was  a 


great  detriment  to  our  business.  We  prefer 
to  go  out  after  our  customers  rather  than  to 
have  them  come  in  all  at  one  time,  when 
they  are  so  mucii  taken  up  by  other  things 
that  they  return  to  their  homes  without 
having  bought  anything,  at  least  in  the  way 
of  a  bicycle.  Our  opinion  has  always  been 
that  a  bicycle  show  should  not  be  a  piace 
where  any  wholesale  business  was  invited 
or  expected,  but  that  if  any  such  a  function 
were  held  it  should  be  witn  the  idea  of  in- 
teresting the  general  public  and  not  with 
the  idea  of  making  a  trading  place  of  It.  In 
the  event  of  such  an  exhibition  the  b'Jst 
time  to  hold  it  would  be  just  before  the 
opening  of  the  riding  season,  say  in  Febru- 
ary. 

National  Sewing  Machike  Co. 

Shows  Delay  Sales. 

We  are  unalterably  opposed  to  cycle 
shows.  We  think  a  show  is  the  greatest 
detriment  to  the  bicycle  manufacturer  tha;t 
he  can  have.  It  only  delays  his  sales,  holds 
his  business  back,  and  keeps  him  in  ignor- 
ance until  after  th©  season  is  on,  then  it  all 
comes  in  a  rush,  and  the  result  is  there  is 
no  good  derived.  Regarding  local  shows, 
would  state  we  do  not  believe  in  these.  We 
think  the  only  way  to  show  bicycles  is  for 
each  agent  to  have  his  own  opening,  and  it 
is  a  good  idea  when  they  can  all  have  their 
opening  on  the  same  day.  We  would  not  do 
anything  to  promote  a  cycle  show  of  any 
kind,  as  we  have  had  experience  along  this 
line  with  the  previous  shows,  and  it  is  only 
a  good  place  to  spend  money  and  hold  back 
your  business. 

The  Hoffman  Bicycle  Co. 

Shows  Hurt  the  nakers'  Interests. 

We  think  that  cycle  shows,  both  national 
and  local,  are  a  nuisance  to  the  business, 
tending  only  to  hinder  instead  of  advance 
the  manufacturer's   interests. 

Reed  &  Curtis  Machine  Screw  Co. 

No  Use  for  Cycle  Shows. 

Cycle  shows  are  directly  for  the  benefit  of 
cycle  manufacturers.  As  we  are  not  cycle 
manufacturers,  we  do  not  consider  that  v/e 
are  in  a  position  to  express  an  opinion  as 
fo  whether  such  shows  are  beneficial  to  the 
industry  or  not. 

The  Billings  &  Spencer  Co. 

Expense  Enormous;  Benefits  Doubtful. 

The  expense  to  the  nianufacturer  of  taking 
part  in  an  exhibition  is  enormous,  and  the 
benefits  derived  are  of  a  doubtful  nature. 

The  New  Yoek  Standard  Watch  Co. 

Will  Not  Support  Shows. 

We  are  not  in  favor  of  cycle  shows  of  any 
description;    we  will  not  support  same. 

Mabio^  Cycle  Works. 

Will  Not  Exhibit  at  Shows. 

We  are  totally  opposed  to  bicycle  shows, 
either  general  or  local,  and  would  decline  to 
participate  in  them. 

Indiana  Bicycle  Co. 

Opposed  to  All  Shows. 

We  are  not  in  favor  of  cycle  shows,  and 
we  are  especially  opposed  to  a  national 
show. 

Julius  Andeae  &  Sons  Co. 

Shows  Unsettle  the  Markc-t. 

We  are  not,  and  never  have  been,  believers 
in  national  cycle  shows.  The  state  of  uncer- 
tainty In  which  they  keep  the  market  is 
very  detrimental  to  the  interests  of 
manufacturers,  particularly  those  of  our 
own  kind  who  cater  to  the  jobbing 
trade.  We  have  attended  a  good  many 
shows  both  in  private  capacity  and  as  ex- 
hibitors, but  could  never  see  that  enough 
business  resulted  from  such  exhibitions  to 
warrant  the  expense  and  trouble.  We  think, 
however,  that  small  local  shows  help  to 
stimulate  interests  in  a  retail  way. 

CoLTON  Cycle  Co. 

Promoters  and  Exhibitors  in  Danger. 

We  are  opposed  to  all  cycle  sihows,  either 
local  or  national.  We  believe  that  they  are 
no  longer  needful  to  the  industry.  From  a 
commercial  standpoint  we  cannot  but  fore- 
see disappointment  to  both  the  manager  and 
the  exhibitor.  If  a  cycle  show  is  held  at  all 
it  should  be  arranged  for  early  January  in 
Ne-w  Tork,  -with  a  -view  to  interest  the  small- 
er dealer,  the  rider  and  the  foreign  buyer. 
League  cycle  Works. 

Parts  riakers  Oppose  Shows. 

As  parts  makers  we  are  opposed  to  shows. 
The  Cleveland  Machine  Screw  Co. 

Shows  Interrupt  Business. 

We  are  inclined  to  doubt  the  profit  to  man- 
ufacturers of  a  general  bicycle  show.  It  Is 
possible  that  could  such  a  show  be  held  in 
the  month  of  November  it  might  result  in 
sales  of  sufficient  magnitude  to  warrant  the 
expense  incurred.  We  believe  that  a  larg-^e 
bicycle  show  a-wakens  considerable  enthusi- 
asm In  the  local  public,  but  do  not  believe 


The  Cycle  Age  and  Trade  Review 


127 


that  the  enthusiasm  thus  awakened  extends 
beyond  the  locality  immediately  adjacent  to 
the  exhibition.  In  our  judgment  a  show  held 
in  the  month  of  Fehruary  is  not  profitable 
to  the  manufacturer,  for  the  reason  that  it 
takes  the  time  of  a  number  of  people  who 
might  at  that  season  be  much  more  profita- 
bly employed. 

Buffalo  Cycle  Mfg.  Co. 

Shows  Inferior  to  Road  Work. 

We  have  never  considered  a  bicycle  show 
particularly  advantageous  to  manufacturers. 
It  is  our  experience  that  efficient  road  work 
is  far  superior  to  exhibitions.  While  shows 
no  doub't  attract  a  large  crowd,  the  same 
may  be  said  of  other  things.  People  will  pay 
50  cents  to  see  the  elephant  at  the  circus, 
but  no  one  wants  to  buy  the  elephant. 

SiRAiGUT  -Mfg.  Co. 

Tire  riakers  Don't  Want  Shows. 

Our  experience  has  been  that  cycle  shows 
are  not  necessary,  and  in  case  one  were 
held  we  probably  should  not  take  space. 

AN  EAS.TERN  TJRK  HotlSF. 

A  Hint  to  Show  Promoters. 

We  are  opposed  to  shows  because  our  ex- 
perience has  made  it  very  plain  that  we  can 
get  the  same  amount  of  publicity  for  less 
money  by  means  of  the  usual  methods  of  ad- 
vertising. It  m-ay  be,  however,  that  their 
real  benefits  are  greater  than  their  appar- 
ent ones.  Undoubtedly  in  the  past  they  have 
acted  as  a  stimulant  to  the  trade,  and  the 
trade  (like  an  individual  under  the  same  cir- 
cumstances) has  suffered  from  the  111  effects. 
This  experience  is  not  likely  to  be  repeated, 
and  if  shows  shall,  be  proven  to  contribute 
in  any  measure  to  the  popularity  of  the  pas- 
time, they  will  be  worthy  of  the  continued 
support  of  the  trade.  There  is  no  reason 
why  the  exhibitor  should  be  put  to  a  dollar's 
worth  of  direct  expense.  Spaces  should  be 
free,  and  the  cost  of  delivering  the  goods 
to  be  exhibited  borne  by  the  exhibition  com- 
pany. The  gate  receipts  are  large  enough  to 
warrant  this,  and  yet  pay  the  proprietors  a 
very  handsome  profit.  We  would  favor 
holding  shows,  if  at  all,  at  the  beginning  of 
the  retail  buying  season,  so  that  the  benefit 
of  &\e  impression  made  upon  the  buying 
public  may  be  derived  immediately,  and  not 
lost  or  weakened  through  the  lapse  of  sev- 
eral months,  as  would  be  the  case  if  shows 
were  held  earlier. 

The  American  Dunlop  Tire  Co. 

No  Faith  in  National  Shows. 

We  do  not  believe  in  national  cycle  shows. 
We  have  exhibited  at  a  number  of  them, 
and  while  it  has  brought  us  orders  we  would 
have  obtained  the  same  orders  without  the 
use  of  the  show.  While  we  are  not  advo-- 
cates  of  local  shows,  yet  we  think  in  many 
instances  they  might  be  a  benefit  to  local 
dealers.  That  is  a  matter,  however,  that 
must  depend  upon  conditions  existing  in  the 
local  territories  in  which  they  are  held,  and 
the  manner  in  which  the  dealers  can  agree 
on  holding  them. 

The  Shelby  Cycle  Mfg.  Co. 

Too  Late  for  a  National  Show. 

We  have  grave  doubts  as  to  the  value  of 
national  cycle  shows.  It  is  now  too  late  to 
hold  one  this  season.  Traveling  men  are 
unable  to  do  any  work  on  the  road  prior  to, 
or  during  the  progress  of  the  show;  hence, 
if  held  at  all,  they  should  be  not  later  than 
the  month  of  November,  in  the  early  part  of 
the  month  preferably.  As  to  local  shows,  we 
believe  that  an  opening,  well  advertised, 
given  by  the  local  agents,  is  far  less  ex- 
pensive and  more  profitable. 

Ariel  Cycle  Mfg.  Co. 

Shows  do  not  Attract  Dealers. 

We  do  not  approve  of  a  national  cycle 
show,  as  it  would  attract  only  a  very  small 
per  cent  of  the  small  dealers,  and  they 
probably  would  be  from  the  immediate  vi- 
cinity, and  possibly  a  few  of  the  larger  deal- 
ers. Local  shows  we  believe  do  good  when 
properly  managed.  The  most  appropriate 
time  for  holding  them  would  be  shortly  be- 
fore the  season  opens.  We  ourselves  are 
not  very  enthusiastic  over  shows  of  any 
kind. 

Indianapolis  Rubber  Co. 

riany  Agents  Cannot  Attend  Shows. 

We  do  not  consider  a  national  cycle  show 
a  desirable  feature  for  '93  business.  Neither 
do  we  favor  local  cycle  shows.  V,^e  are  of 
opinion  that  the  national  cycle  shows  are 
somewhat  of  a  detriment  to  the  trade,  as  it 
is  almost  impossible  to  close  contracts  with 
agents  prior  to  such  shows,  and  they  refuse 
to  look  at  samples  shown  them  previously. 
Then  in  many  cases  they  are  unable  to  at- 
tend the  show  when  the  time  comes,  which 
necessitates  covering  the  territory  twice.  In 
regard  to  local  shows,  our  experience  has 
been  that  the  local  trade  will  attend  such 
shows,  but  there  is  very  little  business  done 
during  the  show,  and  they  are  further  a 
needless  expense,  giving  very  little  returns. 
It  is  our  opinion  and  experience  that  in  the 
present  condition  of  the  bicycle  business  the 


customer  makes  a  very  thorough  canvass 
before  making  selections,  regardless  of  a 
show. 

Indianapolis  Maker. 

Usefulness  of  Shows  is  Ended. 

We  consider  the  cycle  shows  have  served 
their  usefulness.  The  bicycle  business  is 
now  getting  -down  to  bedrock,  like  any  other 
legitimate  branch  of  business,  the  novelty 
and  false  boom  having  worn  off.  A  cycle 
show,  wherever  it  is  held,  generally  forces 
the  season,  and  it  also  aids  in  keeping  alive 
the  "season  business"  in  bicycles.  By  this 
we  mean  the  custom  of  having  entirely  new 
models  each  year— as  though  any  wheel  were 
only  good  for  just  one  year,  and  then  must 
be  materially  improved  upon.  This  idea  of  a 
'97  model  being  entirely  out-of-date  as  soon 
as  the  '98  model  comes  on  the  market  is,  of 
course,  untrue  and  unnatural. 

The  Bridgeport  Gun  Impleme.st  Co. 

National  Shows  not  Wanted. 

We  do  not  hesitate  to  record  our  vote 
against  cycle  shows  as  a  general  thing.  If, 
however,  the  majority  of  the  trade  favor  ex- 
hibitions we  sincerely  hope  they  will  be  local 
affairs,  held  late  in  the  season  (February 
or  March)  and  conducted  by  the  dealers  for 
the  purpose  of  attracting  the  riders'  atten- 
tion to  the  new  models. 

Peoria  Rubber  &  Mfg.  Co. 

Parts  Cannot  be  Sold  at  Shows. 

We  are  opposed  to  a  national  cvcle  show. 
Such  a  show  is  too  unwieldy,  and  the  trade 
is  too  much  scattered  to  take  part  in  such 
an  exhibit  except  at  great  expense.  Fur- 
thermore a  national  show  delays  business, 
and  upsets  all  calculations  of  manufactur- 
ers. It  is  true  that  a  national  show  in  the 
early  winter  will  enable  a  manufacturer  to 
sound  the  riders  on  the  innovations  which 
he  proposes  to  make  in  his  line,  so  that  if 
they  don't  take  he  can  abandon  them  be- 
fore he  sinks  additional  capital.  But  sup- 
pose the  new  features  prove  popu'ar,  his 
competitors  who  are  not  blind  will  still  have 
time  to  get  on  the  market  with  something- 
similar,  and  all  the  expense  of  original  in- 
vestigation goes  for  naught.  We  believe  that 
there  should  be  local  cycle  shows.  The 
proper  time  is  Washington's  birthday. 
Manufacturers'  plans  are  complete  at  this 
date;  their  agencies  established;  their  atten- 
tion can  be  better  given  to  shows  and  they 
will  have  a  stock  of  goods  in  every  import- 
ant trade  center,  so  that  a  special  exhibit 
need  not  be  sent  out  from  the  factory.  An 
impression  can  be  made  on  riders  at  this 
time,  and  bicycles  and  sundries  can  be  sold, 
which  should  be  one  of  the  chief  things  to 
consider.  It  is  believed  by  some  that  the 
parts  makers  wotild  be  benefited  by  an  early 
national  show.  We  doubt  it.  Bicycle  parts 
are  sold  on  merit,  or  because  of  price,  and  a 
cycle  show  is  a  very  poor  place  to  sell  any- 
thing to  3'our  brother  exhibitors.  Further- 
more, the  men  usually  in  charge  of  a  cycle 
exhibit  are  the  salesmen  and  not  the  buyers 
of  the  company  that  they  represent.  When 
we  do  have  more  cycle  shows,  let  us  have 
them  managed  by  representative  men  in  the 
trade. 

The  Thames  Chain  &  Stamping  Co. 

Weary  of  Shows. 

We  hardly  believe  we  are  in  favor  of  any 
more  shows. 

Indiana  Chain  Co. 

Favors  a  Show  for  Parts  riakers. 

From  our  own  standpoint  we  can  see  no 
advantage  in  holding  cycle  shows.  What- 
ever business  we  have  with  the  cycle  trade 
is  generally  done  in  August,  September  and 
October,  and  the  small  trade  we  do  not  get 
until  Fehruary  and  later.  We  would  sug- 
gest that  if  there  is  to  be  a  cycle  show  that 
it  should  be  an  exhibit  for  manufacturers  of 
parts  only  and  should  be  held  not  later  than 
August  of  each  year;  but  if  there  is  to  be  a 
cycle  show  of  completed  bicycles  to  appeal 
to  the  public,  it  should  not  be  held  anyhow 
until  after  January. 

S.  D.  Childs  &  Co. 

Opportunity  for  Freak  Exhibits. 

Recalling  the  extraordinary  success  of  the 
New  York  shows  of  two  and  three  years 
ago,  when  the  Madison  Square  Garden  was 
filled  to  the  roof  with  exhibits  and  enthusi- 
astic visitors,  one  could  hardly  account  for 
the  changes  which  would  warrant  any  un- 
certainty as  to  their  value  to  the  trade  and 
maker;  but  recent  shows  have  been  very 
different,  either  through  circumstance  or 
natural  causes,  and  the  question  may  well 
be  asked  if  they  are  of  value.  We  fear  that 
the  cvcle  business  is  undergoing  such  rapid 
and  radical  change  that  it  is  hardly  worth 
while  to  stop  for  anything  like  a  cycle 
show,  and  when  it  has  gotten  throu.2-h  with 
its  changes  perhaps  the  novelty  and  inter- 
est will  be  so  completely  knocked  out  of  it 
that  it  will  be  like  having  a  buggy  or  cloth- 
ing show;  in  other  words,  the  freaks  and 
freak  manufacturers  will  be  gone  and  the 
business  will  be  reduced  to  the  same  hard 
pan  basis  that  other  manufacturing  stands 
on  and  makers  will  not  only  be  unable  to 
stand  the  expense,  but  will  not  have  the  in- 


clination to  indulge  in  such  things.  The  nov- 
elty is  disappearing  in  the  wheel  business 
and  with  it,  we  believe,  the  shows. 

K.  H.   .NGfc,R.S0LL&BB0. 

Shows  Cause  Price  Cutting. 

It  is  decidedly  to  the  disadvantage  of  the 
manufacturers  to  hold  a  national  show,  for 
the  reason  that  it  encourages  cutting  prices, 
which  is  sure  to  come  by  having  a  number 
of  makers  side  by  side  selling  their  goods. 
We  would  not  favor  a  show  except  for  the 
retail  dealers.  We  believe  a  show  for  the 
dealers  should  be  held  sometime  in  the  early 
part  of  February. 

Fanning  CTCle  Mfg.  Co. 

Smooth  Sailing  Without  Shows. 

We  do  not  think  it  is  good  policy  for  cycle 
manufacturers  to  exhibit  at  cycle  shows. 
The  tendency  of  all  agents  to  hold  off  buy- 
ing before  the  cycle  show  is  a  source  of  a 
great  deal  of  annoyance,  inconvenience  and 
expense  to  manufacturers.  It  is  absolutely 
nonsensical  to  think  of  making  them  of  a 
national  character  in  any  event,  and  we 
would  not  think  of  supporting  anything  but 
local  shows  if  we  support  any.  This  j'ear's 
experience  satisfies  us  that  if  there  are  no 
shows  to  interfere  that  salesmen  can  go  out 
earlier  and  get  business,  which  makes 
smooth  sailing. 

The  Olive  Wheel  Company. 

Good  for  the  Sport. 

We  hardly  know  how  we  stand  as  regards 
shows.  There  are  arguments  for  them  and 
also  good  arguments  against  them.  We  are 
inclined  to  believe,  however,  that  a  good 
show  held  in  Chicago,  followed  by  another 
one  in  New  York,  would  have  a  tendency  to 
keep  up  the  interest  in  the  sport. 

We  are  inclined  to  believe  tnat  some  time 
in  the  month  of  February  is  as  good  a  time 
as  can  be  chosen. 

THE  Kirk  Manufacturing  Co. 

Believers  in  Trade  Shows. 

We  are  decidedly  in  favor  of  cycle  shows. 
We  believe  that  these  shows  should  be  trade 
shows,  limited  to  two  in  num'ber  and  held  in 
January,  one  in  New  YorJt  and  the  other  in 
Chicago.  It  is  our  opinion  that  these  shows 
would  be  of  inestimable  benefit,  but  to  ob- 
tain the  best  results  they  should  be  held  un- 
der the  auspices  of  some  representative  trade 
organization,  if  possible. 

CUSHMAN  &  DENISON. 

Chicago  as  a  Show  Center. 

We  believe  that  a  national  show  held  in 
Chicago  would  be  of  benefit  not  only  to  the 
trade  of  Chicago,  but  to  the  whole  country. 
We  favor  such  a  show  and  would  probably 
exhibit  in  it. 

The  Wheeler  Saddle  Co. 


No  Show  in  Brooklyn. 

At  a  meeting  of  the  Associated  Cycling 
Clubs  of  Long  Island  held  November  21, 
in  Brooklyn,  it  was  voted  not  to  hold  a 
cycle  show  in  that  city.  So  the  chances 
for  a  show  in  Brooklyn  can  be  consid- 
ered slim  unless  the  dealers  take  hold  of 
the  matter  and  conduct  a  show  them- 
selves. 

Profits  of  English  Hakers. 

Recent  company  reports  from  English 
concerns  reveal  the  following  profits  or 

losses: 

Loss.  Profit. 

Abingdon  Cycle  Co $51,995 

Appleby   (chains)    6.955 

Dunlop  Fittings  $22,325  _  •••■ 

Jointless  Rim  Co 133.390 

Centaur  Cycle  Co „?1!?„ 

Premier  Cycle  Co „,„X 

Quadrant  Cycle  Co 8,100 

Raglan    Cycle    Co ^     ■••-  ,^,605 

Rudge-Whitwork   Cycle   Co .^SMiS 

(a)  Riley  Cycle  Co ,  ......  5  23.210 

(b)  Star  Cycle  Co 36.RZ0 

(c)  Rover  Cycle  Co 63,945 

(d)  Peddon  Tire  Co $44,215       

(e)  Presto  Gear  Case  Co 5,785       

(a)  A  dividend  of  5  per  cent  was  declared 
on  .$155,000  capital  stock. 

(b)  Holders  of  preferred  stock  were  paid  7 
per  cent  dividend  and  holders  of  common 
stock  5  per  cent.  The  capital  stock  of  the 
company  is  $fiOO,000.  The  sum  of  $12,500  was 
placed  to  reserve.  ,  .     „         ,     .,.„.„ 

(c)  The  capital  stock  of  this  firm  Is  $750,- 
000,  on  which  a  dividend  of  5  per  cent  was  de- 
clared. The  reserve  fund  now  stands  at 
$50,000.  ,  ^, 

(d)  This  loss  has  Tjeen  accumulating  since 
May  of  lRfl6.  The  capital  stock  of  this  com- 
pany is  $625  000.  .  ,      ,, 

(e)  This  loss  is  attributed  to  litigation  and 
heavy  depreciation  in  value  of  stock. 

The  first  Bulgarian  cycle  works  were 
recently  opened  by  M.  Weber  in  Rust- 
chuk. 


128 


The  Cycle  Age  and  Trade  Review 


THE  ENGLISH  SHOWS 


General  Features  of  Stanley  and  National  Shows  Distilled 
from  Announcements  and  Illustrations 


If  the  two  annual  English  cycle  shows, 
the  Stanley  and  the  National,  which  were 
this  year  held  in  the  same  week,  Novem- 
ber 18  to  26,  have  served  no  purpose  at 
all  commensurate  in  importance  with 
the  expenditure  which  they  have  in- 
volved, they  have  at  least  furnished  an 
occasion  for  comparison  between  the 
English  and  American  developments  of 
the  industry.  While  reliable  information 
in  regard  to  the  public's  attendance  and 
the  success  or  failure  of  the  exhibitions 
as  marts  of  trade  where  agents  and  job- 
bers are  invited  to  open  and  close  nego- 
tiations, have  not  yet  come  to  hand,  the 
general  features  in  regard  to  new  con- 
struction and  the  popularity  gained  for 
mechanical  details,  which  at  the  time  of 
last  year's  shows  were  placed  on  the 
scales  to  be  weighed  and  judged  by  the 
public,  are  readily  recognizable  now  from 
the  advance  notices  of  the  exhibitors, 
which,  in  accordance  with  a  time-hon- 
ored tradition,  have  been  reproduced  by 
the  English  cycle  press,  and  it  seems  prob- 
able that  little  information  of  value  to 
American  exporters  or  of  interest  to  the 
American  trade  will  be  forthcoming  from 
later  and  more  explicit  reports,  except  in- 
sofar as  illustrations  of  ingenious  details 
may  then  be  given. 

Catering  to  Small  Builders. 

That  the  necessity  for  economy  is  be- 
ing realized  by  the  English  manufactur- 
ers is  plainly  evidenced  by  the  fact  that 
a  considerable  number  of  firms,  which  in 
former  years  patronized  both  shows,  have 
this  year  chosen  one  or  the  other.  It  is 
supposed  that  it  was  one  of  the  objects  of 
making  the  two  exhibitions  simultaneous 
to  enable  the  manufacturers  to  practice 
this  retrenchment  with  good  grace.  In 
several  instances  it  is  noticed  that  a 
manufacturer  gets  double  or  triple  re- 
presentation, however,  through  the  ex- 
hibits of  jobbers  who  market  his  goods 
and  who  also  have  stalls  at  one  or  both 
of  the  shows.  All  through  the  Stanley 
show  there  was  a  marked  frequency  of 
exhibits  of  machine  tools  and  material 
intended  for  the  small  local  builder,  in- 
dicating at  once  that  the  tendency  to  lo- 
cal manufacture  has  gained  strength  by 
those  errors  in  financial  policy  ,of  the 
large  manufacturers  which  are  now  being 
so  frantically  corrected,  and  that  the 
local  builders  have  not  yet  been  provided 
with  all  the  needed  facilities  for  doing 
good  or  economical  work. 

Back  Pedaling  Brakes  in  Evidence. 

The  construction  features  by  which  the 
English  industry  on  the  whole  is  distin- 
guished from  ours  may  be  summed  up  in 
a  few  words,  if  only  the  finished  product 
and  not  the  methods  of  production  are 
considered.  The  prevalence  of  gear  cases, 
guards  and  brakes  need  hardly  be  men- 
tioned, except  to  note  the  domination  of 
the  spoon  brake  applied  to  the  tire  over 
back-pedaling  brakes.  Rim  brakes,  es- 
pecially the  Bowden  brake  and  the 
American  Stanley  rim  brake,  are  insepa- 
rately  connected  with  the  use  of  steel 
rims  for  the  wheels,  yet  they  are  not 
especially  favored  by  the  exhibitors. 
Rather  may  it  be  said  that  American 
back-pedaling  brakes  are  gaining  in  fav- 
or, while  yet  distanced,  so  far  as  numer- 
ical representation  at  the  shows  is  con- 
cerned, by  the  hand  brake  with  spoon 
attachment.    A    special    feature    is    the 


strong  inclination  for  a  "free  pedal" 
evinced  by  representative  concerns.  It 
is  usually  employed  in  connection  with 
brake  arrangement  and  is  in  all  respects 
analogous  to  the  automatic  coaster  and 
brake  devices,  which  also  in  this  country 
are  being  extensively  adopted  every- 
where, except  in  large  cities.  The  Juhel 
pattern  of  this  device,  which  is  a  French 
invention  of  several  years'  standing,  is 
the  one  preferred  by  the  Humber  com- 
pany and  combines  the  "free  pedal"  with 
a  band  brake  operating  on  the  front 
sprocket  wheel.  The  whole  aspect  of  the 
brake  and  coaster  question  as  presented 
at  the  shows  seems  to  indicate  that  the 
English  public  is  as  yet  floundering  in 
uncertainty  on  this  point  and  that  the 
market  is  open  to  conquest  by  whomso- 
ever has  the  most  meritorious  thing  to 
offer,  and  the  means  for  pushing  it  into 
notoriety. 

Approved  British  High  Grade. 

After  this  digression  into  the  brake 
situation,  which  is  not  specifically  Eng- 
lish, it  remains  to  point  out  what  really 
constitutes  the  hall-marks  of  British  1899 
construction,  and  especially  high  grade 
construction.  Medium  and  lower  grade 
designs  scale  downward  from  this,  being 
as  ever  before  determined  by  purely 
financial  conditions.  The  hall-marks  re- 
ferred to  are  V2  or  %-inch  pitch  roller 
chains  resulting  in  front  sprockets  with 
as  many  as  86  teeth;  "twin-stays,"  that 
is,  lower  rear  forks  consisting  of  two 
reaches  of  round  tubing  on  each  side  of 
the  wheel,  the  tubes  being  placed  one 
above  the  other  at  a  distance  of  about 
one  inch,  center  to  center,  and  joined 
butt-ended  in  a  fork  end  fitting.  The  tubes 
are  not  cranked  but  brazed  to  a  forging 
or  casting  that  allows  room  for  the  good- 
sized  sprocket  wheels,  which  the  public 
demand  for  high  gears,  makes  necessary. 
The  last  characteristic  feature  that  has 
become  sufficiently  general  to  signify 
common  approval,  is  the  eccentric  chain 
adjustment  which  is  usually  adopted  in 
connection  with  the  twin  stays.  Vertical 
rigidity  of  a  very  positive  order  is  the 
evident  purpose  of  the  double  forks,  and 
it  is  therefore  consistent  when  the  figure 
eight  section  forks,  which  were  first  em- 
ployed to  this  end  and  were  seen  fre- 
quently last  year,  have  given  way  to  the 
two  separate  tubes  held  apart,  truss-like. 
Isolated  instances  of  the  figure  eight  form 
are  seen,  however,  and  a  firm  or  two  use 
the  double  tube  construction  in  front 
forks  also  so  as  to  go  on  record  in  con- 
tradistinction to  the  Triumph  company 
and  other  constructors,  who  favor 
"spring  frames"  and  use  round  tapered 
front  forks  in  the  firm  belief  that  even 
a  single  tube  if  of  oval  cross  section  is 
too  stiff  for  this  portion  of  a  bicycle.  If 
any  other  features  should  be  pointed  out 
as  representing  British  preferences,  one 
would  begin  to  trespass  on  the  ground 
which  separates  thoroughly  approved 
from  tentative  construction.  Still  it  is 
noticed  that  new  alloys  of  white,  non- 
corrosive  metal  are  shown  in  hubs  and 
spokes  and  that  the  tendency  to  replace 
steel  with  such  metals  meets  with 
steady  support  if  the  continued 
and  serene  offering  of  them  at 
shows  and  in  the  open  market  is 
a  safe  indication.  Their  luxurious  price 
seems  in  reality  to  be  the  only  obstacle 


for  a  more  general  a,doption  of  them.  So 
long  as  this  price  remains,  it  may  be  sur- 
mised that  English  riders  of  subdued  am- 
bition and  purse  capacity  will  continue 
to  guard  against  corrosion  by  patronizing 
the  paintshop  and  the  pegamoid  com- 
pany, and  shunning  bright  steel  and  thin 
nickeling.  Brazeless  frame  joints  were 
much  Tiore  strongly  accredited  at  these 
shows  than  they  were  last  year;  the  in- 
dorsement of  the  press  has  been  obtained 
for  them  in  a  liberal  measure  and  they 
would  perhaps  develop  into  a  British  fea- 
ture of  importance  if  their  use  were  not 
hedged  about  by  patents  which  seem  to 
cover  the  available  methods  pretty  thor- 
oughly. Under  the  existing  conditions  the 
probation-period  for  them  will  probably 
be  extended  for  several  years  before  any 
decided  preference,  or  the  reverse  for  this 
manner  of  joining  tubes  will  be  pro- 
nounced. 

Construction  Under  Probation. 

Two  morsels  of  new  construction  are 
presented  which  hold  about  the  same  in- 
terrogative relation  to  the  market  this 
year  as  several  of  the  above  mentioned 
features  did  last  year.  These  are  the 
spring  frame  and  the  long  crank.  Spring 
frames  in  one  sense  of  the  word  are  of 
course  an  old  thing  in  ail  markets;  but 
that  which  is  now  bidding  for  recognition 
is  the  "scientific"  spring  frame;  indeed, 
a  spring  frame  without  springs,  based  up- 
on the  apparently  heretic  assumption  that 
rigidity  is  a  much  overrated  quality— 
except  in  rear  forks— and  has  less  to  do 
with  strength  and  efficiency  of  power  ap- 
plication than  commonly  supposed.  Be- 
ing prolific  of  sharp  internal  vibrations 
in  the  structure,  rigidity,  it  is  also  con- 
tended, militates  against  durability  of  a 
bicycle,  and,  as  for  comfort,  even  at  hill- 
climbing,  it  is  argued  without  serious  con- 
tradiction, that  the  rigid  machine  is  not 
worthy  of  comparison.  These  theories  are 
finding  ardent  advocates  in  the  British 
isles  and  may  have  a  formative  influence 
on  future  construction  and  on  the  weight 
question.  So  far  they  are  exemplified  in 
curved  tubing  which  serves  well  the  pur- 
pose of  advertising  the  idea.  Later  they 
may  run  to  lengthened  wheel-base  and 
thinner  tubing  of  heavier  gauge,  so  that 
finally  the  bicycle  may  present  its  largest 
tubing  in  the  rear  forks;  or  the  trussed 
rear  forks  already  mentioned  may  become 
the  prevailing  fashion  in  combination 
with  thin  tubes  in  the  frame.  The  Peder- 
sen  or  "cantilever"  machine  is  exhibited 
in  modified  patterns  by  a  number  of  li-- 
censed  manufacturers  and  is  a  phenome- 
non pointing  in  the  same  direction. 
The  Long  Crank  riovement. 

Long  cranks,  nine  inches,  have  won 
laurels  among  English  riders  and  writers 
of  some  infiuence.  They  are  championed 
by  a  few  companies  in  a  tentative  fash- 
ion, but  do  not  as  yet  seem  to  carry  the 
general  public  with  them.  Necessitating 
a  high  hanger,  they  are  unlikely  to  influ- 
ence forms  of  manufacture  until  a  prov- 
ince of  usefulness  has  been  unmistakably 
marked  out  for  them.  Their  adoption  was 
first  argued  with  force  by  an  Austrian 
engineer  of  some  note  and  he  was  ably 
seconded  by  Crompton,  an  English  en- 
gineer of  mature  years.  The  advocates 
for  their  use  seem  to  have  been  princi- 
pally found  among  the  veterans  of  cycling, 
and  thus  the  suspicion  is  given  color  that 
long  cranks  are  especially  adapted  for 
those  whose  muscular  system  no  longer 
responds  to  nervous  impulses  with  the  au- 
tomatic celerity  of  youth.  If  this  should 
be  so  the  long  crank  movement  may  yet 
be  credited  with  giving  a  valuable  hint  of 
greater  value  for  the  future  than  it  could 
have  been  at  any  time  in  the  past. 

When  it  is  mentioned  that  the  facts  so 
far  known  in  regard  to  the  two  shows 
furnish  strong  indications  of  a  very  inter- 


The  Cycle  Age  and  Trade  Review 


129 


esting  evolution  in  the  tire  market  favor- 
ing the  most  easily  detachable  and  the 
most  resilient  patterns  and  that  the 
"tubeless"  tires,  Fleuss  and  Trench,  have 
lost  none  of  their  chances  for  success  in 
the  past  year,  nearly  everything  has  been 
noted  which  may  be  dignified  as  "trade 
movements"  of  importance  for  present  or 
future  business  plans.  The  Quadrant 
roller  gear  bicycle  is  the  strongest  Brit- 
ish element  of  defection  from  the  chain 
driven  type.  Not  being  made  under  the 
license  system  its  progress  in  the  public 
estimation  is  retarded,  however,  and  it 
seems  difficult  to  foresee  to  what  extent 
it  will  pave  the  way  for  other,  possibly 
;>merican,  types  of  chainless  construction. 
The  French  Acatene  and  the  Columbia 
chainless  seem  both  to  be  farther  ad- 
vanced in  the  ways  of  commerce.  The 
Elliptic  is  a  chainless  construction  of  the 
kind  in  which  reciprocating  levers  are 
employed.  Although  the  foot  motion 
with  this  machine  is  elliptic  and  several 
records  have  been  broken  on  it  in  the 
past  season,  there  is  no  sign  that  its  type 
will  meet  the  public's  approval.  Its  ap- 
pearance seems  to  be  against  it. 

niscellaneous  Details. 

The  number  of  new  patterns  of  acety- 
lene lamps  which  were  announced  for  ex- 
hibition is  astonishing,  almost  approach- 
ing in  multitude  those  which  this  country 
will  produce.  Tricycles  have  reached  to 
that  point  of  recognition  by  the  public 
that  they  are  now  made  by  one  or  two 
makers  in  more  than  one  grade.  One 
model  is  designed  to  be  propelled  by  a 
cantering  motion  in  imitation  of  horse- 
back riding.  It  is  for  adults.  The  Es- 
mond saddle  which  has  a  floating  motion, 
laterally  as  well  as  lengthwise,  is  com- 
mented upon  with  praise  as  introducing  a 
pleasing  degree  of  comfort  by  new  means. 
The  principle  upon  which  it  is  built  has 
already  been  emulated  by  several  Ameri- 
can inventors  who  have  obtained  patents 
for  similar  designs.  Another  new  depart- 
ure in  saddle  making  is  the  use  of  woven 
wire  for  the  seat.  The  Gordon  company 
offers  a  brazing  composition  which  seems 
to  be  especially  intended  for  repairmen, 
as  it  is  warranted  to  flow  spelter  at  a  low 
degree  of  heat.  One  of  the  most  inter- 
esting of  these  minor  matters  is  an  at- 
tempt to  discard  the  monkey  wrench  by 
providing  every  hexagon  nut  on  the  bicy- 
cle which  is  ordinarily  operated  by  this 
tool,  with  a  square  hole.  Presumably 
these  nuts  must  be  made  somewhat  thick- 
er than  ordinary  nuts  of  the  same  bore 
so  as  not  to  reduce  the  number  of  threads 
that  determine  its  binding-effect.  Sev- 
eral cycle  manufacturers  show  a  dispo- 
sition to  abandon  the  cotter  pin  for  crank 
fastening,  being  probably  influenced  in 
this  direction  by  American  competition, 
but  again  the  cotter  is  employed  for  se- 
curing the  eccentric  chain  adjustment  de- 
vice to  the  fork  end  fitting.  One  eccentric 
adjustment  device  which  seems  especially 
neat  is  located  in  the  crank  bracket,  but 
in  order  to  avoid  unsightly  dimensions  of 
the  latter,  it  is  supplemented  by  a  rever- 
sible oval  disk  at  the  rear  fork  end.  The 
disk  is  apertured  at  one  end  for  holding 
the  rear  wheel  axle.  By  reversing  the 
disk,  a  half  inch  is  added  to  the  range  of 
adjustment  as  obtained  by  the  eccentric 
in  the  bracket. 


CANADIAN  DISCRIMINAT[NG  DUTIES 


The  Practice  of  Giving  British   Exporters  a  Tariff 
Advantage  has  not  been  Satisfactory. 


at  all,  has  not  been  in  operation  long 
enough  to  afford  results  that  are  decisive, 
but  the  results  that  have  been  attained 
are  a  great  disappointment  to  Canadian 
and  English  statesmen  who  are  trying  to 
knit  the  British  empire  together  into 
something  like  a  customs  union.  They 
cannot  greatly  surprise  persons  who  have 
studied  the  results  of  our  reciprocity  ex- 
periments and  have  learned  from  them 
that  a  small  cause  often  has  no  effect 
whatever,  instead  of  a  small  effect,  as 
one  might  have  inferred  before  watching 
the  result,  or  its  absence,  of  these  small 
tariff  influences. 

It  is  true  enough  that  a  small  difference 
will  turn  the  course  of  trade.  But  the 
tariff  is  not  the  only  item  in  the  cost  of 
goods.  It  is  usually  secondary  to  the  sell- 
ing price  in  the  country  of  production, 
sometimes  a  very  small  part  of  it,  and 
the  concession  in  reciprocity  and  retali- 
atory tariffs  is  usually  but  a  part  of  this 
part.  Its  relation  to  the  cost  of  goods 
is  therefore  small,  and  while  it  is  quite 
enough  to  divert  the  course  of  trade  if 
all  other  conditions  are  the  same,  it  sel- 
dom happens  that  all  the  other  conditions 
are  the  same. 

In  August,  1896,  the  Canadian  duties 
were  the  same  on  commodities  from  this 
country  and  from  Great  Britain;  in  Aug- 
ust, 1897,  the  latter  had  an  advantage  of 
12%  per  cent,  and  in  August,  1898,  an  ad- 
vantage of  25  per  cent. 


STRETCHING  ALIEN  LABOR  LAW 


Ruling  of  Our  Immigration  Bureau  Regarding  Com- 
mercial Travelers  Objected  to  by  Canadians. 


Exporters  of  cycles  and  material  will 
be  interested  in  knowing  that  the  effort 
of  Canada  by  discriminating  tariff  duties 
to  divert  its  import  trade  toward  Great 
Britain  and  other  countries  that  admit 
Canadian  products  at  low  duties,  or  none 


Washington,  Nov.  28. — The  Manufac- 
turers' Association  of  Canada  has  drawn 
the  attention  of  the  Anglo-American 
Commission,  now  sitting  in  this  city,  to 
the  recent  rulings  of  the  United  States 
Bureau  of  Immigration,  that  the  com- 
mercial travelers  of  Canada  fall  within 
the  restrictions  of  the  alien  labor  law, 
and  that  they  cannot  carry  on  their  work 
on  this  side  of  the  border.  A  large  Ca- 
nadian manufacturing  firm,  with  branches 
at  Toronto  and  Buffalo,  recently  submit- 
ted a  statement  to  the  Immigration  Bu- 
reau as  to  the  work  of  its  salesmen  on 
this  side  of  the  border,  in  selling  both 
Canadian  and  United  States  goods.  The 
answer  of  the  bureau  was  that  as  the 
salesmen  were  Canadians  they  came 
within  the  operations  of  the  law. 

In  bringing  the  matter  before  the  An- 
glo-American Commission  the  statement 
is  made  that  a  large  number  of  commer- 
cial travelers  from  the  United  States  have 
regular  routes  through  Canada,  and  that 
if  this  country  intends  to  exclude  Cana- 
dian salesmen  it  will  be  necessary  to  re- 
taliate by  excluding  American  salesmen 
from  Canada.  This  exclusion  will  work 
a  great  hardship  on  bicycle,  tire  and 
sundries  manufacturers,  who  have  nu- 
merous agents  traversing  Canada  in 
quest  of  orders.  Efforts  will  be  made, 
however,  to  have  the  restrictions  removed 
on  both  sides. 

Another  Phantom  Bicycle  Trust. 

An  opium-smoking  correspondent  of  an 
eastern  daily  paper  is  to  the  fore  with  a 
story  which  credits  eight  or  ten  of  the 
large  bicycle  makers  with  the  intention 
to  pool  interests,  open  retail  stores  in  all 
big  cities,  and  gather  unto  themselves  all 
the  business  of  the  country.  It  is  a  fa- 
vorite pastime  with  irresponsible  contrib- 
utors and  credulous  editors  to  dish  up  this 
harmless  flction  two  or  three  times  a  year 
to  their  hungry  readers.  But  this  time 
they  show  progress  in  work,  for  they 
have  seized  upon  a  corporation  known 
as  the  Federal  Bicycle  Company  and 
woven  its  name  in  the  romance.  Warm- 
ing to  their  subject  the  nimble  news- 
paper men  have  decided  that  with  "the 
inability  of  independent  retailers  handling 


one  or  two  brands  that  are  not  so  well 
known,  and  by  working  in  harmony  and 
under  reduced  expenses,  the  trust  can 
make  and  sell  bicycles  so  cheaply  that  in 
a  year  or  two  it  will  be  in  control  of  the 
industry."  The  trade  endures  the  lucu- 
brations of  these  gentry  with  a  philoso- 
phic fortitude  which  compares  favorably 
with  that  practised  by  the  old  woman  of 
Syracuse,  who  declared  herself  content 
with  the  rule  of  the  Tyrant  Dionysius  for 
fear  he  should  be  succeeded  by  the  devil 
himself. 


The  Philadelphia  Cycle  Show. 

Philadelphia,  Nov.  28.— The  forthcom- 
ing local  cycle  show  under  management  of 
the  local  cycle  board  of  trade  promises 
to  be  much  more  successful  financially 
than  was  that  of  last  February.  The 
committee  in  charge  of  the  last  show 
was  antagonized  by  the  national  organi- 
zation of  manufacturers  and  the  demands 
for  space  were  disappointingly  small. 
This  year,  however,  President  Brewster 
and  his  confreres  will  have  a  "free  foot," 
and  local  agents  handling  machines  man- 
ufactured by  members  of  the  national 
body  will  not  be  prohibited  from  exhib- 
iting. The  questions  of  date  and  a  suit- 
able building  for  the  show  are  now  en- 
gaging the  attention  of  the  board  of  man- 
agers. As  regards  the  building,  the  choice 
has  simmered  down  to  the  First  and  Sec- 
ond Regiment  armories.  The  former  is 
small,  but  is  only  a  few  blocks  distant 
from  the  business  center;  the  latter  is 
30  per  cent  larger  than  its  rival,  but  is 
three  miles  uptown.  The  decision  of  the 
board  will  be  announced  the  coming 
week. 

Answer  in  Election  Bet  Case. 

The  answer  of  O.  G.  Staples,  the  gar- 
nishee in  the  case  of  the  Bellis  Cycle 
Company  of  Washington,  D.  C,  against 
W.  W.  Marmaduke  and  others,  as  the 
winner  of  an  election  bet,  was  filed  No- 
vember 21.  It  was  sought  to  secure  these 
alleged  funds  in  connection  with  a  judg- 
ment at  law,  secured  some  time  ago.  In 
his  answer  Mr.  Staples  declares  that  he 
is  not  indebted  to  the  defendants;  that 
he  has  no  goods,  chattels  or  credits  of  the 
defendants;  that  no  money,  check  or  se- 
curity has  been  deposited  with  him  by 
the  defendants;  that  if  any  money,  check 
or  security  has  been  placed  in  the  safe 
at  the  National  Hotel  it  was  not  placed 
there  in  the  custody  of  Mr.  Staples,  but 
by  other  persons,  and  without  his  au- 
thority or  assent. 

To  Organize  Chicago  Cycle  Workers. 

President  J.  F.  MulhoUand  of  the  Bi- 
cycle Workers  and  Allied  Trades  Inter- 
national union  has  made  arrangements  to 
send  organizers  into  the  Chicago  district 
to  organize  bicycle  workers.  He  believes 
the  demand  for  bicycles  next  year  will  be 
unprecedented,  and  says  the  workers 
should  have  their  share  of  the  profit 
which  will  be  made  by  manufacturers. 
"By  organization,"  he  says,  "we  can 
maintain  a  proper  rate  of  wages  and  pro- 
tect the  interests  of  fair  employers."  A 
mass-meeting  of  bicycle  workers  will  be 
called  in  a  few  days  and  efforts  made  to 
restore  the  various  unions  in  the  city  to 
their  former  strength  and  influence. 


State  of  Trade  in  Germany. 

The  directors  of  two  German  cycle  mak- 
ing concerns  have  just  made  reports  to 
the  shareholders.  One  firm,  which  paid 
a  dividend  of  7  per  cent  last  year,  is  una- 
ble to  pay  anything  at  all  on  the  past 
season's  trading.  The  other,  which  paid 
a  dividend  of  29  per  cent  last  year,  will 
pay  24  per  cent  this  year. 


An  inventor  at  the  Piraeus,  Greece,  has 
taken  out  a  patent  on  a  new  chainless 
bicycle. 


130 


The  Cycle  Age  and  Trade  Review 


UNUSED  FORK  CROWNS 


Chance  for  Originality  and  Variety  in  Forgings  and  Cast= 
ings  for  Three=Crown  Construction 


In  the  constant  race  for  novelty  among 
American  bicycle  makers  the  fork  crown 
has  played  an  important  part.  The  vari- 
ety of  fork  crowns  that  have  been  tried 
is  great  indeed  and  each  season  sees  new 
attempts  to  change,  if  not  to  improve, 
that  part  of  the  bicycle  frame.  Even  the 
smallest  builders  have  endeavored  to  use 
distinctive  crowns  and  no  sooner  has  one 
crown  become  popular  than  does  some- 
one try  to  change  it  enough  to  make  a  no- 
ticeable difference.  Perhaps  one  reason 
why  the  fork  crown  has  been  changed  so 
much  is  that  it  can  be  changed  with  very 
little  expense  to  the  builder  and  without 
altering  any  other  specifications  of  the 
models  produced.  It  is  but  a  compara- 
tively small  matter  to  have  a  distinctive 
fork  crown  made,  and  the  fact  that  the 
crown  is  a  very  noticeable  part  of  a  bi- 
cycle helps  to  make  such  a  change  desir- 
able in  the  eyes  of  the  novelty  seeking 
builder.  But  in  the  United  States  where 
frame  patterns  are  changed  with  a  rapid- 
ity which  seems  scandalous  to  the  con- 
servative English  maker,  there  is  still 
one  crown  which  has  never  been  used. 
It  is  an  English  crown  and  was  originated 
by  a  very  conservative  firm. 

Combination  of  Satisfactory  Types. 

It  is  a  combination  of  the  double  plate 
and  the  old  Humber  crowns,  as  is  shown 
in  Fig.  1.  The  Humber  crown,  while  it 
was  never  in  universal  use,  has  always 
been  used  with  success  wherever  adopted. 


Fc^J 


Jl 

A 

^.V/. 

B 

3 

A 

A 

Just  why  it  was  dropped  is  hard  to  tell 
unless  it  be  that  it  was  not  considered 
dressy  enough  to  withstand  the  rapid  con- 
quest of  the  arch  crown.  Makers  who 
have  used  the  Humber  crown  will  without 
an  exception  say  that  it  gave  entire  sat- 
isfaction and  that  for  all  around  service 
it  could  not  be  outdone.  Cycle  workers 
who  have  built  forks  with  Humber 
crowns  win  all  agree  that  there  is  no 
crown  which  is  easier  to  build  and  to 
build  accurately.  The  combination  crown 
has  the  light  open  appearance  of  the 
double  plate  crown  and  the  substantial 
qualities  of  the  Humber.  It  is  all  in  one 
piece  and  the  holes  for  the  reception  of 
the  lower  end  of  the  fork  stem  and  the 


upper  ends  of  the  blades  may  be  accurate- 
ly placed.  The  added  weight  over  the 
double  plate  crown  is  slight,  and  the  com- 
plete sleeve  of  metal  surrounding  the  up- 
per end  of  the  fork  blade  gives  good  braz- 
ing surface  at  those  points.  All  brazing 
can  be  done  from  the  outside  and  as  it 
is  possible  to  run  brass  in  around  the 
fork  blades  at  the  lower  side  of  the  crown 
until  it  begins  to  run  out  of  the  top,  it 
is  not  necessary  to  heat  the  point  above 
a  white  heat  in  order  to  watch  the  spel- 
ter run  underneath  the  metal.  It  is  not 
necessary  to  make  the  crown  more  than 
three-fourths  of  an  inch  in  thickness,  thus 
allowing  the  steering  head  of  the  bicycle 
to  be  set  close  down  over  the  front  wheel, 
an  item  of  importance  in  these  times 
when  many  manufacturers  are  endeavor- 
ing to  use  low  frames  without  having  to 
accompany  them  with  excessively  short 
heads. 

Little  riachiningf  Required. 

Doubtless  the  most  inexpensive  manner 
of  constructing  the  crown  is  to  cast  it, 
though  of  course  it  is  very  easily  forged. 
With  careful  pattern  making  and  core 
making,  however,  much,  if  not  all,  ma- 
chine work  may  be  done  away  with.  At 
least  the  outside  need  not  be  machined 
nor  the  oval  holes  for  the  reception  of  the 
upper  ends  of  the  fork  blades.  In  Fig.  3 
is  shown  the  manner  of  casting  the  crown, 
if  it  be  cast.  If  ail  of  the  holes  be  cored 
six  core  prints  should  be  placed  on  the 
pattern,  these  prints  being  marked  in  the 
illustration.  A  and  B.  Tbe  prints.  A, 
each  extend  about  three-eighths  or  one- 
half  inch  above  and  below  the  crown  pat- 
tern, one  core  bping  used  to  make  each 
of  thfi  oval  end  holes.  The  onen  snace  in 
the  center  of  the  crown,  between  the  up- 
per and  the  lower  plates,  is  made  without 
a  core,  the  crown  naf-tern  heinsr  symmet- 
rical  and  the  mold  parted  at  its  center. 
The  onen  center  beine  formed  in  the  mold 
bv  the  molding:  sand,  the  core  to  form  the 
holes  for  the  fork  stem  cannot  be  in  one 
piepp  pvtpnriiTie  clear  through  as  the  cores 
provided  for  bv  the  prints,  A.  Two  cores 
must  be  used,  seatines  in  the  mold  being 
rpnrle  hv  two  indpnendent  nrints,  B,  B. 
which  do  not  e^^tend  throneh  the  center 
of  the  pattern.  The  prints.  B.  must  be  long 
enoneh  to  snnnort  the  nroiecting  ends 
which  form  the  holes  in  the  casting.  To 
he  on  the  safe  side  they  should  he  at 
leact  three-onarters  of  an  inch  long  in 
addition  to  the  leneth  which  acts  as  core. 
If  the  pattprns  are  well  made  and  if  the 
corpp!  match  them  there  is  no  need  of 
machinine  the  holes,  a  little  filing  to  re- 
move roneh  edg-es  on  the  casting  being 
all  that  is  necessary.  If  it  is  desired  to 
bore  the  holes  for  the  recention  of  the 
fork  stem,  the  prints,  B,  will  of  course 
be  omitted  and  no  cores  used  at  those 
points.  Otherwise  the  casting  of  the  piece 
will  remain  the  same. 

Substitute  for  Arch  Crown. 

In  the  rapid  adoption  of  the  three 
crown  construction,  cycle  designers  have 
seeminely  forgotten  that  it  is  possible  to 
use  other  crowns  than  the  arch  for  the 
rear  stays  and  forks.  Without  going  into 
the  matter  of  the  desirabilitv  of  the  three 
crown  frame,  it  may  be  safely  said  that 
other  crowns  might  be  used  as  well  as 
the  arch,  thus  giving  the  novelty  seeker 
a  chance  to  make  his  frame  distinctive 
in  construction  without  departing  from 
popular  lines.  In  Fig.  2  is  shown  the 
rear  end  of  a  frame  in  which  the  combi- 


nation double  plate  and  Humber  crown 
is  substituted  for  the  common  arch 
crown.  The  crown  being  lighter  than 
the  average  arch  crown  and  being,  as 
has  been  mentioned,  of  easy  making  and 
of  ready  adaptation  to  fork  building,  it 
can  be  adapted  to  the  rear  end  of  a  frame 
without  any  trouble.  It  would  lend  the 
frame  a  clean  cut  light  appearance  and 
could  be  used  with  good  tasite  in  either 
a  flush  or  an  outside  joint  frame. 

Crossed  Rear  Forks. 

A  rational  novelty  in  rear  fork  design 
that  has  never  been  tried,  to  the  public's 
knowledge  at  least,  is  shown  in  Figs.  4, 
5  and  6.  In  Fig.  4  the  plan  is  shown  in- 
corporated in  a  flush  joint  rear  frame. 
The  effect  is  that  of  the  two  rear  fork 
tubes  crossing  each  other  ahead  of  the 
rear  wheel.  The  design  is  offered  as  a 
change  from  the  common  cranked  rear 
forks  and  from  the  three  crown  construe- 


^^ 


^iy.6 


tion.  It  adds  no  perceptible  weight  over 
the  three  crown  construction,  is  just  as 
strong,  and  perhaps  a  trifle  stronger  than 
the  ordinary  three  crown  make-up.  Its 
appearance  is  catchy.  There  are  two 
practical  ways  of  making  the  fltting.  Per- 
haps the  best  is  to  cast  the  hollow  curved 
cross  in  one  piece  together  with  the 
hanger  bracket,  as  is  shown  in  the  sec- 
tional view  in  Fig.  5.  Straight  rear  fork 
tubes  of  either  round  or  D  section  may 
then  be  placed  on  the  rear  ends  of  the 
cross.  The  second  way  is  to  make  a  sep- 
arate cross  piece  as  in  Fig.  6,  which  may 
be  used  with  a  regular  four  lug  hanger. 
The  latter  method  has  the  commercial 
advantage  of  allowing  the  parts  maker 
selling  the  piece  to  put  it  in  all  supply 
houses  handling  some  popular  make  of 
hanger,  the  cross  piece  being  proportioned 
to  fit  that  hanger.  The  maker  of  the 
hanger  will  not  then  be  called  upon  to 
turn  out  brackets  with  the  cross  exten- 
sion made  integral  with  the  bracket.  It 
is  obvious  that  the  forward  ends  of  the 
cross  must  be  accurately  distanced  in 
order  that  they  will  exactly  coincide  with 
the  lugs,  D,  on  the  hanger,  there  being 
but  little  chance  to  spring  either  the 
hanger  lugs  or  the  branches  of  the  cross. 
The  part  is  easy  to  cast.  It  being  made 
in  a  simple  two  part  flask  with  one  core 
which  makes  the  hollow  complete 
throughout  all  of  the  branches.  The 
frame  builder  will  have  no  difiiculty  in 
using  the  piece,  as  when  it  has  been  fitted 
to  the  hanger  and  the  straight  rear  fork 
tubes  placed  on  its  rear  branches  there 
is  but  little  chance  for  the  rear  frame  to 
be  out  of  true. 

The  wood  rim  works  at  Martinsville, 
N.  Y.,  have  been  destroyed  by  a  fire  be- 
lieved to  have  been  intentionally  started 
by  a  gang  of  incendiaries  operating  in 
North  Tonawanda.  The  factory  has  been 
idle  for  a  long  time,  but  was  soon  to  be 
started  up  again. 


The  Cycle  Age  and  Trade  Review 


131 


THESE.^ 
^ARE     THE 

ONLY 
Ijools  \0\IlU 

NEED. 


TMESE^ 
^ARE     THE 

ONLY 
STOOLS  YOl/U> 

NEED. 


TRADE 
MARK 


Co  Rcminaton  JIgents 


t^  ti 


For  i8qq  The  Remington  Arms  Company 
will  make  the  DUNLOP  DETACHABLE 


TIRE  their  regular  equipment  on  their 
models  listing  at  $50  and  $35  at  no  addi- 
tional wholesale  or  retail  charge.^ ^^^ 


tbe  American  Dunlop  tire  €0* 


134  Cake  Street,  ehicago,  TIK 


Belleville,  (north  newark)  n.  3 


TRADE 
MARK 


rAIRBANKS-BOSTON- 


LAMINATED 
WOOD-- 
RIMS  ■■• 


A — 28  X  2l4-inch  Carriage  Rim. 
B — 28  X  2-inch  Sextet. 
C — 28  X  i^-inch  Tandem. 
D — 28  X  i^-inch  Single  Wheel. 


VERY 
JOBBER 


should  illustrate  'Tairbanks-Boston  Rims'^ 
Laminated  and  Single-Piece  in  their  J  899 
Catalogues.    Electrotypes  Furnished  Free. 

MANUFACTURERS  WHO  HONESTLY  WISH  TO  FURNISH 
THEIR  CUSTOMERS  WITH  ABSOLUTELY  HIGH  GRADE 
WHEELS,  WILL  EQUIP  THEM  WITH  "FAIRBANKS-BOS- 
TON RIMS"  AND  YOU,  MR.  AGENT,  SHOULD  SEE  THAT 
YOU  GET  THESE  RIMS  NAMED  IN  YOUR  CONTRACT 
FOR  J899  MODELS.  YOUR  COMPETITORS  WILL  HAVE 
THEM  AND  YOUR  CUSTOMERS  WILL  INSIST  ON  HAV- 
ING THEM.  ^  ^^^^jtj»^.^jt^^^^^^ji 


FAIRBANKS-BOSTO?!  RiM  CO. 

BRADFORD,  PA. 

Hibbard,  Spencer,  Baiilett  S  Co.,  Chicago,  Western  Distributing  Agents. 

Mention  The  Cycle  Age 


132 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Detachable  Tire  With  Dovetailing  Edges— Triple  Steering 
Head  and  Bar — Factory  Adjusted  Hub 


Graham's  Tire. — This  is  a  "tubeless" 
tire  with  mechanical  interlocking  of  the 
meeting  edges.  One  side  of  the  tire  is 
secured  to  the  wheel  by  cementing  a 
flexible  flap  to  the  rim.  From  the  same 
edge  of  the  tire  but  on  the  inner  side  ex- 
tends another  flap  made  of  soft  rubber, 
with  a  strip  of  canvas  inclosed.  The  flap 
also  contains  a  wire  which  is  designed 
to  be  tightened  by  a  ratchet  arrangement, 
but  the  inventor   does  not  specify   how 


this  is  to  be  done.  The  opposite  inner 
edge  of  the  tire  has  a  similar,  but  thin- 
ner, canvas-reinforced  soft  flap.  Inter- 
locking devices  made  of  aluminum  and  of 
the  shape  shown  in  the  illustration  are 
secured  along  the  edges  of  the  intermedi- 
ate canvas  fabric  of  the  tire,  projecting 
on  the  free  side  of  the  tire  beyond  the 
loose  edge  of  the  outer  tire  covering.  The 
inflation  valve  extends  through  the  tire 
just  beyond  the  edge  of  the  wheel  rim, 
so  that  creeping  of  the  tire  will  not  af- 
fect it.  The  inventor  says  that  the  wire 
in  the  inner  flap  is  tightened  before  in- 
flation, but  how  the  interlocking  of  the 
tire  edges  may  then  be  accomplished 
seems  difficult  to  comprehend.  The  wir- 
ing is  not  included  in  the  patent  claim, 
however.  The  inventor  is  W.  A.  D.  Gra- 
ham, of  Toronto,  Can. 

Roller  Gearing. — The  general  arrange- 
ment of  gear-wheels  is  similar  to  that  of 
bevel-gear  bicycles.  The  front  driving 
wheel  and  the  rear  driven  pinion  are 
alike  in  construction  and  are  provided 
with  rollers.  The  shaft-pinions  have 
milled  teeth.  Both  of  the  roller  wheels 
have  concentric  flanges  on  their  M^orking 
faces  and  pins  are  inserted  at  equal  in- 


tervals connecting  the  two  flanges.  The 
inner  ends  of  the  pins  are  conical  and  flt- 
ted  on  conical  sockets  in  the  inner  flan- 
ges. The  outer  ends  are  cylindrical  and 
reach  through  holes  in  the  outer  flange 
flush  with  the  same.  A  band  encircling 
the  flange  holds  them  all  in  position. 
On  the  pins  are  placed  roller  sleeves. 
Each  pin  is  grooved  longitudinally  to  pro- 
vide for  lubrication  by  plumbago  or  other 
means.  The  conical  sockets  in  the  inner 
flange  extend  through  the  flange  so  that 


the  pins  can  be  driven  out  by  striking 
their  inner  ends  when  the  band  surround- 
ing the  outer  flange  is  removed.  This 
serves  repair  purposes.  The  pinions  on 
the  shaft  are  adjustable,  being  placed  on 
between  two  nuts  and  splined  to  the 
shaft.  The  key  for  splining  is  as  long  as 
the  bore  of  the  pinion  and  slides  with  the 
pinion  in  adjusting  the  same.  The  pat- 
ent claims  have  reference  to  the  construc- 
tion of  the  roller-wheels  only.  The  in- 
ventor is  Charles  A.  Hennitke,  of  Buffalo. 

Spiker's  Handlebar. — For  the  purpose 
of  providing  a  handlebar  which  may  be 
adjusted  up  or  down  by  the  rider  with- 
out changing  the  inclination  of  the  grips, 
the  inventor  proposes  the  construction 
shown  in  the  illustration,  which  consists 
in  a  pair  of  guide  tubes  brazed  to  the 
fork  sides  at  their  lower  end  and  gath- 
ered in  a  socket  at  the  upper  end,  the 
socket  in  turn  to  be  secured  to  the  fork- 
stem.  A  distance  plate  secures  the  posi- 
tion of  the  guides  in  advance  of  the  head 
tube,  as  shown,  by  which  position  a  wider 
angle  is  obtained  for  steering  than  with 
the  usual  "triple  steering  head,"  so- 
called,  of  the  "Referee"  or  "Lyndhurst" 
type.  The  middle  portion  of  the  handle- 
bar is  flattened  and  has  seats  or  eyes  for 
the  guides,  and  to  this  portion  is  secured 
at  one  point  a  clamping  plate  with  seats 


adapted  to  be  pressed  against  the  guides 
from  the  front.  The  ends  of  the  clamp- 
ing plate  are  free  and  reduced  to  form 
lugs  which  extend  into  sockets  in  the 
ends  of  sleeves,  shaped  like  grips,  mount- 
ed on  the  adjacent  tubular  portions  of  the 
handlebar.  The  sockets  are  turned  to 
form  eccentric  cam  faces,  so  that  a  twist 
of  the  sleeves  will  squeeze  the  lugs  tight- 
ly against  the  bar  and  the  latter  against 
the  eyes  or  seats  in  the  flattened  portion 
of  the  handlebar.  Thus  the  rider  may, 
by  taking  hold  of  the  sleeve-grips  and 
twisting  them,  release  the  bar  from  the 
guides,  lower  or  raise  it,  and  again  fas- 
ten it  without  removing  his  hands. 
Whether  this  desirable  object  is  suffici- 
ently important  to  call  for  so  elaborate 
an  arrangement  as  proposed  will  proba- 
bly be  doubted,  but  the  suggestion  of  em- 
ploying an  eccentric  cam  socket  for  quick 
fastening  and  unfastening  may  be  a  hint 
for  makers  of  grips,  tool  boxes,  pumps, 
lamps  or  anything  else  which  it  is  de- 
sired to  secure  removably  to  any  one  of 
the  frame  tubes.  The  possibility  of  acci- 
dental loosening  by  vibration  should 
probably  be  considered  when  the  cam 
face  is  of  metal  and  contacts  with  metal. 
The  inventor  of  the  handlebar  illustrated 
is  W.  C.  Spiker,  of  Cadiz,  O. 

Crank  and  Axle. — The  axle  has  a  re- 
duced  square  extension   eccentric   of  its 


axis,  and  this  extension  flts  in  a  square 
hole  in  the  crank  boss.  The  eccentric  por- 
'tion  is  preferred  mainly  because  thereby 
torsional  stress  en  the  axle  is  reduced. 
The  axle  is  further  provided  with  a 
screw-threaded  hole  into  which  screws  a 
screw  with  a  head  large  enough  to  ex- 
tend over  the  face  of  the  crank  boss  and 
operate  to  draw  the  crank  tightly  on  to 
the  axle,  crank  and  axle  being  tapered 
correspondingly.  The  screw  head  has 
holes  for  applying  a  spanner.  The  crank 
has  a  screw-threaded  hole  of  the  same  di- 
ameter as  the  hole  in  the  axle  extension, 
and  this  leads  up  to  the  shoulder  on  the 
axle.  If  the  crank  is  to  be  removed  from 
the   axle,  the  headed  screw  is   removed 


L-^ 


from  the  hole  in  the  axle  and  is  screwed 
into  the  hole  in  the  crank,  where  by  im- 
pinging against  the  shoulder  on  the  axle 
it  serves  to  drive  the  crank  off  its  taper 
seat.  The  inventor  is  Albert  J.  Perks,  of 
Springfield,  O. 

Spring  Hub. — The  hub  is  enlarged  be- 
yond the  usual  size  of  bicycle  hubs  and 
revolves  around  an  inner  drum  upon  ad- 
justable ball-bearings.  The  ends  of  the 
drum  are  closed  by  plates  which  have 
slots  extending  across  the  central  por- 
tions without  reaching  the  edges.  These 
slots  are  normally  vertical,  as  described 
by  the  inventors,  but  in  practice  should 
probably  be  placed  at  an  angle  corre- 
sponding to  the  average  direction  of  jolts, 
say  at  an  angle  of  45  to  60  degrees.  The 
axle  is  cranked  so  that  the  cranked  por- 
tions slide  in  the  slots  and  the  central 
portion  of  the  axle,  which  is  broadened, 
is  normally  above  the  axis  of  the  drum. 
This  arrangement  is  for  the  purpose  of 
providing  room  for  longer  and  more 
yielding  springs  within  a  given  size  of 
hub.  The  flattened  portion  of  the  axle 
has  four  holes  for  the  passage  of  guide 
bolts.  Two  of  these  bolts  have  large 
screw-threaded  heads  which  are  screwed 
into  holes  in  the  drum.  At  their  outer 
ends  internally  and  externally  screw- 
threaded  collars  are  fitted.  Being  ad- 
justable, these  collars  serve  to  adjust  the 
tension  of  the  helical  springs  bearing  up- 
on them,  so  as  to  make  the  axle  ends 
extend  from  the  center  of  the  drum 
plates  on  both  sides  when  the  rider  is 
seated.  It  seems  that  the  range  of  adjust- 


ment would  nob  be  large  enough  to  offset 
great  variations  in  the  weights  of  differ- 
ent riders,  but  it  may  be  sufficient  to  off- 
set accidental  variations  in  the  strength 
of  the  two  springs  so  as  to  insure  a  hori- 
zontal position  for  the  axle.  The  helical 
springs  between  the  axle  and  the  collars 
absorb  the  jolts  of  ordinary  riding.  Re- 
bound-springs are  placed  around  the 
same  bolts  between  the  axle  and  the  bolt 
heads.  The  two  central  bolts  are  sur- 
rounded by  springs  which  come  into  ac- 


The  Cycle  Age  and  Trade  Review 


133 


tion  only  in  case  of  unusually  severe  jars 
when  the  axle  may  approach  the  lower 
limit  of  its  movement.  To  the  cranked 
portions  of  the  axle,  outside  of  the  drum 
plates,  are  attached  plates  for  exclud- 
ing dust  from  the  slots,  and  flanges  are 
secured  to  the  hubs  to  protect  the  ball- 
bearings against  dust.  The  inventors  are 
Teodor  Kierakowicz  and  Joseph  Lucas,  of 
Chicago. 

Chain  Adjustment. — The  construction 
of  this  device  is  so  plainly  shown  in  the 
accompanying  illustration  that  verbal  de- 
scription is  unnecessary.    Being  arranged 


wholly  on  the  outer  side  of  the  fork  end 
fitting  it  does  not  interfere  with  access 
to  the  wheel  hub  and  bearing  cones.  The 
inventor  is  Leo  Melanowski,  assignor  to 
the  Crosby  &  Mayer  company,  of  Buffalo. 

Adjusted  Hub. — The  main  object  of  this 
invention  is  to  provide  a  bicycle  hub 
which  may  be  properly  adjusted  in  the 
factory  where  it  is  made  and  afterwards 
sold  and  handled  and  attached  to  a  bicy- 
cle frame  without  interference  with  the 
adjustment  given  to  it.  The  illustrations 
show  a  horizontal  cross  section  of  a  front 
hub  and  the  sprocket  end  of  a  rear  hub. 
In  the  front  hub  the  barrel  has  at  each  end 
a  flaring  flange  for  spoke  attachment  and 
-  the  barrel  ends  are  internally  screw- 
threaded  to  receive  ball-cups.  Ball-re- 
taining spring  washers  are  used  in  these 
cups  and  have  notches  in  the  periphery 
designed  to  facilitate  the  access  of  lubri- 
cating oil  to  the  balls.  The  cones  are 
turned  outwardly  and  have  screw-thread- 
ed extensions  to  which  are  applied  nuts 
that  serve  as  shoulders  against  which  the 
fork  stems  are  stemmed  tightly  by  the 
holding  nuts,  which  are  screwed  to  the 
cone  extension  and  not  on  the  axle,  as 
customary.  The  cone  when  adjusted  is 
secured  in  position  by  a  screw-plug  with 
a  square  head  which  is  screwed  into  the 
end  of  the  cone  extension  abutting  against 
the  axle  end.  The  middle  of  the  axle  is 
provided  with  a  notched  collar  and  a  key 
piece  is  held  in  a  hole  in  the  barrel  by 
means  of  a  flat  spring,  so  that  by  press- 


ing the  key  piece  in  against  the  resistance 
of  the  spring  a  tooth  on  the  key  piece  will 
engage  one  of  the  notches  and  lock  the 
barrel  to  the  axle.  The  assembling  of  the 
hub  is  described  as  follows:  Antifriction- 
balls  have  been  placed  in  the  cups,  one 
of  the  said  cups  is  screwed  into  the  end 
of  the  barrel  solidly.  Then  the  shaft, 
having  the  cones  screwed  on  to  its  ends, 
is  inserted  into  the  barrel  from  the  end 
in  which  no  cup  is  yet  screwed,  and  the 
threaded  end  of  one  of  the  cones  is  pro- 
jected out  through  the  central  holes  of 
the  bearing-cup  until  the  bearing-surface 
of  the  cone  comes  in  contact  with  the 
friction-balls  of  the  inserted  cup.  The 
other  cup  is  then  screwed  intO'  the  oppo- 
site end  of  the  barrel,  allowing  the 
threaded  portion  of  the  other  cone  to  ex- 
tend out  through  the  central  opening  in 
it.     On  the  threaded  ends  of  the  cones 


the  inner  nuts  are  then  screwed  tightly, 
after  which  the  hub  may  be  placed  into 
the  bicycle  fork,  to  which  they  may  then 
be  tightly  secured  by  screwing  on  the 
holding  nuts.  The  cones  are  kept  from 
turning  in  the  bicycle  fork  by  means  of 
two  flat  sides,  so  that  by  revolving  the 
shaft  when  the  cones  are  thus  held  the 
cones  are  driven  outwardly  or  drawn  in- 
wardly of  the  hub,  according  to  the  direc- 
tion in  which  the  shaft  is  turned,  the 
threaded  ends  being  provided,  respective- 
ly, with  right  and  left  threads.  The  rev- 
olution of  the  shaft  or  axle  is  effected 
by  locking  the  barrel  to  the  shaft,  so  that 
the  shaft  may  be  revolved  with  the  barrel 
of  the  hub  in  either  direction  required. 
When  the  cones  are  adjusted  in  this 
manner  to  the  positions  required,  the 
plugs  are  screwed  into  the  respective  ends 
of  the  cones  until  they  set  against  the  re- 
spective ends  of  the  shaft  firmly  enough 
to  prevent  the  shaft  from  turning  in  the 
cones.  This  adjustment  may  all  be  effect- 
ed before  the  hub  is  inserted  into  the  ve- 
hicle; but  when  it  is  thus  done  it  is  evi- 
dent that  the  cones  should  be  held  from 
revolving  by  an  appliance  which  would 
take  the  place  of  the  fork  of  the  bicycle 
to  which  the  hub  is  adapted  to  be  at- 
tached. The  inventors  are  Walter  D. 
Snider  and  Albert  G.  Snow,  of  Scranton, 
Pa. 

Pedal  Tread. — Into  a  tread  of  lead  or 
other  soft  metal  such  as  aluminum  is 
rolled  a  gritty  substance  such  as  emery, 
carborundum,  etc.,  which  will  prevent 
the  tread  from  wearing  smooth  and  slip- 
pery. Instead  of  rolling  the  grit  in  it  may 
•  be  molded  in.  The  inventor  is  Elbert  B. 
Phillips,  of  Cleveland. 

The  saddle  design  shown  in  the  accom- 
panying illustration    has    been    patented 


for  the  Garford  Mfg.  Co.,  of  Elyria,  C, 
on  application  filed  October  29,  1898. 


WHAT  SPECIFICATIONS  ARE 


As  Now  Written   They  Are  Only  Such  in  Name- 
Cover  Many  Sins. 


In  many  cases  specifications  have  been 
called  upon  to  cover  a  multitude  of  sins, 
both  sins  of  omission  as  well  as  "commis- 
sion." Specifications,  if  drawn  intelli- 
gently and  compiled  correctly,  are  of 
great  assistance  to  both  the  purchaser 
and  the  manufacturer,  by  expediting  busi- 
ness transactions,  and  also  in  preserving 
friendly  relations  between  those  parties, 
through  avoiding  misunderstandings,  etc. 
But  if  drawn  with  a  view  to  favor  certain 
articles  under  the  pretense  of  being  fair 
to  all,  they  often  lead  to  disagreeable  con- 
sequences and  serious  disputes,  says  a 
writer  in  Riehle's  Digest  of  Physical 
Tests. 

The  definition  of  the  word  specifica- 
tions, as  given  by  Webster,  is  "A  written 
statement  containing  a  minute  description 
or  enumeration  of  particulars,  as  the 
terms  of  a  contract."  Many  specifications, 
especially  those  sent  out  by  manufactu- 
rers, are  in  reality  only  descriptions  of 
their  particular  productions,  and  have  no 
right  to  be  honored  by  the  term  specifica- 
tions.   For  instance,  the  descriptions  sent 


out  by  some  bicycle  manufacturers  and 
by  them  called  specifications — their  only 
claim  to  the  name  lies  in  the  fact  that 
they  have  the  different  paragraphs  head- 
ed by  type  of  different  color  and  of  larger 
size. 


riETALLIZINQ  WOOD 


After  Long  Immersion  in  Chemical  Solutions  Wood 
Can  be  Polished  to  a  Hetallic  Lustre. 


In  the  French  Journal  Les  Mondes,  a 
process  for  metallizing  wood,  invented  by 
one  Rubennick,  is  described  as  follows: 
The  wood  is  immersed  for  three  or  four 
days,  according  to  permeability,  in  a  solu- 
tion of  caustic  lime,  at  a  temperature  of 
from  75  to  90  degrees  Centigrade.  From 
there  it  is  placed  at  once  in  a  bath  of  hy- 
drosulphate  of  calcium,  to  which,  after 
24  or  36  hours  a  concentrated  solution  of 
sulphur  and  caustic  potash  is  added.  This 
bath  lasts  about  48  hours,  at  35  to  50  de- 
grees. Finally  the  wood  is  treated  for  30 
to  50  hours  to  a  bath  of  acetate  of  lead, 
also  at  35  to  50  degrees.  It  will  be  seen 
that  the  process  requires  considerable 
time,  but  the  result  is  surprising. 

After  having  been  dried  to  a  moderate 
temperature,  the  wood  thus  prepared 
shows,  when  polished,  a  brilliant  metallic 
lustre.  This  lustre  can  be  heightened  still 
more  by  rubbing  the  surface  with  a  piece 
of  lead,  tin  or  zinc,  and  then  polishing 
it  with  a  glass  or  porcelain  burnisher. 
The  wood  surface  then  assumes  the  ap- 
pe9,rance  of  a  genuine  metallic  mirror, 
and  is  very  solid  and  strong. 


Fibrous  Puncture  Repair  Material. 

One  of  the  puncture  mending  methods 
shown  at  the  English  Stanley  show  is  at- 
tracting attention.  It  is  designed  to  be 
used  for  double  tube  tires,  and  it  is  the 
idea  that  punctures  shall  be  mended  with- 
out removing  the  tire  casing,  but  its  adap- 
tability to  single  tube  tires  is  obvious. 
The  tire  manufacturer's  co-operation  is 
required,  for  the  inner  tube  is  supposed  to 
have  been  filled  at  the  time  of  manufac- 
ture with  a  specially  prepared  fibrous  ma- 
terial which  loosely  fills  the  entire  air 
tube,  but  weighs  only  one  ounce.  Being 
fibrous,  the  material  does  not  interfere 
with  infiation  or  defiation.  When  a  punc- 
ture is  located  a  small  quantity  of  rubber 
solution  is  injected  and  the  tire  is  de- 
pressed against  the  rim  at  the  point  of 
injection,  so  as  to  make  the  fibrous  mate- 
rial, combined  with  the  rubber  solution, 
stick  to  the  punctured  spot.  By  proper 
manipulation  it  is  said  that  the  fibrous 
paste  which  is  formed  will  adhere  only  to 
one  side  of  the  tire. 


Hardening  Cast  Iron. 

The  following  is  published  as  a  recipe 
for  hardening  cast  iron.  We  are  not  re- 
sponsible for  it:  Take  a  half  pint  of 
vitriol,  one  peck  of  common  salt,  half  a 
pound  of  saltpetre,  two  pounds  of  alum, 
a  quarter  of  a  pound  of  prussiate  potash, 
and  a  quarter  of  a  pound  of  cyanide  pot- 
ash; dissolve  in  ten  gallons  of  water.  Be 
sure  that  all  the  articles  are  dissolved. 
Heat  the  iron  to  a  cherry  red  and  dip  it 
in  the  solution.  If  the  article  needs  to  be 
very  hard,  heat  and  dip  the  second,  and 
even  the  third,  time. — American  Machin- 
ist. 


Tires  Kept  Dark  in  Winter. 

It  is  asserted  that  light  does  more  to  in- 
jure tires  during  the  winter  than  anything 
else.  A  chemist  who  has  made  some  ex- 
periments in  this  line  says  tires  will  not 
harden  during  the  winter  months  if  kept 
in  the  dark. 


One-fifth  of  the  30,000  patents  taken 
out  in  England  in  1897  related  to  cycles 
and  cycle  accessories. 


184 


The  Cycle  Age  and  Trade  Review 


PIPER  &  TINKER  WAGON 


Steam    Vehicle    of    the    New  England  Group— Automatic 

Regulation  of  Water  Feed 


Piper  and  Tinker,  of  Waltham,  Mass., 
began  the  construction  of  steam  wagons 
in  1895,  and  so  far,  November,  1898,  have 
built  three  vehicles,  one  of  which  has  been 
sold. 

This  wagon  has  two  simple  engines, 
working  on  90  degree  cranks  on  the  same 
shaft.  The  cylinders  are  2%-inch  bore 
by  3-inch  stroke,  and  are  supplied  with 
steam  by  a  water  tube  boiler.  Piper  and 
Tinker's  patent.  The  peculiar  feature  of 
this  boiler  lies  in  the  introduction  of 
flues  or  fire  tubes,  %-inch  diameter,  in- 
side the  vertical  members  of  the  water 
tube  sections.  These  water  tube  sections 
are  made  up  of  copper  tubes,  1^4  inches 
outside    diameter,    both    horizontal   and 


^^~^' 

\ 

■  •■^•i..mm^W-                  r 

1 

r 

■m 

HBKi^m 

L 

1 

^?5^ 

1 

1 

d 

1 

Fig.  1— Latest  Piper  &  Tinker  Steam  Wagon. 

vertical,  the  vertical  tubes  contain- 
ing 1%-inch  vertical  fire  tubes,  as 
mentioned.  The  separate  water  tube 
sections  are  all  brazed  together,  and 
the  9  sections  are  connected  to  each  other 
by  copper  tube  headers,  1%  inch  diameter. 
The  thickness  of  all  the  boiler  tubes, 
flues,  and  headers  is  No.  20  B.  &  S.  gauge. 
The  vertical  height  of  the  water  tubes 
over  the  headers  is  21%  inches,  hence  the 
%-inch  vertical  flre  tubes  are  43  diameters 
in  length,  which  is  very  much  longer  than 
some  other  makers  consider  the  extreme 
useful  limit  for  vertical  firetubes.  The  fuel 
is  gasoline,  admitted  to  horizontal  burner 
tubes  through  independently  adjustable 
needle  valves,  the  valve  adjustment  be- 
ing shown  in  part  in  Fig.  3.  The  fuel  is 
passed  through  the  needle  valves  in  liquid 
form,  and  is  vaporized  by  the  heat  of  the 
burner  tubes,  which  have  a  head  at  the 
end  opposite  the  needle  valve,  and  are 
imperforate  on  the  under  side.  The  up- 
per half  of  each  burner  tube  circumfer- 
ence is  pierced  with  holes  1-64  of  an  inch 
in  diameter — spaced  %-inch,  c.  to  c,  and 
staggered;  the  draught  is  natural,  and  the 
flre  is  silent.  The  flre  is  automatically 
regulated  by  the  steam  pressure  acting  on 
a  diaphragm.  The  boiler  is  tested  to  500 
pounds  hydraulic  pressure  and  is  fltted 
with  a  pop  safety  valve,  set  at  165  pounds, 
and  the  regular  working  pressure  is.  160 
pounds.  The  wagon  which  was  sold 
weighed  900  pounds,  had  wheels  28  and 
30-inch  diameter,  with  Newton  tires,  1% 
.  inches  diameter  in  front  and  2  inches  di- 
ameter in  rear,  inflated  to  about  90  pounds 
air  pressure.  The  gauge  of  the  wheels 
was  48  inches,  and  the  wheel  base  60 
inches.  The  engines  were  vertical,  and 
arranged  as  shown  in  Fig.  2.  The  valves 
are  plain  D-slides,  operated  by  link  mo- 
tions of  ordinary  form,  and  hence,  of 
course,  the  engines  run  backward  the 
same  as  forward. 


The  Piper  and  Tinker  wagon  shown  in 
the  accompanying  engravings  is  of  later 
manufacture.  It  has  the  boiler  and  bur- 
ner as  described.  The  total  weight  is 
given  as  700  pounds.  The  wagon  body  is 
very  peculiar  in  appearance  and  has  a 
very  discomposing  effect  on  horses.  It 
may  be  taken  as  proved  that  it  is  not 
the  spectacle  of  a  wagon  running  with- 
out horses  which  alarms  the  equine  men- 
tality, but  the  peculiar  shape  of  the 
wagon.  The  Stanley  and  the  Whitney 
wagons  are  of  ordinary  forms,  and  but 
very  few  horses  pay  any  attention  to 
them.  The  Cross  wagon,  of  Providence, 
is  of  peculiar  shape,  and  produces  tempo- 
rary insanity  in  almost  every  horse  that 
it  meets;  the  Piper  and  Tinker  is  also  of 
unusual  form,  and  affects  horses  in  the 
same  way.  If  it  is  true,  as  these  four  in- 
stances agree  in  showing,  that  it  is  the 
strange  outlines  of  automobiles  which  so 
dangerously  alarm  horses,  then  designers 
should  keep  close  to  ordinary  vehicle 
forms,  in  spite  of  the  loud  and  often  re- 
peated demands  for  "originality"  made 
by  some  of  the  automobile  journals. 

rietal  Construction  and  Shapes.]    "^~   ._i  t 

Undoubtedly  the  wagon  which  alarms 
horses  least  will  have  one  great  point  in 
its  favor,  as  it  is  one  of  the  most  annoy- 
ing things  in  the  whole  round  of  auto- 
motor  vicissitudes  to  have  about  all  the 
horses  in  sight  standing  on  their  hind 
legs  and  pawing  the  air  with  their  fore 
feet,  or  else  making  mad  efforts  to  run 
away  with  the  much  perturbed  occupants 
of  the  vehicles  to  which  they  are  at- 
tached. ^'  i'i 

The  Piper  and  Tinker  wagon  body  owes 
its  unique  appearance  to  the  fact  that  it 
is  constructed  of  aluminum,  having  the 
panels  painted  black  and  the  retaining 
strips  nickel  plated.  The  dash  board  is 
greatly  thickened  to  make  it  serve  as 
a  water  tank  and  the  great  length  of  the 


Fig.  2— Kear  View,  .SBDwiiig  Eugiue  Uncovered 

boiler  tubes  causes  the  passenger  seat  to 
be  placed  high.  The  use  of  aluminum 
undoubtedly  secures  lightness  of  construc- 
tion, but  it  would  require  a  very  large 
outlay  for  dies  and  forming  tools  to  es- 
tablish the  manufacture  of  carriage  bod- 
ies in  ordinary  shapes  in  any  sheet  metal. 
The  wheels  of  the  la,st  Piper  and  Tinker 
wagon  are  28  and  30-inch  diameter,  with 
Kangaroo  tires  of  1%  and  2  inches  diam- 


eter, with  90  pounds  air  pressure;  gauge, 
48  inches;  wheel  base,  60  inches. 

The  arrangement  of  the  engines  is  pret- 
ty well  shown  in  Fig.  2,  which  is  a  rear 
diagonal  view,  with  the  vertical  cover  of 
the   engine  casing  removed. 

The  cylinders  are  2%-inch  bore  by  3- 
inch  stroke,  and  the  crank  shaft  is  di- 
rectly above  the  rear  axle,  a  short  ver- 
tical chain  leading  from  the  crank  shaft 
sprocket  to  the  large  sprocket  secured  to 
the  compensating  gear  case;  the  gear  re- 
duction is  4  to  1.  The  engine  frame  ap- 
pears to  be  carried  directly  by  the  rear 
axle  support,  without  intervening  springs, 
and  there  appears  to  be  no  means  of  ad- 
justing the  chain  tension.  The  valves  are 
D-slides,  face  each  other,  are  in  independ- 
ent steam  chests,  and  are  moved  by  ordi- 
nary links,  controlled  by  a  latched  lever 
and  notched  quadrant  in  front  of  the  seat. 
'  The  throttle  valve  is  handled  by  a  short 
horizontal  sliding  bar,  just  in  front  of  the 
link  quadrant.  The  steam  gauge  is  just 
beyond  the  quadrant,  and  there  is  another 
gauge  at  the  rear  of  the  tank-dash  board. 
The  brake  treadle  is  above  the  foot  board 
and  operates  two  band  brakes,  one  on 
each  rear  wheel  hub. 

Piper  uses  an  original  form  of  body  car- 
rying spring,  made  of  one  single  piece  of 
flat  steel,  twisted  into  full  circles  at  the 
ends,  and  offset  sidewise,  so  that  the  up- 


Fig.  3— ^'eedle  Valve  Burner  Adjustment. 

per  and  lower  parts  can  pass  each  other, 
all  as  shown  in  Figs.  1  and  2. 

The  weight  of  the  water  tube  boiler  is 
said  to  be  100  pounds,  with  65  square  feet 
of  heating  surface,  and  a  water  capacity 
of  4  gallons. 

Fig.  3  shows  the  burner  regulators;  the 
notched  wheels,  attached  to  the  screw- 
threaded  needle-valve  stems  are  retained 
in  place  after  adjustment  by  spring 
plunger  dogs,  which  catch  into  the 
notches  of  the  valve  stem  wheels;  the 
numerous  short  open-ended  horizontal 
tubes,  located  in  two  rows,  one  above 
the  other,  between  -the  needle-valves, 
serve  to  admit  air  to  the  closed  casing 
which  contains  the  boiler  and  the  burner 
tubes.  All  of  this  work  is  covered  up  by 
a  removable  door,  as  shown  in  Fig.  1. 

Feeding  of  the  Boiler. 

Fig.  4  shows  the  well  known  but  very 
seldom  used  gravity  water  feed,  which 
Piper  and  Tinker  employ  for  feeding 
their  boilers.  As  a  matter  of  course 
water  flnds  its  level,  so  long  as  the  whole 
mass  of  water  is  under  the  same  pres- 
sure. Hence,  suppose  the  horizontal  cy- 
lindrical gravity  tank,  T,  T,  Fig.  4,  is 
connected  with  the  boiler  _  at  the  proper 
level,  by  a  pipe  on  top,  marked  P,  and  by 
a  similar  pipe,  not  shown,  leading  from 
the  bottom  of  the  gravity  tank  to  the 
boiler,  both  these  pipes  from  the  tank  to 
the  boiler  being  fltted  with  valves,  so 
that  communication  between  the  tank  and 
the  boiler  can  be  opened  and  closed  at 
will;  suppose,  also,  that  a  supply  hose, 
H,  is  led  from  the  bottom  of  the  higher 
water  supply  tank  to  the  gravity  tank, 
T,  this  hose  connection  being  also  through 
a  valve  which  may  be  opened  or  closed 
at  will;  with  these  connections,  let  the 
valves  in  the  pipes  leading  from  the  grav- 
ity tank  to  the  boiler  be  closed,  and  the 
hose  valve  be  opened:  water  will  then  en- 
ter the  gravity  tank  and  condense  the 
steam  if  any  be  therein,  and  completely 
flll  the  gravity  tank,  T.  Then  if  the  hose 
valve  be  closed,  and  the  boiler  connection 


The  Cycle  Age  and  Trade  Review 


135 


Prosperity 


t^i^ti 


is  knocking  at  your  door. 
Will  you  let  her  in? 
She  comes  with 


the  €ldu$  Bar 

-m  Bar  m  People  Olant. 


Thousands  of  people  have  opened  their  hearts  to  the 
Claus  Bar. 

"When  the  proper  time  comes  they  will  open  their  poc- 
ket hooks. 

We  are  teaching  thousands  more  that  the  Qaus  Bar  is: 

The  only  bar  that  can  be  adjusted  without  a  wrench. 
The  only  bar  that  retains  its  width  at  all  adjustments. 
The  only  bar  in  which  all  parts  interlock. 
The  only  bar  with  an  adjustment  that  will  not  wriggle. 
The  only  bar  that  can  be  adjusted  while  you  ride. 
The  only  bar  that  marks  the  high  grade  wheel. 
The  only  bar  with  a  guarantee  that  never  expires. 

People  will  insist  upon  receiving  the  Claus  Bar. 

They  will  turn  away  from  a  wheel  that  is  not  equip- 
ped with  it. 

You  can't  afford  to  turn  away  customers— turn  away 
prosperity. 

Tell  your  manufacturer  that  you  want  the  Claus  Bar 
— that  you  will  take  no  other. 

Write  for  our  prices  and  open  your  arms  to  prosperity. 


tbe «  «  «  «  « 


€lau$  l)anaie  Bar  m%  €o. 

milwaukM,  011$.,  u.  $.  n. 


kN 


^^ 


y^ 


K 


The  (ram^r-  way. 


136 


The  Cycle  Age  and  Trade  Review 


valves  be  opened,  the  water  in  the  grav- 
ity tank,  being  uniformly  exposed  to  the 
boiler  pressure,  will  run  into  the  boiler, 
if  the  water  level  in  the  boiler  is  below 
the  bottom  level  of  the  gravity  tank,  and 
the  gravity  tank,  T,  will  be  filled  with 
steam.  Then  suppose  the  boiler  commu- 
nication valves  to  be  both  closed,  and  the 
water  admission  valve  to  the  gravity 
tank,  T,  to  be  opened,  water  will  again 
run  in  and  fill  the  gravity  tank.  Piper 
and  Tinker  arrange  a  slowly  revolving 
cam  to  open  and  close  these  three  valves 
properly,  and  thus  keep  the  water  at  a 
constant  level  in  the  boiler,  provided  that 
the  valve  operating  cam  is  revolved  ray- 
idly  enough.  It  is  impossible  with  this 
arrangement  of  parts  to  over-feed  the 
boiler,  and  as  the  boiler  feed  has  its  valves 
actuated  by  positive  mechanism  it  is  more 
likely  to  operate  than  the  ordinary  force 
pump,  which  has  its  valves  moved  one 
way  by  gravity.     While  this  boiler  feed 


Fig.  4— "Gravity"  Boiler  Feed. 

takes  much  more  steam  to  operate  it  than 
is  required  to  do  the  same  work  with  a 
force  pump,  it  has  the  merit  of  requiring 
no  attention  from  the  driver  to  keep  the 
water  level  in  the  boiler  always  the  same, 
which  is  the  first  requisite  in  steam  pro- 
duction and  use. 

The  Piper  and  Tinker  wheels  are  on 
ball  bearings.  All  other  bearings  are 
plain.  The  compensator  sprocket  ap- 
pears to  be  exposed.  The  chain  sprock- 
et on  the  crank  shaft  has  six  teeth,  work- 
ing to  24  teeth  on  the  compensator 
sprocket.  The  downwardly  opening  tube, 
B,  Pig.  2,  is  the  exhaust  pipe,  and  the 
bottom  open  end  of  this  tube,  which  ap- 
pears to  be  flexible,  is  carried  to  within 
a  few  inches  of  the  ground. 

The  young  men  who  are  constructing 
this  vehicle  are  doing  wholly  original 
work,  and  will  undoubtedly  reach  practic- 
able solutions  of  many  of  the  difficult 
problems  of  the  mechanically  propelled 
vehicle  very  soon.  Hugh  Dolnae. 


CARE  OF  FILES 


Re=Sharpening   Clogged    Files   by  Chemical  Solu= 
tions  -  Handles  Secured  by  Long  Ferrules. 


If  files  have  been  used  for  working  on 
iron  and  are  clogged  with  iron-filing 
which  helps  the  natural  wear  on  the  file 
in  the  work  of  making  the  tool  smooth 
and  worthless  instead  of  rough  and  use- 
ful, the  file  should  be  immersed  for  a 
short  time  in  a  dilute  solution  of  sulphate 
of  copped.  The  solution  will  completely 
remove  the  objectionable  iron  filings 
without  affecting  the  file  itself.  Zinc  fil- 
ings can  be  dissolved  with  dilute  sul- 
phuric acid.  Files  which  have  been  used 
in  filing  copper  or  in  filing  the  spelter 
from  around  frame  joints,  may  be  cleaned 
and  sharpened  by  dipping  in  dilute  nitric 
acid.  It  must  be  understood  that,  before 
the  files  be  immersed  in  the  acid,  as  much 
of  the  coarser  filings  as  possible  be  re- 
moved with  a  file  cleaning  brush,  and 
that  the  files  be  cleaned  so  that  there 
shall  be  no  grease  of  any  kind  present  to 
hinder  the  action  of  the  acid.    Grease  can 


be  best  taken  from  the  files  by  treating 
them  in  a  dilute  caustic  alkali. 

The  frequent  breaking  of  file  handles 
and  the  regularity  with  which  files  pull 
out  of  their  handles  while  being  used 
makes  any  scheme  which  will  lessen  these 
evils  very  acceptable  to  the  users  of  files. 
It  has  been  discovered  that  if  the  brass 
ferrules  on  the  file  handles  be  made  from 
twice  to  three  times  as  long  as  those 
commonly  found  on  commercial  handles, 
there  is  much  less  liability  of  the  han- 
dles breaking,  and  that  the  files  do  not 
have  as  much  tendency  as  commonly  to 
pull  out.  The  long  ferrules  cost  more 
than  the  short  ones,  but  the  saving  on 
account  of  fewer  broken  handles  much 
more  than  balances  this,  while  the  secur- 
ity of  the  files  in  the  handles  makes  the 
long  ferrule  very  attractive  to  the  work- 
man. 


POWER  OF  VEHICLE  ENGINES 


Figures  Indicating  Unprecedented  Proportions  Be= 
tween  Dimensions  and  Power. 


The  following  particulars  in  regard  to 
the  powering  and  gearing  of  the  Stanley 
steam  wagon,  which  took  part  in  the 
Charles  River  Park  contest,  may  be  of 
interest  to  steam  engineers: 

Boiler  shell,  14  inches  diameter  by  13 
inches  high;  material,  copper;  No.  20 
Brown  and  Sharpe  sheet  metal  gauge  in 
thickness;  306  tubes,  copper,  %  inch  di- 
ameter, 13  inches  long,  No.  20  B.  &  S. 
gauge;  fuel,  gasoline;  cylinders,  a  pair  of 
simple  engines,  2i/^  inch  bore  by  3%  inch 
stroke,  plain  eccentric  valve  motion,  plain 
side  valves,  no  link,  fixed  cut-off  at  about 
9-lG  stroke.  The  speed  reduction  from 
the  engine  shaft  to  the  compensating  gear 
box  is  2%  to  1,  12-tooth  sprocket  on  en- 
gine shaft,  and  Baldwin  separable  chain 
to  a  30-tooth  sprocket  on  the  gear  box. 
The  driving  wheels  are  28  inches  in  di- 
ameter, with  suspension,  laminated  wood- 
rims,  and  2-inch  Hartford  single  tube 
tires. 

Running  a  mile  in  2:11,  the  engines 
made  720  by  214,  or  1,800  revolutions,  and 
the  number  of  exhaust  was  7,200.     The 


engines  made  a  little  under  837  turns  per 
minute.  The  boiler  pressure  was  proba- 
bly about  140  pounds,  and  as  all  the  con- 
nections are  very  direct  and  short,  it 
sems  that  the  mean  effective  pressure  on 
the  pistons  should  be  little  short  of  80 
pounds.  HoweVer,  the  combined  piston 
area  is  9.8  square  inches,  and  the  piston 
travel  was  487  feet  per  minute,  going 
something  like  11-horse  power  nominal. 
This  seems  incredible  for  a  boiler  of  the 
dimensions  given,  and  it  seems  therefore 
probable  that  the  mean  effective  pressure 
must  have  been  much  below  the  80  pounds 
assumed. 

Cellular  Acetylene  Gas  Generator. 

An  acetylene  gas  generator,  invented  by 
John  Sharp,  of  Ottawa,  Canada,  is  claimed 
to  be  a  distinct  advance  beyond  other 
generators.  Safety,  economy,  convenience 
and  freedom  from  odor  and  general  con- 
trol over  calcium  carbide  are  said  to  be 
insured  by  it.  The  gas  is  generated  from 
small  cells  in  which  the  carbide  is  placed. 
These  cells  are  connected  with  water- 
tanks.  The  apparatus  is  so  arranged  that 
the  supply  of  water  and  calcium  carbide 
is  automatically  regulated.  By  the  mere 
turning  of  a  tap  the  whole  may  be  shut 
off  and  the  generation  of  the  gas  in- 
stantly stopped.  Nor  is  any  gas  wasted, 
no  exhaust  pipe  being  necessary  for  the 
carrying  off  of  surplus  gas.  An  indicator 
shows  which  of  the  seven  cells  the  gas  is 
being  produced  from,  so  that  persons  oc- 
cupying the  room  lighted  can  tell  by  sim- 
ply looking  at  this  register  whether  the 
cells  are  empty  or  not.  The  generator 
may  safely  be  opened  in  the  light  of  a 
lamp  or  candle.  It  is  to  be  placed  on  the 
market  as  soon  as  arrangements  can  be 
made  for  its  manufacture. 


Motor  Vehicles  In  Spain. 

Motor  vehicles  are  making  their  way 
into  conservative  old  Spain,  and  there 
are  now  twelve  motor  bicycles  and  four 
motor  cars  in  use  in  Madrid.  An  auto- 
mobile club  is  about  to  be  formed  in  the 
capital,  and  this  will  publish  a  bi-weekly 
paper  devoted  to  motocycle  topics. 


REHARKABLE  GROWTH  OF  OUR  EXPORT  TRADE. 

The  remarkable  growth  in  oar  exports  of  mauufactares  is  illustrated  by  the  following  table 
which  has  been  prepared  by  the  Treasury  bureau  of  statistics,  showing  the  exports  of  leading  arti- 
cles of  manufacture  at  ten-year  intervals  during  the  past  thirty  years.  This  table  shows  the 
exports  of  each  class  of  manufactures  whose  value  exceeded  $1,000, QUO  in  the  year  1898,  comparing 
that  year's  exports  with  those  of  1888,  1878  and  1868.  The  total  export  of  manufactures  in  1898 
was  more  than  five  times  that  of  1868,  that  for  1898  being  $288,871,449,  while  that  of  1868  was  in 
round  numbers  about  $60,000,000,  expressed  in  the  depreciated  currency  of  that  date,  and  when 
reduced  to  the  gold  standard  by  which  our  manufactures  are  now  measured  would  be  less  than 
$45,000,000.  In  those  calculations  it  must  be  borne  in  mind  thit  values  of  nearly  all  articles  are 
now  less  than  at  the  earlier  dates  considered,  so  that  these  statements  of  the  expoits  of  great  groups 
of  articles,  while  necessarily  expressed  only  in  values,  doubtless  represent  in  1898  a  larger  quantity 
for  each  dollar  or  million  of  dollars  than  in  1888  or  1878,  and  especially  more  t  lan  in  1868  when 
the  values  were  expressed  in  depreciated  currency. 


20, 


Iron  and  steel..    

Refine d  miaeral  oils 

Copper  and  mfrs.  of 

Leather 1, 

Cotton  and  mfrs.  of 2 

Chemicnls 2 

Wood  and  mfrs.  of 2, 

Cycles 

Agricultural  implements 

Paraffin 

Paper  and  mfrs.  of 

Tobacco 3; 

Fr-rtilizers 

Scieutitio  instruments 

Books 

Flax  and  mfrs.  of 

Sugar  and  molasses 

Carriages  and  horse  cars 

Spirits 1, 

Oils  (vegetable) 

India  rubber  and  mfrs.  of 

(!locksaud  watches 

Zinc  and  mfrs.  of 

Marble  and  stone  and  mfrs.  of 

Gunpowder,  etc 

Stationery  .'. 

Musical  instruments 

Glass,  etc    

Brass  and  mfrs.  of 

Starch 


1868 

,352,466. 

020,016. 

479,488. 

,414,372. 

,971,054. 

,757,732. 

088,154. 


.$16 
.  43 
.  2, 
.  8, 
.  11, 
.  3 
.     3 


673,381. 

47,395. 
524,188, 
100,084 

35.404 


349,99$. 
592  617. 
348,579. 
404,072. 
,416.121. 
1»6,7C13. 
170,689. 
536,700 
68,214 


216  5«0. 
597,3.56. 
546,182 3,459,749. 


1878  1888  1898 

.052,709 $17,76S,034 $70,367,527 

.'161869  41,260,401 51,782.316 

329,901 3,''12.798 32,180,872 

080.030 9,,583.411 21,113,630 

438,660 13,013,189 17,024,092 

,414,694 5,6^3,972 9,441,763 

,963,823 4,733,104 9  098.219 

6866,529 

:,575  198 2,645,187 7,609,732 

155,998 2,168,247 6,030,292 

,086,994 1.078,561 5,494,564 

.6H1.317 3  776,846 4,818.493 

,208,049 1,2.15,028 4,359  834 

27,929 714,514 2,770  803 

586,355 1,734,571 2.434.325 

,202,752 1.391,216 2,5-57.465 

,920094 3,255.679 2,111.6.58 

979,003 1,381 ,201 1,946.231 

,149  272 571,377 1  8.50  353 

323,341 381990 1,843,011 

305  767 866  867 1,723  838 

936,003 1,529,606 1,727,169 


Soap, 

Railway  cars 

Paints,  etc 

Wool  and  mfrs.  of. 


173,341. 
609,008. 
16,841. 
205,481. 
626,994. 


131,923 
206,879. 


756,477.. 
869  682  . 
589.4.51.. 
60,5,521.. 
658,139. . 
532.840,. 
239,075. . 
449,084. . 


18,601 1,339,669 

644,544 1,792,582 

648,616 139.5,461 

425,091 1,00.5,016 

90,S.540 1,383,867 

881,628 1211,014 

308,124 1,320,003 

202,932 1,371,549 

815,864 1,390,603 

826.465 1,478,188 

492,709 1,079.518 

471,353 1,089,632 


The  Cycle  Age  and  Trade  Review  137 


Quick  Action 

May  secure  you  the 

Columbia  and  Hartford  Agency. 

Quick  Sales 

Are  what  you  will  gain  thereby. 


The  best  bicycles  at  prices  but  little 
more  than  the  cost  of  the  poorest 


Write  to  or  call  at  once  upon  the 
Columbia  Distributing  Point  in 
your  territory.  You  will  be  sorry 
if  your  competitor  gets  the  agency 


POPE  MANUFACTURING  CO.,  Hartford,  Conn. 


••♦••*i>W>>!>T<K»»T»! 


m 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


THE  WHEELER  GAS  LAriP. 

Acetylene  gas  will  give  perfect  combus- 
tion and  produce  a  pure  flame  only  when  all 
the  moisture  naturally  present  in  it  at  the 
moment  of  its  generation  has  been  wholly 
extracted.  In  perfecting  the  many  other 
details  of  acetylene  lamps  few  makers  have 
as  yet  given  much  attention  to  this  require- 
ment. The  Wheeler  Lamp  Co.,  220  Broad- 
way, New  York,  however,  is  just  placing  in 
the  'market  the  Wheeler  acetylene  lamp, 
which  it  claims  is  the  only  lamp  in  the  mar- 
ket that  burns  dry  gas.  The  external  lorm 
of  the  lamp  is  shown  herewith,  but  details 
of  the  internal  construction  and  especially 
of  the  method  of  filtering  the  gas,  in  which 


7^£Cr<r/c^^^ 


much  interest  centers,  have  been  withheld. 
The  filtering  of  the  gas  removes  all  impuri-" 
ties  as  well  as  moisture,  so  that  there  is  no 
accumulation  of  tar  and  lime  to  clog  up  the 
burner,  thereby  overcoming  one  of  the  com- 
mon sources  of  annoyance  with  this  class 
of  lamps.  The  Wheeler  lamp  does  not  re- 
quire a  specially  prepared  charge,  but  burns 
any  carbide;  Is  simple  in  construction,  ea&ily 
controlled,  and  claimed  to  be  absolutely  safe. 
It  is  5%  inches  high,  weighs  12  ounces,  is 
made  of  brass,  highly  nickeled  and  has  an 
aluminum  reflector.  It  is  strongly  made, 
compact  and  graceful,  as  shown  by  the 
drawing.  Lamps  will  be  ready  for  ship- 
ment December  15.  The  makers  intend  to 
push  the  Wheeler  lamp  energetically  and 
by  offering  a  superior  article  at  a  moderate 
price  make  it  the  popular  lamp  of  the  com- 
ing season.  Electrotypes  of  any  size  are  now 
ready  and  will  be  furnished  to  jotobers  for 
insertion  in  their  catalogues. 


THE  VELOX  PEDALS. 

In  these  days  of  cut-throat  competition, 
when  cheapness  takes  precedence  over  all 
other  factors  in  bidding  for  trade,  it  is  a 
pleasure  to  bring  to  notice  an  article  design- 
ed to  win  favor  strictly  upon  superiority  of 
quality.  The  Velox  pedals,  made  by  the  Ve- 
lox  Machine  Works,  315  Dearborn  street, 
Chicago,  make  no  bid  for  favor  in  competi- 
tion with  cheap  goods,  but  are  designed  as 
a  suitable  fitting  for  the  very  best  class  of 
bicycles.  The  body  is  forged  from  high 
grade  steel.    Axles  are  turned  from  the  bar, 


y»e.  C/rr/£4o^ 


and  are  vertically  suspended  during  the  pro- 
cess of  hardening,  to  overcome  all  tendency 
to  warp  and  give  certain  and  uniform  re- 
sults. The  cups  and  cones  are  hardened  by 
an  improved  process  which  produces  superi- 
or results.  To  produce  a  finished  bearing  in 
which  the  line  of  travel  of  the  balls  will  be 
a  perfect  circular  path  all  bearing  surfaces 
of  cups,  cones  and  axles  are  accurately 
ground  in  specially  constructed  machines  de- 
signed and  built  by  the  Velox  Machine 
works.  These  machines  are  fitted  with  deli- 
cate micrometer  adjustments,  and  grinding 
operations  are  regulated  to  the  1-10,000  part 
of  an  inch  as  to  degree  and  size.  The  bear- 
ings on  the  axle  are  ground  with  reference 
to  the  concentricity  of    these    bearing  sur- 


faces with  the  axis  of  the  pedal  pin.  The 
angles  of  the  cups  and  cones  are  made  true 
witli  reference  to  the  pitch  of  the  threads. 
No  balls  are  used  that  vary  from  the  given 
size  (5-32  inch)  more  than  1-10,000.  The  finish 
has  been  carefully  carried  to  the  same  de- 
gree of  excellence  that  marks  the  design 
and  workmanship.  The  bearings  are  of  the 
three-point  type.  There  are  two  points  of 
contact  at  either  end  of  axle;  at  the  large 
end  a  two-point  cone  and  a  one-point  cup; 
at  the  smaller  end  the  cup  is  contained  with- 
in the  end  of  the  axle,  and  presents  two 
points  of  contact  with  the  balls,  with  one 
point  on  the  adjustable  cone.  The  large  cup 
is  threaded  into  the  end  of  the  barrel.  By 
unscrewing  this  cup,  which  is  finished  with 
a  hexagonal  flange,  the  axle  may  be  with- 
drawn from  the  body,  exposing  both  rows 
of  balls  retained  on  the  axle,  as  shown  in 
the  illustration.  The  cups  are  threaded 
rights  and  lefts,  a  right  threaded  cup  screws 
into  the  right  pedal,  and  a  left  threaded  cup 
into  the  left.  The  cup  is  removable  over  the 
small  end  of  the  axle  by  taking  off  the  re- 
tainer and  dropping  the  balls  from  the  race. 
To  adjust  for  compensation  of  wear  the 
lock-nut  on  the  other  end  of  the  barrel  is 
loosened  and  the  threaded  cone  turned  in 
far  enough  to  take  up  lateral  motion  of  the 
axle.  The  construction  of  the  Velox  pedal 
provides  a  ready  means  of  lubrication  with 
the  elimination  of  oil  holes,  spring  covers 
and  other  complications,  it  being  strongly 
recommended  that  the  axle  be  removed  from 
the  body  for  the  application  of  a  thin  oil  di- 
rect to  the  bearings.  A  groove  around  the 
axle,  opposite  to  and  concentric  with  the 
cup,  is  filled  with  vaseline  or  other  grease, 
acting  as  an  efficient  barrier  to  the  entrance 
of  dust  or  grit,  besides  eliminating  the  slid- 
ing contact  of  two  surfaces,  and  materially 
simplifying  the  construction.  The  company 
reports  a  very  fair  demand  for  pedals  of  thia 
quality  through  the  central  and  eastern 
states;  and  has  already  booked  sufficient 
orders  to  keep  it  busy  throughout  the 
winter.  

PHOENIX  BICYCLE  LUGGAGE  CARRIER. 

Experience  has  taught  most  cyclists  who 
venture  beyond  the  limits  of  their  own 
county  awheel  that  one  of  the  most  con- 
venient ways  of  carrying  a  small  bundle  on 


M£  Crcie  AOE 


a  bicycle  is  by  means  of  straps  buckled 
around  both  bundle  and  handle  bars.  But 
ordinary  straps  slip  around  the  highly  nick- 
eled metal  and  allow  the  package  to  fall 
down  against  the  head  of  the  machine  or  to 
slip  over  to  one  side  with  the  jolting  of  the 
machine.  The  Phoenix  carrier  made  by  N. 
H.  Benjamin  &  Co.,  of  Phoenixville,  Pa., 
has  a  steel  spring  clasp  riveted  to  each 
strap  near  the  buckle  to  clamp  around  the 
bar  and  prevent  slipping.  These  can  be 
readily  snapped  on  or  removed.  When  there 
is  no  bundle  to  carry  the  straps  can  be 
wound  around  the  bar,  as  shown  in  one  of 
the  accompanying  cuts,  and  used  as  supple- 
mentary grips.  The  springs  are  of  tem- 
pered steel,  nickel  plated  and  the  buckles 
are  also  nickeled.  Straps  are  of  very  strong 
and  finely  finished  russet  leather,  26  inches 
long.  The  straps  complete  with  touckle  and 
clasp,  weig'h  1%  ounces  per  pair  and  are 
neatly  packed  in  a  small  box.  More  than 
a  score  of  the  Philadelphia  jobbers  carry 
them  in  stock,  and  they  are  handled  by 
■  leading  jobbers  throughout  the  country. 


THE  LYNDHURST  ADJUSTABLE  BAR, 

Prices  of  the  new  Lyndhurst  models  are 
announced  by  McKee  &  Harrington,  175 
Grand  street,  New  York,  to  be  $50  for  the 
standard  road  machines  and  $60  for  the 
racer.  A  prominent  new  feature  in  their 
construction  is  the  patented  Lyndhurst  han- 
dle bar  which  is  reversible  and  Is  adjustable 
up  and  down  on  the  well-known  triple  front 
forks  which  have  so  long  been  a  distinguish- 
ing characteristic  of  the  Lyndhurst  bicycles. 
Regarding  this  new  bar,  McKee  &  Harring- 
ton state  that  It  Is  positive  In  action  and 
rigid,    and    the    steering    power    Is    applied 


through  It  directly  to  the  forksldes.  Through 
it  a  wide  range  of  adjustment  and  a  well 
forward  position  of  the  hands  without  much 
curve  of  the  tube  are  secured.  As  a  bar  in 
Which  stiffness  and  easy  riding  qualities  are 
combined  in  the  highest  degree,  this  is 
claimed  to  be  unsurpassed.  The  clamping 
mechanism  is  contained  in  the  two  short 
studs  or  braced  that  stand  out  at  right 
angles  from  the  forksides,  receiving  the  mid- 
■  die  portion  of  the  'bar  transversely,  and  is 
operated  by  a  wrench  applied  to  the  nuts 
shown.  Concerning  the  advantages  arising 
from  the  use  of  the  triple  fork  stem,  the 
manufacturers  say  that  the  double  crown  en- 
ables them  to  lock  the  stem  of  the  fork 
crown,  so  that  the  stress  localizes  at  the 
top  of  the  triple  fork  instead  of  at  the 
lower  end,  insuring  greater  rigidity  and 
power.  The  stresses  caused  by  rough  roads 
are  carried  in  a  direct  line  to  the  top  of  the 
crown,  being  distributed  throughout  the  en- 
tire forks  and  frame.    In  turning  corners  or 


7^£CrciaACr£^ 


yCr% 


under  severe  twisting  strains  caused  by  ruts, 
great  lateral  stiffness  is  presented  in  oppo- 
sition, and  the  wheels  are  kept  in  better 
alignment.  With  the  rectangular  truss 
formed  by  the  forkside  extensions  and  the 
fork  crown,  much  of  the  side  play  present 
in  all  drawn  tubing  bicycles  is  overcome  by 
reason  of  the  stiffening  of  the  head  and  fork- 
sides.  • 

WHIRLWIND  PUMPS. 

Four  styles  of  Whirlwind  tire  pumps  are 
catalogued  In  a  little  folder  that  is  being 
distributed  by  the  Lockerby-Washburn  Mfg. 
Co.,  913  Nicollet  avenue,  Minneapolis,  Minn. 
Three  of  these  are  foot  pumps  and  the 
fourth  has  a  22-Inch  cylinder  and  a  heavy 
metal  base  to  be  screwed  to  the  fioor.  Most 
of  the  Whirlwind  pumps  are  made  of  seam- 
less steel  tubing,  nickel  plated,  with  black 
enameled  handle.  The  tops  are  not  pressed. 
Another  style  of  Inflator  catalogued  is  a 
combined  pump  and  tool  case  designed  to 
hang  from  the  top  tube  of  the  bicycle  frame 
by  means  of  spring  clips.  The  Lockerby- 
Washburn  company  also  makes  the  Uni- 
versal Swivel  K  and  the  Monitor  Swivel 
pump  connections,  the  latter  of  which  was 
described  and  illustrated  in  the  September 
15  Issue  of  Cycle  Age.  All  these  goods  are 
guaranteed  of  good  quality.  No  prices  are 
quoted,  but  will  be  furnished  on  application. 
Electrotypes  for  use  in  jobbing  catalogues 
are  ready  for  distribution. 


U.  S.  CLYCLOHETERS  AND  PEDALS. 

Herewith  are  shown  two  of  the  four  mod- 
els of  pedals  which  the  U.  S.  Mfg.  Co.,  of 
Fond   du   Lac,  Wis.,   is   now   putting   in    the 


^iCrcjiE/tot, 


market  for  the  first  time.  These  are  built 
the  rear  wheel  can  be  readily  removed  with- 
on  well  tested  principles  and  are  guaranteed 
to  be  durable,  serviceable,  easy  running  and 
sightly.  These  two  models  differ  in  con- 
struction principally  In  width  between  ball 
races,  the  barrel  and  pin  in  the  lower  one 
being  prolonged  to  meet  the  side  plate  at 
the  end  of  the  pedal,  while  the  cone  at  the 
Inner  end  of  the  pin  Is  closer  to  the  crank. 
The  strength  and  attractive  appearance  are 


The  Cycle  Age  and  Trade  Review 


139 


apparent  in  the  drawings.  The  tJ.  S.  Trip 
cyclometer  registers  the  total  mileage  for 
the  season  and  independently  registers  each 
trip.  The  figures  are  large  and  plain  enough 
to  be  easily  read  from  the  saddle.  Improve- 
ments in  this  instrument  for  '99  make  it 
possible  to  set  the  single  trip  register  back 
to  zero  without  losing  the  fractions  to  the 
total.  A  new  spoke  stud  has  also  been  de- 
signed which  will  not  move  or  turn  on  the 
spoke  and  damage  the  instrument  or  cause 


7^£  Crci£^&f 


the  loss  of  mileage.  These  cyclometers  are 
made  in  sizes  for  from  20  to  30-inch  wheels 
and  are  finished  both  in  antique  copper  and 
polished  nickel.  Gold  and  silver  plating  are 
also  furnished.         

WOLFF  &  CO.'S  NEW  MODELS. 

One  of  the  handsomest  lines  for  1899  which 
has  thus  far  been  seen  is  that  of  R.  H. 
Wolff  &  Company,  Limited.  The  product  of 
this  concern  has  always  been  noted  for  its 


Model  29— Racer;  Price,  875. 


Model  30— Men's  Roadster;  Price,  S60. 


Model  31— Women's  Roadster;  Price,  860. 


Men's  Tandem— Price,  $100. 


Combination  Tandtm— Price,  $100. 

general  excellence.  Being  one  of  the  largest 
manufacturers  of  crucible  steel  and  steel 
wire  in  America,  the  Wolff  people  are  natu- 
rally past  masters  in  the  art  of  manipulat- 
ing the  article  which  forms  a  large  part  of 
their  enormous  product.  Buyers  of  Wolff- 
American  cycles  not  only  have  the  satisfac- 
tion of  knowing  that  they  are  getting  goods 
built  by  a  concern  of  more  than  a  quarter 
of  a  century  standing  in  the  business  world, 
and  of  the  highest  financial  and  commercial 
reputation,  but  they  also  have  the  added  as- 
surance that  all  that  is  best  in  steel,  and 
the  working  of  same,  is  embodied  In  their 
purchases.  The  Wolff-American  is  not  and 
never  can  be  a  low  priced  wheel  so  long  as 
its  extreme  high  quality  and  excellent  me- 
chanical devices  are  retained.  Price  is  sub- 
servient to  quality,  and  quality  with  R.  H. 


Wolff  &  Company  does  not  imply  material 
alone,  but  workmen,  methods  employed,  at- 
tention to  detail,  finish  and  equipment.  The 
line  is  built  to  sell  to  that  class  of  trade 
which  wants  the  best  at  a  moderate  ad- 
vance in  the  price  of  machines  of  inferior 
quality.  Representative  dealers  handle  them 
and  continue  the  agency  from  year  to  year, 
which  indicates  that  the  line  must  be  satis- 
factory. The  many  good  features  the 
Wolff-American  line  offers  will  be  set  forth 
in  the  1899  catalogue,  which  will  be  ready 
December  1,  and  will  be  mailed  on  request. 
The  finish  of  the  racer  Is  strikingly  new 
and  the  handsomest  finish  ever  applied  to  a 
bicycle.  It  is  a  fiery,  translucent  enamel  of 
ruby  tint,  applied  over  nickel  plate,  ajid  is 
called  "salamander"  by  the  Wolff  people. 
It  can  also  be  procured  on  the  road  model 
at  a  slight  additional  cost. 


A  FULL  LINE  OF  PUMPS. 

The  new  '99  catalogue  of  the  Heath- 
Quimby  Co.,  of  Minneapolis,  Minn.,  has  just 
been  issued.  It  Is  a  small  affair,  but  it  pre- 
sents a  most  complete  line  of  tire  Infiating 
apparatuses,  including  the  new  combination 
pump  and  tool  case,  here  shown,  which  has 
room  enough  in  one  end  to  carry  the  neces- 
sary tools  and  tire  repair  articles,  which  do 
not  have  to  be  removed  when  the  pump  is 
in  use;  the  Cachol  parcel  carrier,  the 
Diamond  cycle  stand,  the  A.  O.  A.  spring 
wire  adjustable  wall  stand  and  the  Little 
Giant  repair  stand  recently  described  in  this 
paper.  The  Heath-Qulmby  Co.  also  makes 
a  specialty  of  doing  punching  and  forming 
for  others,  from  dies  furnished  or  dies  which 
the  company  will  make  to  order.  One  of  the 
latest  productions  of  this  concern  is  a  dupli- 


Tf/eCrae^c-S^ 


\     > 


cate  bicycle  check,  one  part  of  which  is  per- 
manently attached  to  the  bicycle  while  a 
smaller  metal  check  bearing  the  same  num- 
ber is  removed  by  the  owner  when  he  leaves 
his  machine.  Should  anyone  attempt  to 
steal  the  bicycle  others  would  notice  at  once 
that  the  duplicate  check  was  missing. 


THE  '99  MANSON  CYCLES. 

The  Mason  Cycle  Co.,  153  West  Jackson 
street,  Chicago,  has  its  new  models  for  next 
season  out.  They  Include  a  line  of  28-lnch 
wheel  machines  at  $50  and  a  30-inoh  wheel 
model.  No.  33,  at  $55.  These  are  all  of  three 
crown  frame  design,  of  which  the  Manson 
company  was  the  originator.  A  great  reduc- 
tnon  in  the  weight  of  the  three-crown  con- 
struction with  eccentric  hanger  has  been 
effected  In  Model  33,  which  weighs  only  21% 
pounds  with  racing  equipment  and  231/2 
pounds  with  heavy  road  fittings.  The  speci- 
fications are  as  follows:  Main  frame,  1% 
seamless  tubing;  lower  rear  forks,  l-lncli 
tapered  to  %-inch;  upper  rear  stays,  %-inch 
tapered  to  %-inch;  front  forks,  1-inch  tap- 
ered to  %-inch.  The  three  fork  principle  is 
used  with  drop  forged  connections,  octagon 
pattern.  The  front  forks  and  upper  and 
lower  rear  stays  are  octagon  D  tube  instead 
of  the  half  round.  These  forks  are  heavily 
nickeled  on  copper.  The  wheel  base  is  44 
Inches,  with  a  2%-inch  drop  to  the  hanger, 
which  is  eccentric,  allowing  a  further  drop 
to  3  or  3%  inches  as  desired.  The  hubs  are 
dust  proof.  Sunbeam  spokes  are  used,  32 
front  and  36  rear,  in  one  piece  rock  elm  rims, 
first  quality.  An  expander  Is  used  for  lock- 
ing the  handle  bar.  The  cranks  and  shaft 
are  of  the  two-4)iece  pattern  with  the  left 
crank  and  shaft  In  one  drop  forged  piece 
fastened  to  the  right  crank  by  a  slabbed 
tapered  joint  under  the  sprocket  nut.  To  de- 
tach, unscrew  the  bolt  through  the  arm  of 
the  sprocket  into  the  lug  on  the  right  hand 
crank  and  a  few  turns  of  the  crank  will 
cause  the  entire  hanger  to  come  apart.  The 
bearings  can  be  cleaned  and  reassembled 
without  disturbing  the  adjustment.  The 
sprockets  furnished  are  24,  28  or  30  tooth 
front  and  8,  9  or  10  tooth  rear,  fitted  with  a 
3-16  Baldwin  detachable  chain.  The  front 
sprocket  Is  of  pretty  design,  consisting  of 
eight  diamonds  arranged  on  the  cantilever 
principle,  and  is  struck  from  armor  plate 
steel.  Octagon  shaped  cranks  are  fitted.  The 
bearings  are  contained  in  an  eccentric 
sleeve,  which  never  having  been  heated, 
holds  the  cups  In  a  perfectly  parallel  posi- 
tion to  each  other.  The  eccentric  sleeve  can 
be  removed  intact  from  the  bracket  by  sim- 
ply loosening  a  screw.  The  cups  and  cones 
throughout  are  turned  from  tool  steel — oil 
hardened,  then  ground  and  polished  per- 
fectly accurate.  The  bearings  are  3-point 
contact;  all  fittings  are  flush  and  the  head 
is  one-piece,  heavily  reinforced.  The  tread 
is  exactly  4%,  inches.  Machines  will  be  fur- 
nished in  three  heights  of  frames— namely. 


21,  23  and  25  Inches.  Finish  is  highly  polished 
nickel  and  violet  enamel,  which  includes 
grips  and  rims,  all  striped. 


TRIBUNE  nODELS  FOR  '99. 

Following  are  outline  drawings  of  the  seven 
single  models  which,  together  with  a  double 
diamond  and  combination  tandem  and  a  trip- 


Model  40— Weight,  233^  lbs.  Price,  $40. 


Model  41— Price,  «40. 


Model  42— Weight,  22J^  lbs.  Price,  850. 


Model  43— Price,  $50. 


Model  44— Weight,  23^  lbs.  Price,  $50, 


Model  450— Weight,  19  lbs.  Price,  $75. 


Model  460— Weight,  21  lbs.  Price  875. 

let  model,  comprise  the  full  line  of  Tribune 
bicycles  to  be  marketed  this  season  by  the 
Black  Mfg.  Co.  of  Erie,  Pa.  Specifications 
of  these  were  published  In  Cycle  Age  for 
November  10.  Models  44  and  460  are  fitted 
with  30-inch  wheels.  The  regular  finish  of 
the  whole  line  is  robin's  ^%s  blue,  orna- 
mented, with  nickel  trimmings.  The  combi- 
nation tandem  Is  convertible,   having  a  re- 


140 


The  Cycle  Age  and  Trade  Review 


movable  top  bar  In  front.  Height  of  frame 
is  24  inciies,  with  20%  inches  in  front  when 
the  bar  is  out.         

CONSTRUCTION  OF  STEARNS  BICYCLES. 

In  a  previous  issue  of  this  paper  the  1S99 
patterns  of  bicycles  manufactured  by  E.  C. 
Stearns  &  Company  of  Syracuse  were  de- 
scribed. It  is  worth  noting  that  this  com- 
pany realizes  the  advantages  of  light- 
weight construction,  as  shown  by  the  speci- 
fied weight  of  only  21%  pounds  for  the  lead- 
ing standard  pattern  diamond  frame,  the 
Stearns  Special.  In  the  models  which  are 
$10  cheaper,  the  weight  is  increased  to  24 
pounds,  thus  showing  the  only  correct  rela- 
tions between  price  and  weight  that  can  be 
maintained  when  the  durability  of  the  vari- 
ous models  shall  be  kept  up  to  about  the 
same  standard.  ''It  is  the  removal  of  2% 
pounds  of  material  which  costs  the  money, 
if  it  is  done  in  such  a  manner  as  not  to  im- 
pair strength  and  durability.    The  return  for 


the  additional  cost  comes  to  the  rider  in  the 
form  of  increased  elegance  or  contours  and 
that  ever-present  feeling  of  luxuriousness 
that  is  the  charm  and  comfort  of  light- 
weight construction.  That  the  principle  of 
saving  weight  only  when  it  can  be  done 
without  encroaching  on  the  proper  limits  of 
safety  is  carried  out  consistently,  is  shown 
by  the  weight  of  the  Steams  Ladies'  Spe- 
cial. This  model  weighs  23%  pounds,  al- 
though the  firm  of  course  is  perfectly  well 
aware  that  lightness  is  quite  as  desirable  in 
ladies'  bicycles  as  in  men's.  It  is  simply  a 
mechanical  impossibility  to  make  a  drop 
frame  of  the  required  strength  as  light  as 
a  diamond  frame,  to  say  nothing  of  the 
weight  of  guards.  This  is  the  penalty  that 
lady  cyclists  must  pay  for  wearing  skirts;  or 
else  they  must  renounce  the  safety  that 
goes  with  a  well-constructed  bicycle.  The 
Stearns  Racer  weighs  only  20  pounds,  and  In 
this  particular  the  firm  is  acceding  to  the 
almost  universal  demand  of  racing  men  for 
light  weight,  while  conforming  also  to  bet- 
ter founded  ideas  by  effecting  the  saving  in 
weight  chiefly  in  the  accessories  and  not  in 
the  frame  in  which  none  of  the  requisite 
rigidity  has  been  sacrificed.  Among  new  de- 
tails of  construction  in  Stearns  models  the 
firm  in  its  pocket-size  advance  catalogue 
calls  attention  to  those  shown  in  the  ac- 
companying illustrations.  The  engravings 
used  are  of  the  same  style  as  herewith 
shown,  a  style  which  has  been  almost  mo- 
nopolized by  the  Stearns  company  and 
which  is  especially  well  adapted  to  reach 
the  understanding  of  the  average  rider.  The 
first  engraving  shows  the  method  of  locking 
the  crank  axle  bearings,  a  pomt  on  which 
many  good  companies  have  gone  wrong  in 
the  past.  The  crank  axle  and  crank  axle 
cones  are  in  one  piece,  the  cones  being 
turned  up  on  the  axle,  the  center  of  which 
is  left  .iust   soft  enoug'h   so  that  it  will  not 


"^^^^^^^^ 


twist;  the  cones  are  deeply  hardened  and 
the  ends  of  the  axle  over  which  the  cranks 
fit  have  the  temper  drawn  to  a  point  where 
they  will  not  break,  yet  will  not  twist.  Each 
axle  is  tested  at  one  hundred  pounds.  The 
ball  cups  screw  into  the  crank  hanger,  and 
are  held  firmly  in  place  by  a  binder  bolt 
and  nut  which  passes  through  a  forged  lug 
underneath  the  crank  hanger  on  each  side. 
In  each  ball  cup  is  a  small  screw  which 
may  be  taken  out  and  the  oil  introduced 
directly  to  the  balls  through  the  screw  hole; 
the  screw  is  then  replaced  and  entirely  fills 
up  the  hole.  Three-eighths-inch  balls  ars 
used  in  all  crank  axle  bearings.  In  the 
chains,  which  are  all  made  in  the  company's 
own  completely  equipped  chain  plant,  and 
of  unusually  attractive  appearance  and  irre- 
proachable strength,  the  usual  form  of 
chain  bolt  and  nut  has  been  entirely  dis- 
carded and  in  its  place  is  used  a  square 
head  bolt  held  rigidly  in  position  by  a  most 
effective  spring  fastening  device.  In  the 
new  handle-bar  grip  a  steel  sleeve,  out- 
wardly flanged  at  its  inner  end  to  provide  a 


bearing  for  the  Inner  end  or  the  grip  center, 
and  inwardly  flanged  at  its  outer  end  to 
provide  a  bearing  against  the  end  of  the 
handle-bar,  slips  over  the  end  of  the  handle- 
bar. Encircling  this  sleeve  is  a  shell  of 
buckskin  fiber  firmly  held  In  place  by  a  steel 
cap  at  the  outer  end.  This  steel  cap  is  fast- 
ened to  the  handlebar  by  an  oval  head  ma- 
chine screw  which  screws  into  a  metallic 
plug  pinned   and   brazed   in   the   end   of   the 


bar.  The  outer  flange  of  the  sleeve  is 
notched,  and  this  notch  fits  Into  a  corre- 
sponding one  in  the  end  of  the  handlebar, 
thus  eflCectually  preventing  the  sleeve  from 
turning  on  the  bar.  The  device  provides  a 
perfectly  firm  grip  without  the  use  of  ce- 
ment to  hold  it  In  place.  The  parts  are  in- 
terchangeable and  renewable.  Anyone  can 
take  it  off  or  put  it  on.  "When  specially  or- 
dered the  Steams  company  lits  the  Morrow 
Automatic  coaster  and  brake  to  its  $50  mod- 
els at  an  extra  cost  of  $10. 


THAHES  NICKEL  STEEL  CHAINS. 

Among  the  first  to  recognize  the  value  of 
nickel  steel  in  bicycle  chains  was  the 
Thames  Chain  &  Stamping  Company  of 
Norwich,  Conn.,  who  In  1895  and  1896  made 
tests  of  this  material  with  the  result  that 
they  adopted  it  for  their  best  chains  in 
1897.  They  make  four  styles  of  this  unusu- 
ally light  and  strong  and  highly  finished 
nickel  steel  chain  and  four  styles  of  case- 
hardened  chains  of  standard  quality  and 
made  with  properly  hardened  blocks.  Each 
style  is  made  in  different  widths.  In  place 
of  bolt  and  nut  the  company  offers  to  equip 
any  of  its  patterns  with  the  special  connec- 
tion device  which  is  shown  In  the  accom- 
panying illustration  and  which  requires  no 
tools  to  operate.  This  consists  of  a  special 
rivet,  headed  on  one  end  and  grooved  on 
the  other,  and  a  spring  pivoted  to  one  of 
the  outside  links  of  the  connection  link. 
The  rivet  Is  slipped  in  position  like  the  ord- 
inary bolt  and  having  no   thread  is   held  in 


'^^CYC^^yfC'^^ 


place  by  the  spring,  which  catches  in  the 
groove.  To  disconnect  the  chain,  the 
spring,  which  is  split  at  one  end,  is  merely 
pressed  apart,  turned  to  one  side  and  the 
rivet  is  withdrawn.  The  spring  is  the  same 
shape  as  the  outer  link  and  Is  made  of 
special  steel  tempered  so  that  it  cannot  be 
bent  out  of  shape  or  broken.  The  special 
roller  block  chain  which  Is  manufactured 
by  this  company  is  also  shown  in  the  Illus- 
tration. It  is  made  under  Linnell's  Amer- 
ican and  British  patents,  and  has  been 
tested  at  Cornell  University,  showing  under 
a  tension  of  600  pounds  an  efficiency  of 
98.6  percent.  It  has  also  been  used  ex- 
tensively during  1898,  giving  excellent  satis- 
faction. It  can  be  constructed  more  accu- 
rately than  an  ordinary  block  chain,  and  is 
stronger  and  will  remain  true  to  pitch 
longer,  says  the  company.  The  center  block 
Is  rigid,  preventing  side  play,  and  keeping 
the  rollers  free  to  work.  The  principal  fric- 
tion comes  on  the  rolls  and  rivets,  both  of 
which  are  hardened.  It  has  found  that  the 
roller  chain  gives  the  best  satisfaction  when 
lubricated  with  machine  oil.  The  oil  should 
be  allowed  to  remain  on  the  rivets  and  the 
outside  of  the  chain  wiped  clean. 


THE  RARITAN  TIRE. 

The  New  Brunswick  Rubber  Company  has 
something  new  to  offer  every  year.  Its  new 
tire  for  '99  is  the  "Raritan."  A  great  de- 
mand  has   sprung  up   for   a  good,   service- 


y^£  Cr-C^c  ^0£- 


able,  guaranteed  tire  at  a  price  which  shall 
not  seem  too  much  out  of  proportion  with 
the  prevailing  bicycle  prices.  When  people 
paid  $125  for  a  machine  they  did  not  object 
to  pay  $16  for  a  pair  of  tires.  But  people  no 


longer  pay  $125  for  their  mounts ;  and  tires,  to 
appeal  to  prevailing  Ideas,  had  to  come  down 
somewhat  in  price.  And  yet,  never  before 
were  riders  so  insistent  upon  good  riding 
and  wearing  qualities,  and  so  capable  of  de- 
tecting their  absence.  To  meet  this  univers- 
al demand  for  a  tire  that  should  be  first- 
class  and  yet  entirely  popular  In  price,  the 
New  Brunswick  Company  has  introduced 
this  year  the  "Raritan."  In  quality  of  rub- 
ber and  fabric  and  In  workmanship  It  is  an 
excellent  tire.  It  carries  a  guarantee  that 
covers  60  days'  use. 


FRONT  FORK  END  DEVICE. 

The  object  of  the  Webb  fork  end  rein- 
forcing disk  for  which  patents  have  recently 
been  allowed  Is  to  permit  the  instant  and 
easy  removal  of  the  front  wheel  from  the 
forks  of  a  bicycle  without  springing  the 
fork  sides  over  the  ends  of  the  axle.  Not 
only  does  it  accomplish  this  but  it  takes  the 
place  of  the  usual  axle  nut  washer  and  acts 
as  a  reinforcement  to  the  fork  ends..  While 
riders    will    greatly    appreciate    the    facility 


M£  Crcil  ^Ot- 


with  which  the  front  wheel  may  be  removed 
and  replaced,  leaving  the  nuts  on  the  axle, 
the  manufacturers  should  be  pleased  to  use 
so  simple  and  inexpensive  a  device  which 
strengthens  the  fork  ends,  prevents  broken 
fork  sides  and  springing  out  of  true,  which 
latter  has  been  a  common  occurrence  with 
the  crude  methods  universally  used  hereto- 
fore. As  shown  by  I  the  lustrations,  the 
Webb  disk  is  a  steel  washer  machined  to  fit 
the  fork  end  and  leaving  a  flange  extending 
about  half  way  around  Its  outer  circumfer- 
ence. The  fork  ends  are  punched  with  a 
slot  and  a  small  hole  drilled  or  punched  as 
shown.  A  projection  at  the  upper  end  of  the 
disk  engages  the  small  hole  in  the  fork  end. 
By  loosening  the  axle  nuts  a  few  turns  the 
projection  on  the  disk  is  released  from  the 
fork  side  and  the  front  wheel  slips  out, 
leaving  the  disks  and  axle  nuts  on  the  shaft. 
And  the  wheel  can  be  replaced  as  quickly 
and  as  easily  as  it  has  been  removed.  The 
Inventor,  George  S.  Webb,  of  Aurora,  111., 
has  given  an  exclusive  license  to  Modern 
Cycle  Co.,  313  First  National  Bank  building, 
of  Chicago,  to  manufacture  and  sell  this 
device,  and  this  company  is  now  preparing 
to  turn  them  out  in  large  quantities  for 
large  and  small  bicycle  manufactures. 


FEATURES  OF  NORMAN  BICYCLES. 

On  the  subject  of  weight  of  bicycles,  whiclh 
has  been  discussed  to  some  extent  of  late, 
the  Norman  Wheel  Co.,  2120  West  Susque- 
hanna avenue,  Philadelphia.  Pa.,  makes  some 
remarks  explanatory  of  the  apparently  un- 
necessary heft  of  machines  which  are  ap- 
plicable to  the  whole  trade.  "It  has  been 
demonstrated,"  they  say,  "that  one  pound 
of  bicycle  will  carry  ten  pounds  of  rider  for 
all  ordinary  work  and  last  for  years,  where 
the  rider  understands  and  appreciates  the 
high  class  of  material  and  mechanism  in  a 
really  first  class  madhlne.  But,  as  the  finest 
machines  are  liable  to  the  abuse  of  unme- 
chanical  or  ignorant  people,  all  bicycles  must 
necessarily  be  made  of  considerable  greater 
weight  and  strength  than  would  be  required 
if  proper  usage  were  Insured,  and  hence 
while  we  are  advocates  of  light  weights  our 
inclination  to  build  even  lighter  than  we 
now  do,  ;s  checked  by  the  lax;k  of  apprecia- 
tion such  delicate  machines  would  generally 
receive."  The  Norman  company  has  been 
engaged  in  manufacturing  bicycles  since 
1892,  and  during  these  years  has  made  only 
a  special,  hig*h  class  of  bicycles  for  retail 
trade.  It  owns  its  own  factory  and  ware- 
house and  has  done  a  conservative  but  grow- 
ing business.  The  New  Norman  is  the  only 
regular  machine  produced.  The  principal 
features  of  construction  are:  Flush  joints, 
two-piece  crank  axle  with  invisible  connec- 
tions, 4%-inch  tread,  cantilever  sprocket 
wheels  made  perfectly  flat  and  reversible, 
oval  fork  crown,  and  patent  chain  adjust- 
ment entirely  covering  the  slot  in  rear  fork 
ends.  Seamless  taper  gauge  tubing  is  used 
in  the  smallest  and  lightest  machines,  which 
are  made  up  from  22  gauge  tubing  of  1  Inch 
diameter  for  top  tube.  1%-inch  for  bottom 
tube  and  seat  mast,  1%-inch  head  and  %-inch 
rear  stays.  The  heavier  machines  are  made 
of  22  gauge  1%-inch  tubing  for  the  lower 
reach  and  seat  mast,  l-^^-inch  for  top  tube, 
1%-inch  for  head,  and  %-Inch  stays.  The 
lower  rear  stays  of  all  machines  are  made 


The  Cycle  Age  and  Trade  Review 


141 


I  Our  Jgents  | 

^  ARE  EXCLUSIVE  IN  THEIR  ::^ 

^  TERRITORY ^ 

^^  ^^^  _^ 

^~  Every  bicycle  we  make  carries  _^ 

^  <^^'*                        .^^^^&>  ^ 

^  TRADE= 

^  MARK. 

^~"  This  means 

^^  to  you  no 

S—  cross  coni° 

^1  petition  from 

^I^  the  same 

S—  bicycle  under  

S~  another  name.   National  bicycles  are  — ^ 

S—  never  found  on  the  bargain  counter.  — ^ 

S~  This  means  that  your  customers  are  — ^ 

S—  always  satisfied  that  you  are  giving  — ^ 

S—  them  the  best  price  there  is.  — <g 

^—  If  you  think  there  is  any  advan-  — g 

y—  tage  in  selling  bicycles  which   are  — ^ 

^—  marketed  in  a  way  to  protect  the  — ^ 

^—  agent,  write  us  for  prices.  —^ 

^  NATIONAL  CYCLE  MFG.  CO.  ^ 

^r  23                     BAY  CITY,   MICH.  i:^ 


Mention  The  Cycle  Age 


23S*8S 


ECLIPSE 


Is  the  Leader  for  '99  at  $50.00  List. 
They  Stand  the  Test.... 


THEV  ARE  FITTED  WITH  THE 

MORROW 
AUTOMATIC  COASTER  AND  BRAKE 


Thousands  of  riders  are  enthusiastic 
over  this  device.    It  mil  he  a  great  seller. 

Wise  buyers  will  get  our  prices  be= 
fore  completing  arrangements. 


I  ECLIPSE    BICYCLE    CO. 

5  ELMIRA,  N.  Y. 

^  Mention  The  Cycle  Age 


^ 


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i 


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i 

p 

i 

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I 

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I 


T 

We  Have  the 

H 

E 

Same  Aeents... 

Year  after  year.     There 

X.  ^ 

must  be  a  reason  for  this. 

\/^ 

It  is  not  difficult  to  guess. 

T 

Our  BICYCLES  always 

please. 

A 

THE  KIRK  MFG.  CO. 

1 

TOLEDO,  OHIO. 

L 

E 

Distributing  Agents: 

Conroy  Mfg.  Co.,  28  John  St.,  New  York. 
H.  B.  Shattuck  &  Son,  Boston,  Mass. 
Jaa.  Bailey  Co.,  Portland,  Me. 
Carlin  &  Fulton,  Baltimore,  Md. 
Mlstrot  Bros.  &  Co.,  Houston,  Tex. 
Boutell  Bros.,  Minneapolis,  Minn. 
Powell  &  Clement  Co.,  Cincinnati,  Ohio. 
P.  E.  Allison,  Louisville,  Ky. 

Mention  The  Cycle  Age 

i 
s 

m 


m 

m 


i 

m 

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1 


Andrae  Cycles  Never  Disappoint. 

What  is  the  Agent 
After? 

Business.  And  the  easiest  way  to  get  it.  He's  after 
a  line  of  bicycles  that  will  bring  business — and  keep 
it.  Nothing  but  a  complete  line  will  do.  He  must 
have  something  for  everybody — anybody.  He  must 
have  prices  to  meet  competition  and  quality  to  beat 
it.     The 

Andrae  Line 

is  the  most  complete  line  of  good  bicycles  made.  It 
has  all  the  ear  marks  of  a  business  bringing — business 
keeping  line.  It  is  well  known,  well  advertised — 
complete.  Fourteen  models  at  prices  ranging  from 
$30  to  $150.  Every  model  wears  the  Andrae  name- 
plate — a  sign  of  quality.  The  prices  you  are  after 
can  be  had  b}^  writing  us  to-day. 

Julius  Andrae  &  Sons  Co. 


NEW  YORK: 

95  Reade  Street. 


niLWAUKEE,  WIS. 


Mention  The  Cycle  Age 


142 


The  Cycle  Age  and  Trade  Review 


of  flat  oval  tubing  tapered  toward  the  reax 
end.  The  hubs  are  of  the  ccmpany's  own 
design,  first  introduced  in  '97.  They  are  of 
the  usual  barrel  pattern  turned  from  bar 
steel,  but  are  unusually  short,  causing  only 
3%  inches  spread  of  rear  and  2%  inches 
spread  of  front  forks.  This  is  made  possible 
by  placing  all  the  cone  ends,  locking  wasn- 
ers  and  nuts  usually  found  outside  of  the 
flanges,  inside  of  the  hub.  permitting  the 
flanges  to  run  extremely  close  to  the  forks. 
The  flanges  are  left  somewhat  thicker  than 
usual  and  bored  radially  to  take  straight 
tangent  spokes.  The  bearings  are  disc  ad- 
justing, the  cones  being  turned  integral  with 
a  steel  sleeve,  which  forms  a  rigid  connec- 
tion between  them.  The  axle  is  removable 
without  disturbing  the  adjustment,  so  that 
out  interfering  with  the  adjustment  of  the 
chain  or  any  of  the  bearings.  Up  to  '96  the 
company  used  the  two-point  bearing  sys- 
tem; then,  responding  to  the  popular  de- 
mand, changed  to  the  three-point  system. 
But  after  one  season's  experience  with  this 
type,  the  makers  felt  convinced  of  the  su- 
perior running  and  wearing  qualities  of  the 
former  and  reverted  to  the  use  of  the  two- 
point  type.  By  having  the  front  ends  of  the 
rear  forks  and  the  back  end  of  the  lower 
front  bar  of  the  frame  join  the  crank  hang- 
er 1  inch  below  its  center,  the  ends  of  these 
tubes  apparently  connect  and  form  a  cradle 
for  suspending  the  crank  hanger.  By  this 
construction,  the  drop  in  all  frames  is  made 
to  appear  1  inch  greater  than  it  actually  is, 
so  that  an  actual  drop  of  2%  or  3  inches  ap- 
pears to  be  3%  or  4  inches  in  all,  without 
further  lowering  the  crank  hanger  or  re- 
ducing the  clearance  between  the  pedals  and 
the  ground.  The  Watson  Automatic  seat 
post  forms  part  of  the  regular  equipment  of 
the  Norman  line.    

THE  SniTH  CO.'S  LATEST  DESIGNS. 

In  the  accompanying  illustration  is  shown 
the  interesting  construction  of  the  crown, 
seat  cluster  and  crank  hanger  fittings  de- 
signed by  C.  J.  Smith  &  Sons  Co.,  of  Mil- 
waukee, especially  for  three-crown  frames. 
These  fittings  are  now  being  made  in  quan- 


tity and  the  crown,  which  seems  as  well 
suited  for  any  other  as  for  tnree-crown  de- 
sign, is  a  remarkable  specimen  of  sheet 
steel  construction,  being  unusually  light  and 
strong  where  strength  is  required,  besides 
providing  for  ample  brazing  surface  and  ac- 
curate fit  in  fork  sides  and  fork  stem. 


HUDSON  AND  LENAWEE  MODELS. 

The  Bean-Chamberlin  Mfg.  Co.  of  Hudson, 
Mich.,  has  issued  a  second  edition  of  its 
advance  catalogue  for  1899,  describing  five 
Hudson  models,  three  Lenawee  models  and 
a  new  "competition  killer"  baptized  The 
Noxall  and  designed  especially  for  agents 
who  carry  the  company's  full  line.  The 
three  crown  frame  design  which  the  com- 
pany was  among  the  first  to  adopt  is  again 
used  in  the  Hudson  patterns  for  men  and 
one  of  the  patterns  for  women,  and  an  im- 
proved internal  expander  of  sightly  ap- 
pearance is  employed  for  seat  post  fasten- 
ing. For  securing  the  handlebar  stem  the 
external  clamp  is  considered  preferable  and 
is  therefore  used.  Model  30  which  is  equipped 
with  30-inch  wheels  is  the  most  expensive, 
commanding  a  retail  price  of  $60,  from  which 
top  notch  the  scale  runs  down  to  $40  for  one 
of  the  Lenawees  and  a  "competition  price" 
for  the  Noxall.  Flush  joints  are  used  in 
all  the  machines  and  the  crank  shaft  mech- 
anism in  models  30,  40,  41,  28  and  29  is  of  the 
one-piece  style  made  under  Fauber  patents 
but  of  the  company's  special  design.  The 
hubs  are  turned  from  the  bar  and  provided 
with  tool  steel  cups,  ball  retainers,  dust  caps 
and  a  special  oiling  device.  The  Sanger 
handlebar  is  specified  for  models  30.  40  and  41. 


HAUBS'  SELF-ACCOnnODATING  STAND. 

"A  bicycle  stand  comprising  in  its  con- 
struction a  resilient  base  with  a  central 
raised  wheel-rest,  and  resilient  supporting 
standards  at  each  end  of  the  base  provided 


with  wheel-retaining  loops."  This  is  the 
first  of  four  claims  allowed  in  the  patent 
granted  on  October  18  to  George  C.  Haubs 
of  St.  Louis,  Mo.,  for  the  stand  shown  in 
the  accompanying  illustration.  It  is  the 
principal  characteristic  of  the  stand  that  it 
will  automatically  accommodate  itself  to 
wheels  of  various  sizes,  such  as  26,  28  or  30 
inches,  and  will  support  them  :it  three 
points  against  lateral  movement.  Ordinarily 
the  receiver  or  trough  is  not  depressed  to 
the  floor  by  the  weight  of  the  machine  sup- 
ported thereby,  and  therefore  the  only  re- 
sistance to  a  sliding  movement  over  the  floor 


is  the  slight  friction  of  the  rounded  stir- 
faces  of  the  feet.  This  friction  is  in  prac- 
tice so  slight  that  the  machine  may  be  eas- 
ily moved  about  for  exhibition  purposes  or 
for  changing  its  location,  the  standfollowing 
the  machine  without  turning  up  or  over 
with  the  wheel  resting  therein.  Having  ob- 
tained his  patent  Mr.  Haubs  announces  that 
he  will  prosecute  infringers  to  the  full  ex- 
tent of  the  law  and  will  collect  damage  and 
royalty  from  those  who  manufactured  the 
stand  while  his  patent  was  pending. 


ANDRAE'S  NEW  HUB. 

F.  T.  Andrae,  superintendent  of  the  An- 
drae  factory  at  Milwaukee,  has  perfected  a 
new  direct  spoke  hub,  which  will  be  used 
exclusively  on  the  Andrae  high  grade  road- 
sters and  racers.  The  hub  is  said  to  pos- 
sess a  new  feature  which  is  an  improvement 
on  the  ordinary  direct  spoke  hub.  It  will 
be  thoroughly  covered  by  patents.  John  C. 
Schmidtbauer  has  returned  from  a  two 
months'  trip  among  the  principal  Andrae 
agents  between  Chicago  and  Boston.  He 
reports  that  present  indications  point  to 
1899  as  a  very  promising  year  for  Andraes 
in  the  east.  In  the  Andrae  announcement 
published  several  weeks  ago,  the  prices  of 
the  Andrae  track  and  road  racers  were 
made  to  read  $75.  This  was  a  mistake,  as 
these  two  models  will  list  at  $60. 


TRADE  IN  CLAUS  BARS  GROWS. 

The  Claus  Handle  Bar  Mfg.  Co.,  Milwau- 
kee, Wis.,  makers  of  the  Claus  Adjustable 
bar,  has  loubled  its  force  of  workmen  and 
the  plant  is  now  running  to  the  full  ca- 
pacity of  the  machinery.  The  company  will 
endeavor  to  keep  up  with  orders  throughout 
the  entire  season,  and,  if  necessary,  will  in- 
crease the  capacity  of  the  factory  so  that 
shipments  can  he  made  on  receipt  of  order. 
The  Claus  bar  is  being  received  favorably 
wherever  presented  and  will  be  used  ex- 
clusively on  several  lines  of  high  grade  bi- 
cycles in  '99.  

TUQWELL  CO.'S  SCIENTIFIC  HUB. 

The  Tugwell  Manufacturing  Company,  32 
South  Market  street,  Chicago,  make  the  hub 
shown  in  the  accompanying  illustration, 
which  has  several  well-considered  features 
to  recommend  it.  The  cones  revolve  with 
the  hub  instead  of  the  cups  and  as  the  cir- 
cumference of  the  ball  path  on  the  cone  is 
only  one-third  of  the  circumference  of  the 


7'f/£,Crcz£4&£-' 


ball  path  on  the  cups  this  arrangement  is 
believed  among  machinists  to  have  the  effect 
of  reducing  the  distance  of  ball  travel  to 
one-third,  thereby  reducing  the  friction  pro- 
portionately. The  hub  shell  is  turned  from 
a  solid  bar  and  cups  and  cones  are  turned 
from  tool  steel  and  oil-tempered.  The  cones 
are  ground  after  being  placed  In  the  hub  to 
insure  them  running  true  with  eacih  other. 
Axles  are  made  of  best  Bessemer  steel  with 
threads  cut  in  lathe  on  centers  so  as  to  make 
the  threads  true  with  each  other.  A  feature 
which  is  not  plainly  shown  in  the  illustration 
is  the  reversible  sprocket.  Being  slightly 
dished,  the  sprocket  may  by  reversing  it  be 
made   available    for   either   1^    or   1%    inch 


chain  line.  This  covers  the  principal  widths 
of  tread  used  on  modern  bicycles.  The  in- 
teresting claim  is  made  for  this  hub  that  its 
construction,  having  Uie  cone  cavity  turned 
outwardly,  creates  a  tendency  for  dust  to 
work  out  instead  of  in,  thereby  making  the 
hub  practically  dust  proof. 


HATTHEW  STRAUSS  RETIRES. 

The  Strauss-Hanna  Cycle  Material  Co.,  of 
Buffalo,  has  been  succeeded  by  the  Hanna 
Cycle  Material  Co.,  which  will  conduct  the 
business  the  same  in  the  future  as  in  the 
past,  at  the  same  location,  120  East  Genesee 
street.  Matthew  Strauss  has  retired  from 
the  business,  having  sold  out  his  rights, 
titles  and  interests  therein.  The  successors 
are  now  preparing  their  annual  advance 
sheet  of  '99  flttings,  and  their  annual  bar- 
gain sheet,  which  will  be  mailed  to  custom- 
ers within  a  few  days.  This  will  be  shortly 
followed  by  the  '99  illustrated  catalogue. 


SOLE  MAKERS  OF  BAND  REPAIR  TOOL. 

The  Call  repair  tool  mentioned  among  the 
Recent  Patents  in  the  last  issue  of  Cycle 
Age  is  manufactured  in  the  United  States 
solely  by  the  J.  H.  Burt  Mfg.  Co.  of  Spring- 
fleld,  Mass.,  which  has  already  closed  con- 
tracts for  1,000  gross,  and  states  that  the 
outlook  for  the  tool  is  more  than  bright. 
Anyone  using  clasps  or  any  device  on  the 
side  of  a  similar  tool  for  throwing  off  the 
bands  will  be  considered  an  infringer  of  the 
patent.  The  Burt  company  also  makes  the 
Ridgway  adjustable  handle  bar. 


STATE  AGENTS  WANTED. 

The  American  Trading  Company,  100  Wil- 
liam street.  New  York  city,  are  desirous  of 
appointing  one  good  house  in  each  state,  ex- 
cept Illinois  and  Indiana,  to  handle  their 
cycle  specialties,  hard  cement  and  liquid 
gutta-percha.  Both  articles  possess  supe- 
rior merit.  The  trade  in  Indiana  will  be 
supplied  by  H.  T.  Hearsey  &  Co.,  of  In- 
dianapolis, and  the  trade  in  Illinois  by  Hib- 
bard,  Spencer,  Bartlett  &  Co.,  of  Chicago. 


iTRADE  NOTES. 

L.  H.  Porter,  who  has  been  cycle  and  good 
roads  editor  of  the  L.  A.  W.  Bulletin,  has 
severed  his  connection  with  that  paper  and 
is  now  open  for  engagement.  He  has  been 
active  in  cycling  matters  from  their  incep- 
tion in  this  country  as  agent,  dealer,  manu- 
facturer, correspondent,  editor  and  League 
worker,  and  is  author  of  two  successful 
books,  "Cycling  for  Health  and  Pleasure," 
and  "Wheels  and  Wheeling."  He  may  be 
addressed  at  Newtonville,  Mass. 


The  Peerless  Mfg.  Co.  has  arranged  with 
Me.ssrs.  Geo.  F.  Kehew  &  Co.,  129  Pearl 
street,  Boston,  to  represent  them  in  New 
England.  Mr.  Kehew  has  associated  with 
him  Mr.  Clark.  Both  are  well  kno-wn  to  the 
trade  and  the  new  arrangement  should  be 
advantageous  to  all  concerned  The  store  on 
Pearl  street  will  be  Peerless  headquarters 
and  the  distributing  point  for  the  New  Eng- 
land states. 

The  Olive  Wheel  Co.,  of  Syracuse,  N.  T., 
has  just  secured  an  order  rrom  Australia 
for  1,000  bicycles  of  '99  patvern,  200  of  which 
will  be  delivered  at  once.  The  force  in  the 
plant  will  soon  be  increased  to  250  workmen, 
and  the  company  reports  a  decidedly  en- 
couraging outlook  for  a  successful  season. 


Fred  J.  Titus,  who  won  many  pursuit  races 
and  lowered  a  number  of  unpaced  records 
with  the  Ramsey  swinging  pedals,  has  gone 
on  the  road  to  represent  them  to  the  trade 
for  a  five  weeks'  trip,  after  which  he  will  go 
to  Europe  to  further  the  interests  of  the 
Ramsey   Swinging  Pedal   Co.    abroad. 


The  I.  W.  Bollinger  Co.,  of  Chicago,  iron 
and  steel  factors  and  manufacturers' 
agents,  announce  that  after  December  1  it 
wUl  have  offices  in  the  Monadnock  build- 
ing, Jackson  and  Dearborn  streets,  where  it 
will  be  more  centrally  located  and  easier  of 
access  to  the  trade. 


A.  R.  MacDonald,  formerly  with  the  Wood 
Mfg.  Co.,  will  soon  start  on  the  road  for  the 
E.  G.  Eager  Co.,  placing  sundries  and  Elfin 
and  Viking  juvenile  bicycles.  The  Eager 
company  recently  purchased  the  sole  right 
to  handle  "Salamander,"  W.  T.  Nettleton's 
chain  lubricant.       

George  B.  Colton,  of  the  Colton  Cycle 
Company,  recently  secured  an  order  for  2,000 
machines  from  one  Chicago  dealer  for  early 
delivery.  

American  Cycle  Company,  now  of  Akron, 
O.,  has  opened  a  Chicago  Office  at  room  605, 
56  Fifth  avenue  in  charge  of  John  B.  Per- 
rlne.  . 


The  Cycle  Age  and  Trade  Review 


US 


® 


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Cbe  Barnes  Cyck  Company 


♦♦tT  tftc  tWtt  of  life  freezes 
I  o»er,  put  on  skates;" 
in  otl)er  words,  meet 
your  competitor  by  over- 
matching any  line  that  l)e  can 
produce. 


unuunuuutr 
uauunnuurr 


Mention  The  Cycle  Age 


HERE  THEY  ARE: 


Model  20 Barnes  Special 

Model  23 Barnes  Superba 

Model  21 Barnes  Road  Racer 

Model  22 Barnes  Track   Racer 

Model  29 Barnes  Road  Racer,  30-inch.. 

Model  27 Barnes  Chainless  Special 

Model  28 Barnes  Chainless  Superba..., 

Model  24 Barnes  Diamond  Tandem . . . , 

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Sterling  Cycle  Works,  s  Kenosha,  Wis. 

Pf'lff>f»ff^HfrP»PffMfiP^lfyfl'lfM'IMI'MI'HI'M»l'l*l"l'W'i'IMiili'P'>IHr'PiM*i<H*i>PPPl 


144 


The  Cycle  Age  and  Trade  Review 


THE  PASTIHE  AND  SPORT 


An  Anti=Potter  Ticket. 

Philadelphia,  Nov.  28. — An  important 
meeting  was  held  here  yesterday  to  lay 
pipes  for  the  next  presidential  battle. 
Elliott,  Keenan,  Gideon  and  other  Penn- 
sylvania managers  were  present.  As  a 
result  of  the  conclave  the  probabilities 
DOW  are:  Keenan  for  president,  a  Massa- 
chusetts and  a  western  man  to  get  the 
vice-presidencies.  New  Jersey  the  treas- 
urership,  and  the  west  the  racing  board 
chairmanship.  The  feeling  is  general  that 
Potter,  realizing  that  his  chances  are 
small,  will  also  swing  into  line.     Elliott 


while  Lamberjack  ran  third  in  the  latter 
and  second  by  inches  to  Wachkewitch  in 
the  three-vestas  scratch  event.  Lamber- 
jack and  Meyers  won  the  1%-vestas  tan- 
dem heats  against  time  and  also  won  the 
4%-vestas  pursuit  race. 


Electric  Tandem  of  American  Hake. 

John  Lawson,  the  "Terrible  Swede," 
claims  to  have  perfected  an  electric  tan- 
dem capable  of  running  forty  miles  an 
hour.  The  machine  is  an  ordinary  triplet 
equipped  with  thirty-six  batteries  and  a 
motor  of  one  and  one-half-horse  power, 


Will  Be  a  Memorable  Winter. 

New  York  City,  Nov.  28.— Etienne  Ste- 
phane,  the  veteran  French  plugger,  and 
Ulysses  Monachon,  the  Swiss  rider,  ar- 
rived by  the  St.  Paul  last  Saturday  to 
compete  in  the  six-day  race,  which  be- 
gins at  Madison  Square  Garden  next  Sun- 
day night.  These  will  complete  the  for- 
eign brigade,  whose  other  members  are 
Frederick,  the  Swiss;  Joyeux,  the  Paris- 
ian; Cistac,  the  Australian,  and  Hale,  the 
Irishman.  The  entire  outfit,  with  Edouard 
Taylore  and  Fournier  and  Ricard,  the 
French   petroleum  tandem  pacing  team, 


UriflCi  PI?f;iOfHT)AL  PlPfJ" 
P^IUDfLPHIA 


ucQuiim  LIGHT  maat 

CAPPIf/  Hlfl  TO  VICTOPT  )M  PAP)/ 


MoTTy  cmpm  joifi/ 

THf  A.R.C.  IWOn 

and  Gideon  assert  that  Keenan  will  have 
the  solid  support  of  the  Massachusetts 
and  Pennsylvania  delegations  at  Provi- 
dence. New  Jersey  will  probably  support 
that  ticket  which  elevates  the  man  of  her 
choice,  Kireker,  to  the  highest  position. 
A  combined  west,  with  Massachusetts  and 
Pennsylvania,  could,  however,  beat  a  New 
York  ticket  supported  by  New  Jersey  and 
the  New  England  states. 


LAflBfPJACK  AMD  MfTfP/ 
wm  IH   tio/cow 

weighing  in  all  twenty  pounds.  The  new 
machine  has  been  tried  on  the  Chicago 
boulevards  with  success.  Lawson  asserts 
it  will  run  at  the  rate  of  forty  miles  an 
hour  for  three  hours  without  recharging. 


Lamberjack  and  Meyers  in  Russia. 

A  big  race  meet  was  held  in  Moscow, 
Russia,  November  13  and  15.  Lamberjack 
of  France  and  Meyers  of  Germany  com- 
peted with  the  Russians,  Meyers  winning 
the  two-vestas  scratch  race  by  three 
lengths  and  running  second  to  Wachke- 
witch  m  the   1,000-meters  scratch   race, 


An  Index  to  Development. 

As  speed  is  recognized  as  an  index  of 
the  quality  of  a  bicycle,  a  comparison  of 
the  latest  track  records  with  those  of 
1884  may  serve  to  show  at  a  glance  the 
rapid  development  of  the  machine.  The 
times  of  fourteen  years  ago  were  of  course 
made  on  the  "ordinary  "    Times        Times 

In  '84.  in  '98. 

1/4  mile    :35  2-5  :22  2-5 

1      mile    2:412-5         1:314-5 

5      miles    14:18  8:22  4-5 

10     miles    29:302-5       17:112-5 

25      miles    1:10:412-5        44:18  4-5 

50     miles    2:43:55  1:33:293-5 

100      miles    5:50:052-5    3:11:011-5 


iMTOfi,rPE;H  fPon  AMfPicA 

OmATED    DT    PPOTIM 

left  Saturday  night  for  a  week's  practice 
at  the  twelve-lap  indoor  track  at  Troy, 
built  by  Harry  Bikes'  father.  These  races 
will  open  an  indoor  racing  season  which 
promises  to  be  memorable.  Most  of  the 
crackajacks  with  the  exception  of  Bald 
will  be  on  hand,  and  there  will  be  ama- 
teur and  professional  championships  at 
one  mile.  Elkes  and  Taylore  are  to  meet 
in  an  hour  paced  race,  and  Tom  and  Nat 
Butler  and  Watson  Coleman,  who  have 
been  taken  from  the  blacklist  by  a  mail 
vote  of  the  A.  R.  C.  U.,  under  whose  sanc- 
tion the  races  will  be  run,  will  also  com- 
pete and  formally  join  the  outlaws.  A 
feature  of  the  winter's  racing  will  be 
middle  distance  matches  with  motor 
pacing. 

Brady  and  Powers  have  a  project  on 
foot  to  secure  a  suspension  of  the  Illinois 


The  Cycle  Age  and  Trade  Review 


145 


^ORIENT  FEATURES^ 


Are  Simple 

Unique 

Practical 


Write  us  at  once 

To= morrow 
may  be  too  late 


A  divided 
shaft 

that  has  no 
superior 


ALL  THE  CRACKS 
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Waltham  r\ig.  Co.,  Waltham,  flass. 


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common  rubber  band,  push  it  through  the  punc= 
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off  and  tire  is  mended.  We  wish  to  call  particular 
attention  to  the  fact  that  Calls  Instantaneous  Repair 
Tool  does  not  enlarge  the  puncture. 

With  each  tool  we  send  %  dnz.  rubber  bands  and  one  tube  of 
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RECORD 

Notice  Ho.  I. 


RECORD  PEDAL  No.  9. 

You  can  tell  at  a  glance  the  idea  we  had  in  mind 
when  we  devised  the  above  pedal.  It  is  good  for 
ROAD  or  TRACK. 

FINISH  IS  USUAL  RECORD  STYLE. 

Record  Pcdail  A\fg.  So. 

221  ©olunrjbus  Ave. 

Boston^  A\ass. 

Mention  The  Cycle  Age 


WESTEEN  agents: 

HIBBARD,  SPENCER,  BARTLETT  &  CO. 
18  Lake  St.,  CHICAGO,  ILL. 


146 


The  Cycle  Age  and  Trade  Review 


anti-six-day  racing  law  by  injunction 
and  run  a  continuous  144-hour  grind  in 
the  Windy  City. 


BICYCLES  NOT  BAGGAGE 


English  Court  Decides  Test  Case  Between  Railroad 
and  Cyclist— An  Interesting  Decision. 


A  decision  has  just  been  handed  down 
by  a  London  judge  in  the  first  test  case 
that  has  been  brought  in  England  to  de- 
termine whether  or  not  bicycles  are  per- 
sonal baggage  and  whether  or  not  rail- 
roads can  be  compelled  to  carry  them 
free  as  such  according  to  act  of  parlia- 
ment. The  plaintiff  sought  to  recover 
the  sum  charged  by  the  company  for  the 
transportation  of  a  bicycle,  which  it  de- 
clared was  extra  baggage.  The  counsel 
for  the  plaintiff  contended  that  the  wheel 
was  clearly  personal,  as  it  was  something 
which  the  traveler  carried  for  his  own 
personal  convenience  and  use.  There  was 
no  distinction,  it  was  argued,  between  a 
bicycle  and  a  gun-case,  a  case  of  fishing- 
tackle,  an  artist's  easel  or  a  pair  of  roller 
skates. 

The  railway  company  argued  that  a  bi- 
cycle was  not  an  article  which  a  person 
ordinarily  took  about  with  him.  If  a 
bicycle  were  to  be  regarded  as  personal 
baggage,  it  was  urged,  then  a  boat  forty 
feet  long  would  have  to  be  so  regarded 
and  carried  free.  The  court  held  that  a 
bicycle  was  not  personal  or  ordinary  bag- 
gage, and  that  the  railway  company  was 
entitled  to  make  charge  for  its  carriage. 


Cycle  Racing  Craze  in  Berlin. 

Admittance  to  the  recent  grand  prize 
meets  in  Berlin  cost  more  than  the  choic- 


est places  in  the  opera  house  and  boxes 
were  auctioned  off  as  high  as  $5  a  seat. 
On  one  of  the  days  about  $15,000  was  ta- 
ken in,  and  altogether  the  owners  of  the 
race  track  are  said  to  have  made  about 
$50,000  thus  far  this  season.  The  "prize 
of  Berlin"  ($4,500)  was  raised  by  volun- 
tary subscriptions  among  the  lovers  of  the 
sport  in  the  city. 


WILL  MEET  TO  ORGANIZE 


Call  is  Issued  to  Track  Owners,  Clubs  and  Racing 
Men— Plan  of  Qoverment. 


New  York  City,  Nov.  28. — Formal  steps 
to  organize  a  new  body  to  control  bicycle 
racing  in  this  country,  to  be  known  prob- 
ably as  the  National  Cycling  Association, 
and  to  be  composed  of  track  associations, 
amateur  race-promoting  clubs  and  the 
professional  riders,  will  be  taken  in  this 
city  next  week  at  a  meeting  to  be  held 
next  Thursday  morning.  The  reasons  for 
the  formation  of  such  an  association  are 
set  forth  in  a  call  to  be  promulgated  this 
week,  which  is  in  part  as  follows: 

Dear  Sir:— For  reasons  hereinafter  set 
forth,  it  is  desired  that  your  track  associa- 
tion or  club,  whichever  the  case  may  be, 
send  a  representative  to  a  meeting  of  track 
associations,  race-promoting  clubs  and  pro- 
fessional riders  (the  latter  represented  by 
duly  accredited  delegates  from  the  American 
Kacing  Cyclists'  Union),  to  be  held  Thurs- 
day, December  8,  at  10:30  a.  m.,  at  the  Fifth 
Avenue  hotel,  New  York  city. 

The  object  of  the  meeting  is  for  the  pur- 
pose of  considering  the  advisability  of  tak- 
ing preliminary  steps  toward  the  formation 
of  a  body  to  assume  control  of  cycle  racing 
in  the  states  east  of  the  Mississippi  river 
with  the  exception  of  Louisiana,  such  body 
to  direct  the  sport  as  soon  as  organized  or 
at  such  time  as  may  be  decided  upon  at  the 
meeting. 

The  signers  of  this  call  believe  that     the 


time  has  come  when  the  associations  which 
have  invested  in  tracks,  the  clubs  which 
risk  their  money  in  promoting  meets,  and 
the  professional  riders  who  ecirn  their  live- 
lihood in  competition,  should  have  something 
to  say  in  the  government  of  a  sport  in 
which  they  are  all  so  vitally  interested. 

Necessity  for  a  meeting  of  these  interests 
is  urgent  for  several  reasons,  and  the  future 
demands  immediate  action  of  some  sort. 

In  the  L.  A.  W.,  the  anti-racing  element, 
as  represented  by  such  leaders  as  Chief  Con- 
sul Sterling  Elliott,  of  Massachusetts;  Chief 
Consul-elect  Milo  M.  Belding,  Jr.,  of  New 
York;  Secretary-Treasurer  P.  S.  Collins,  of 
Pennsylvania;  Chief  Consul  M.  C.  Rotier,  of 
Wisconsin,  and  many  other  prominent  mem- 
bers, is  becoming  so  strong  that  the  likeli- 
hood of  the  League's  abandoning  the  sport 
is  more  than  a  probability. 

The  stand  taken  by  the  professionals,  the 
attitude  now  apparent  in  the  L.  A.  W.  out- 
side of  those  who  are  obtaining  pecuniary 
advantages  by  the  government  of  racing, 
and  the  fact  that  with  the  exception  of  the 
eastern  states  the  sport  in  all  other  parts  of 
the  country  has  passed  beyond  League  con- 
trol, only  illustrates  the  imperative  need  for 
a  new  body  to  be  in  readiness  for  any  emer- 
gency. 

Copies  of  this  letter  have  been  sent  to  all 
track  owners  and  race-promoting  clubs  in 
the  states  east  of  the.  Mississippi  with  the 
exception  of  Louisiana, 

Will  you  please  signify  your  intention  to 
attend  this  meeting  by  notifying  J.  D.  Las- 
ley,  Washington,  D.  C,  or  will  you  kindly 
notify  him  at  once  as  to  whether  you  are  in 
sympathy  with  and  willing  to  ]oin  in  form- 
ing this  new  organization. 

J.  D.  Lasley, 
For  Park  Bicycle  Track,  Washington,  D.  C. 

John  C  Wetmore, 
Chairman     Race     Committee,      Quill     Club 

Wheelmen  of  America. 

E.  C.  Bald, 
President  American  Racing  Cyclists'  Union. 

The  constitution  and  by-laws  to  be  sub- 
mitted for  discussion,  amendment,  and 
adoption  declare  the  objects  of  the  asso- 
ciation to  be: 

This  Association  shall  have  for  its  object 
the  direction  of  bicycle  racing;  the  preven- 
tion,   detection   and   punishment    of     frauds 


THE  WORLD'S  BEST  RECORDS  TO  DATE  AS  ACCEPTED  IN  FRANCE 


The  following  is  a  list  of  the  world's 
records  for  1898,  as  recognized  by  the 
Union  Velocipedique  de  France.  Nearly 
all  the  figures  which  appeared  on  the  list 
published  last  year  at  the  same  time  have 
been  altered.  In  a  general  way  the  times 
of  all  the  performances  accomplished  on 
what  one  may  call  the  classic  distances 
have  been  lowered,  that  it  to  say,  as  far 
as  the  200-kilometer  mark.  From  that 
point  up  to  the  1,000  kilometers,  or  say 
from  four  to  twenty-four  hours,  the  timSs 
remain  unchanged. 


One  of  the  most  remarkable  features 
in  the  record  hunt  this  year  has  been  the 
keen  competition  against  England  by 
both  France  and  the  United  States.  Last 
season,  thanks  to  the  famous  Crystal  Pal- 
ace teams,  England  held  the  majority  of 
records.  This  year,  the  enormous  pro- 
gress made  by  the  Americans  in  their 
pacing  methods,  and  the  rapid  develop- 
ment of  mechanical  pacing  in  France 
have  resulted  in  England  losing  the 
greater  part  of  her  supremacy.  Another 
detail  worth  noticing  is  the  more  general 


use  of  wind  shields,  which  have  allowed 
Huret  to  accomplish  some  really  wonder- 
ful performances. 

To  satisfy  all,  the  list  includes  rec- 
ords accomplished  with  and  without  the 
now  famous  shields,  as  some  people  are 
of  the  opinion  that  records  established 
with  the  help  of  these  instruments  should 
not  be  allowed.  The  majority,  however, 
reason  that  the  shield  oilers  but  little 
more  shelter  than  that  afforded  by  the 
man  on  the  rear  of  those  triplets  and 
quads  where  he  is  seated  directly  over 
the  rear  wheel. 


Paced  Records  A 

g;ainst  Time. 

HOURS 

DISTANCE 

HOLDER 

PLACE 

DATE 

MILES 

TIME 

HOLDER 

PLACE 

DATE 

1 

|2 

+2 

3 

34  m.  1220  yds. 
63  m.  440  yds. 

Elkes 
Bouhours 

Philadelphia 
Paris 

Aug.  6.  '98 
Nov.   8,  '98 

*34 

:21% 

Megson 

Sydney 

Mar.  14, 

'98 

65  m.    185  yds. 

Huret 

Paris 

Oct.    6,  '98 

*i 

:28 

Johnson 

Independence 

Oct.   3, 

'93 

88  m.    590  yds. 

Walters 

London 

Aug.  30.  •g? 

:29% 

M.  Taylor 

Philadelphia 

Nov.  14, 

'9S 

13 

94  m.    880  yds. 

Huret 

Paris 

Oct.  10,  '98 

*% 

:45y5 

E.  Tayiore 

Philadelphia 

AUK.    6, 

'98 

t5 

139  m.  1056  yds. 

Cordang 

London 

Sept.  15,  '97 

:58% 

Hamilton 

Coronado 

Mar.    2, 

'96 

tl2 

317  m.    600  yds. 

Cordang 

London 

Sept.  15,  ^97 

1:08% 
l:182^ 

M.  Taylor 
Stocts 

Philadelphia 
Lonnon 

Nov.  16, 
Sept.  11, 

'98 
•97 

t24 

616  m.   340  yds. 

Cordang 

London 

Sept.  15.  '97 

it 

1:31^5 

M.  Taylor 

Philadelphia 

Nov.  16, 

'98 

*2 

3:13% 

M.  Taylor 

Philadelphia 

Nov.   5. 

•98 

Unpaced  Records  Against  Time. 

3 

5:00% 

T.  Lintoa 

New  York 

Sept.    5, 

'98 

4 

6:40% 

T.  Linton 

New  York 

Sept.    5, 

'98 

MILES 

TIME                        HOLDER 

PLACE 

DATE 

5 

8:22% 

T.  Linton 

New  York 

Sept.    5, 

'98 

1 

:26%            Gardiner 

Denver 

Dec.   3,  '96 

10 

17:11% 

T.  Linton 

New  York 

Sept.    5, 

'98 

:2S%             Davidson 

Waltham 

Oct.    3,  •OS 

20 

34:02 

Elkes 

Philadelphia 

Aug.    6, 

'9'< 

*l| 

:34%             Hamilton 

Coronado 

Mar.   2,  ^96 

25 

42:42 

Elkes 

Philadeiphia 

Aug.    6, 

'98 

/^ 

:37%             Lee  App 

Louisville 

Sept.  18.  ^97 

30 

51:413^ 

Elkes 

Philadelphia 

Aug.   6, 

•98 

*K 

:553/5             W. 

Martin 

iDdianapolis 

Aug.   4,  •98 

40 

1:14:523/5 

Palmer 

London 

Oct.  27, 

'97 

4' 

1:00%             Barden 

London 

Apr.  19,  '97 

50 

1:33:293/4 

Bouhours 

Paris 

Nov.    8, 

•98 

1:32%              Tyler 

Sprlnafield 

Sept    4, '94 

ttso 

1:32:13% 

Huret 

Paris 

Oct.    6, 

'9^ 

*i 

1:55%             Hamilton 

Denver 

July   9, '98 

100 

3:24:41 

Gould 

London 

Aug.  11, 

'98 

1 

2:03%             Van  Heering 

Johannesburg 

Apr.  30,  •gg 

tioo 

3:11:01% 

Huret 

Paris 

Oct.  11, 

•98 

200 

7:20:27 

Cordang 

London 

Sept.  15, 

'97 

300 

11:20:203/5 

Cordang 

London 

Sept.  15, 

•97 

KM. 

TIME 

HOLDER 

PLACE 

DATE 

400 

15:18:47 

Corriang 

London 

Sept.  15, 

'97 

*3^ 

:21% 

Jacquelln 

Bordeaux 

May  10,  '96 

500 

19:17:28 

Cordang 

London 

Sept.  15, 

•97 

:26% 

Buisson 

Bordeaux 

Sept.  27,  ^98 

600 

23:26:34% 

Cordang 

London 

Sept.  15, 

'97 

1 

:34% 
1:13% 
1:163^ 

Pessoa 
Dufaux 
Jaao  Eden 

Geneva-June. 
Geneva-June. 
Bordeaux 

Apr.  11,  ^98 
July  7,  '98 
May  14.  '98 

KM. 

TIME 

HOLDER 

PLACE 

DATE 

10 

14:36% 

Yorel 

Paris 

June   8, '98 

*1 
1 

:56    ■ 
1:083/5 

Champion 
Lombard 

Paris 
London 

Sept.  22, 
Nov.   5, 

•98 
•97 

50 
100 

1:20:02 
2:49:68% 

Capelle 
Capelle 

Dijon 
Dijon 

Oct.  14,  '98 
Oct.  20,  '98 

2 

2:14% 

T.  Linton 

Paris 

Oct.    9, 

•$s 

3 

3:14 

T.  Linton 

Paris 

Oct.   9, 

•98 

Road  Records  with  Pacing. 

4 

4:15 

T.  Linton 

Paris 

_          Oct.   9, 

'98 

5 

5:17% 

T.  Linton 

Paris 

Oct.   9, 

'98 

DISTANCE                          TIME 

HOLDER 

ROUTE 

DATB 

10 

10:51 

Chase 

London 

Aug.  22, 

■98 

50  km 

1:09:31%             A.  Linton 

Salon-Aries 

June  17,  '96 

20 

21:54% 

Chase 

London 

Aug.  22, 

'98 

100  km 

2:19:16 

Bouhours 

Arleans-VIerzon 

Sept.  21,  '98 

25 

27:48% 

Stocks 

London 

Sept.  27, 

•97 

500  km 

18:45:16 

Elvierre 

Blois 

May  12,  ^96 

50 

55:48 

Chase 

London 

Aug.  22, 

•98 

1000  km 

58:35:03 

Corre 

Paris-Brest 

Sept.   8, '92 

1100 
■  100 

1:57:19% 

Bouhours 

Palis 

Nov.    8 

•98 

50  miles               1:55:55 

Walters 

Birmingham 

Oct.  15,  ^95 

1:54:24% 

Huret 

Paris 

Oct.    6, 

'98 

100  miles                4:11:25%             J.  Dubois 

Blols-Tours 

Nov.  14,  ^97 

tiooo 

24:12:21% 

Cordang 

London 

Sept.  16, 

•97 

1000  miles            105:19:00 

T.  Edge 

England 

Aug.  24,  '96 

*  Flying  start;  all  others  stauding. 


t  Pacing  machines  fitted  with  wind  shields. 


X  With  motor  pacing. 


The  Cycle  Age  and  Trade  Review 


147 


STEARNS  BICYCLES 


Yellow,  as  the  predominant  color  of  a  wheel,  has  to-day  a  sharp,  distinct  and  attractive 
meaning  to  the  whole  bicycle  world. 

A  wheel  may  be  enameled  in  any  color  without  increasing  its  efficiency;  but  in  the  pro- 
cess of  selection  the  eye  and  judgment  are  powerfully  influenced  by  the  appeal  made  to  the 
imagination  through  the  senses. 

This  element — weakness,  if  you  will — in  human  nature,  is  keenly  touched  by  color;  by 
red,  or  blue — or  yellow. 

It  is  thus  obvious  that  one  may  come  to  rate  excellence,  or  its  absence,  by  colors;  turning 
instinctively  from  some  productions  that  are  bad  in  spite  of  tint  or  blazonry,  and  w:ith  equal 
eagerness  seeking  others  that  are  immediately  known  to  be  perfect,  simply,  for  example,  because 
they  are  yellow.  - 

All  yellow  bicycles  are  either  Steams  bicycles  or  imitations. 


The  trade  on  thei?*!^ 
Pacific  Coast  supplied 
from  our  branch  store, 
E.  C.  Steams  &  Co., 
2J0  McAllister  Street, 
San  Francisco.  S^<^ 


E*  C*  Stearns  &  Company^ 

Syracuse,  N*  Y» 


The  trade  in  the  ^  S 
Dominion  of  Canada 
supplied  from  our  t^ 
Canadian  factory,  t>5 
E.  C.  Steams  &  Co., 
67  Adelaide  St.  West, 
Toronto,    Ontario.  ^ 


therein;  uniformity  in  the  government  of  the 
sport,  method  of  conducting  race  meets,  and 
all  other  interests  which  would  mutually 
benefit  this  Association,  the  racing  men,  and 
the  public. 

The  association  will  control  racing  in 
the  states  east  of  the  Mississippi  and  will 
form  alliances  with  the  Southern  Cycling 
Association,  the  Western  Cycling  Associa- 
tion and  the  California  Associated  Cycling 
Cluhs.  The  territory  will  be  divided  into 
five  districts,  practically  as  follows:  A 
to  consist  of  New  England,  B  of  New 
York  and  New  Jersey,  C  of  the  other 
Middle  States,  D  of  the  South,  and  E  of 
the  West. 

The  fees  for  active  membership  will  be, 
$100  for  track  and  $50  for  clubs,  and  for 
associate  membership,  $25  for  tracks  and 
$10  for  clubs.  The  A.  R.  C.  U.  will  pay 
no  fee,  but  will  have  a  voting  representa- 
tive for  each  district. 

Each  district  will  have  a  district  board 
and  its  chairman  will  be  a  member  of  the 
board  of  control.  The  chairman  of  this 
board  and  the  district  chairmen  will  be 
elected  at  the  annual  meeting  of  the  asso- 
ciation and  each  district  chairman  will 
name  his  own  four  associates.  Handi- 
cappers  will  be  appointed  by  the  district 
boards.  The  A.  R.  C.  U.  will  also  have 
one  member  in  the  national  board  and 
one  on  each  district  board. 

The  powers  of  the  board  of  control  are 
set  forth  as  follows: 

The  board  of  control  will  have  power  at  all 
times  when  the  Association  is  not  in  session 
to  make  such  rules  for  the  government  of 
the  sport  as  it  may  consider  necessary;  but 
it  cannot  involve  the  members  of  the  associ- 
ation in  the  expenditure  of  money.  Whenever 
necessity  arises  the  national  chairman  is 
empowered  to  inflict  punishment  and  act 
upon  direct  evidence  for  Infractions  of  the 
racing  rules;  he  can  also,  at  his  discretion, 
if  he  believes  that  there  is  injustice  and  ille- 
gality in  any  penaltj'  Imposed  by  members 
or  officials  at  race  meets,  reverse  such  deci- 
sions.    At  his  discretion  the  chairman   may 


call  special  meetings  of  the  board  of  control 
to  consider  matters  affecting  members,  either 
in  their  relations  to  each  other,  or  in  con- 
nection with  the  racing  men. 

A  board  of  appeals  Is  provided  for  as 

follows: 

At  the  regular  meetings  of  this  Associa- 
tion, three  members  from  each  district,  to 
be  elected  for  such  purpose  by  each  district 
board,  shall  constitute  the  board  of  appeals. 
The  proceedings  of  this  board  shall  be  lim- 
ited to  hearing  appeals  of  racing  men  who 
desire  opportunity  to  adduce  evidence  show- 
ing error  in  the  decisions  or  rulings  of  offl- 
cials  of  a  race  upon  any  track  within  the 
jurisdiction  of  this  Association.  This  board 
may  reverse  the  decisions  or  rulings  of  the 
officials  of  any  race,  providing  error  is 
proven. 

Tracks  not  members  of  the  association 
will  have  to  pay  a  fee  of  ten  dollars  for 
holding  a  race  meet  under  the  rules  of 
the  association  and  riders  competing  at 
meets  not  recognized  by  the  association 
will  be  subject  to  suspension. 

Professionals  and  trainers  will  pay  a 
registry  of  two  dollars,  and  amateurs  one 
dollar.  >        I 

CLOSING  HEET  IN  PARIS 


Protin  Wins   Match  from  Linton— Jacquelin  Rides 
in  Tricycle  Race — Southern  Circuit  Formed. 


Paris,  Nov.  18. — The  French  racing  sea- 
son of  '98  can  now  be  said  to  be  at  an 
end,  and  all  the  leading  velodromes  are 
closed,  including  those  of  the  Pare  des 
Princes  and  the  Seine,  both  situated  at 
the  gates  of  Paris. 

A  sort  of  winter  circuit  on  the  Ameri- 
can plan  is  being  organized  and  will  in- 
clude several  prominent  racing  men, 
Banker  and  Grogna  representing  the  for- 
eign talent.  It  is  the  intention  of  the 
team  to  visit  the  south  of  France,  Al- 
geria, Italy  and  several  cities  in  Spain. 
Each  man  is  to  pay  his  own  expenses  and 
to  have  the  right  of  leaving  the  circuit  at 


any  moment  should  he  feel  inclined  to 
do  so. 

A  race  meet  was  given  at  the  Pare  des 
Princes  on  November  14  by  the  Syndicate 
of  Riders  for  their  own  benefit,  among 
the  prominent  riders  present  being 
Jacqueliu,  Protin,  Linton,  Bourotte, 
Courbe,  Deschamps,  and  Gougoltz.  The 
1,333  1-3  meters  scratch  race  was  won  by 
Courbe  in  2:25,  with  Brecy  second  and 
Contenet  third.  A  scratch  tricycle  race 
at  the  same  distance  was  won  easily  by 
Jacqueliu,  from  Courbe,  second,  and 
Loste,  third,  in  3:30  2-5,  Courbe  and 
Loste  riding  heavy  road  machines.  Pro- 
tin  and  Tom  Linton  rode  a  series  of 
match  races,  man  paced.  The  first  heat, 
of  1,000  meters  went  to  Protin  by  twenty 
yards;  in  the  second  at  5,000  meters  Pro- 
tin  lost  his  pace  twice  and  was  passed  by 
Linton  riding  like  a  demon,  who  won  in 
5:53  3-5.  The  last  heat  at  1,000  meters 
was  won  by  Protin,  30  meters  to  the  good, 
in  2:30  3-5,  the  Englishman's  pacing  quad 
having  let  the  opposing  team  steal  50 
meters  before  it  got  into  full  action.  Des- 
champs and  Louvet  were  the  victors  in 
a  2,000  meter  tandem  scratch  event,  with 
Fossier  brothers  second  and  Carman  and 
Boulay  third.     Time,  3:03  3-5. 


Paquin  Breaks  Waller's  Road  Record. 

"Chic"  Paquin,  of  Fall  River,  Mass., 
broke  the  200-mile  Norwood  course  rec- 
ord, held  by  Frank  Waller  at  13:04:47, 
on  November  23,  covering  the  distance  in 
12:55:00.  His  time  is  claimed  as  the 
American  record,  but  in  August  of  '95, 
A.  W.  Evans  rode  200  miles  at  New- 
Brunswick  on  a  standard  course  in  12:- 
20:00.  Paquin's  time,  however,  is  state 
record.  He  rode  a  Columbia  bevel-gear 
chainless,  and  the  conditions  were  un- 
favorable. 


148 


The  Cycle  Age  and  Trade  Review 


NEWS  IN  BRIEF. 

Tom  Butler,  whom  Chairman  Mott  de- 
clares to  be  the  L.  A.  W.  Champion,  has 
entered  for  the  indoor  races  in  New  York. 
This  must  be  a  severe  blow  to  "Uncle 
Jerry,"  who,  quite  contrary  to  the  racing 
rules,  sanctioned  the  payment  of  expenses 
to  Butler,  Coleman  and  Dreher  to  the  New 
Haven  meet  to  ride  for  much  less  than  a 
$150  first  prize  in  the  increased  points  cham- 
pionship race. 

E.  A.  McDufCee  has  just  had  a  difficult 
surgical  operation  performed  on  his  nose  in 
Atlanta,  Ga,,  and  will  not  be  able  to  ride 
again  until  all  danger  of  a  hemorrhage  is 
passed.  The  trouble  had  been  a  menace  to 
his  riding  for  some  time.  It  entirely  stop- 
ped up  the  nasal  organs  and  forced  him  to 
breathe  through  his  mouth  when  struggling 
hard. 

Chicago  wheelmen  representing  the  As- 
sociated Cycling  clubs.  League  of  American 
Wheelmen,  Northwest  Cycling  Association, 
Cook  County  Cyclists'  Association  and  Chi- 
cago consulate  are  making  preparations  for 
an  onslaught  on  the  state  legislature  in  be- 
half of  the  bicycle  baggage  bill  and  the 
good  roads  bill. 

Chairman  Hibberd  B.  Worrall,  of  the  State 
Highway  Improvement  committee  of  the 
Pennsylvania  division,  is  working  vigorously 
on  the  bill  to  be  introduced  at  the  next  ses- 
sion of  the  state  legislature,  asking  for  an 
appropriation  to  make  the  Hamilton  good 
roads  bill  (passed  the  last  session)  opera- 
tive. 

The  annual  election  of  the  Pennsylvania 
division  of  the  League  has  resulted  in  the 
return  of  Chief  Consul  Boyle,  Philadelphia; 
Vice  Consul  Thomas  J.  Keenan,  Jr.,  of 
Pittsburg,  and  Secretary-Treasurer  P.  S. 
Collins,  of  Philadelphia,  to  their  several  po- 
sitions. 

The  executive  board  of  the  L,.  A.  W.  has 
passed  a  resolution  calling  for  a  mail  vote 
by  the  members  of  the  National  assembly, 
as  fast  as  elected,  to  decide  where  the  Na- 
tional meet  shall  be  held  in  '99,  invitations 
having  been  received  from  Boston  and  Buf- 
falo. 

Frank  Starbuck,  who  is  now  at  Lewisburg, 
Pa.,  has  announced  his  Intention  of  going  to 
Australia  within  a  month.  He  thinks  his 
ability  as  a  pace  follower  may  enable  him 
to  defeat  any  of  the  native  flyers  against 
whom  he  may  be  matched. 

W.  F.  Sager  and  Charles  Hadfield,  who 
did  yeoman  service  in  Major  Taylor's  pacing- 
artillery^  have  issued  a  sweeping  challenge 
to  ride  any  tandem  team  in  the  country,  any 
style  race,  any  distance  and  for  any  amount 
of  money  as  a  side  bet. 

Al  Weinig  is  busily  engaged  in  arranging 
for  the  construction  of  a  coliseum  in  Buffalo 
which  is  to  be  entirely  covered.  It  is  hoped 
by  the  projectors  that  this  will  become  the 
winter  quarters  of  the  indoor  racing  men 
until  next  spring. 

The  election  of  the  Indiana  division  L.  A. 
W.  resulted  in  the  selection  of  the  following 
officers  for  the  ensuing  year:  Chief  con- 
sul, Wallace  Sherwood;  vice-consul,  Walter 
B.  Hassen;  secretary-treasurer,  James  A. 
Allison. 

Henry  Ei  Ducker,  manager  of  Charles 
Biver  Park  track,  has  plans  under  way  for 
the  building  of  an  indoor  track  in  Boston 
this  winter. 

J.  E.  Wing,  of  San  Francisco,  established 
a  new  hour  paced  Pacific  coast  record  No- 


vember 20,  covering  28  miles  1,089  yards  as 
against  25  miles  978  yards  made  by  Mussey, 
of  Los  Angeles. 

Tom  Cooper  was  planning  to  take  a  rest 
this  winter,  but  the  attractions  of  Madison 
Square  Garden  have  proved  too  great  and  he 
is  now  preparing  to  enter  indoor  races  for 
the  first   time. 

MISCELLANEOUS. 

AdTertisementB  xmder  this  head  6  cents  per  word  first 
Insertion,  3  cents  per  word  each  insertion  thereafter.  Cash 
with  order,  Express  orders,  postoffloe  orders,  or  stamps 
received. 

WANTED 

WANTBD— Agents  throuehout  the  United  States 
and  Europe  to  seil  the  Best  Double  Roller  Chain  on 
the  markPt;  large  commission;  everv  chain  war- 
ranted. The  Misa  Haedwabe  Co.,  UnlonvlUe,  Con- 
necticut. * 

■WANTBD— A  ?-horse  power  electric  motor,  powf  r 
lathe  and  filing  vise.  Peter  Tierney,  Bay  City, 
Mich. 

WANTED— Aprents  for  chain  and  ball  lubricators 
should  address.    Box  349,  Williamsport,  Pa.  1 

WANTED— New  $75  Ariel.  Gent's,  for  Regina 
music  box.  typewriter  or  telephones;  must  be  new 
Roods.  Want  agency  for  bicycle  u^ing  Sager  gear. 
W.  H.  Kelley,  Bicycle  Dealer,  Newark,  Wayne  Co., 
N.  Y. 

WANTBD — Bicycle  salesman  to  sell  a  leading  line 
of  wheels  on  the  road;  familiar  with  the  trade  in 
Nebraska  and  Western  Iowa,  with  headquarters  at 
Omaha.    Address,  M.,  care  Cycle  Age. 


FOR  SALE 

MAKB  your  own  Tire  Fluid— Five  formulas 
for  fifty  cents.  Costs  80c.  per  gallon.  Dan  Anthony, 
San  Antonio,  Tex.  2 

FOR  SA.I,K— Bicycle  Chain  Plant;  in  use  two 
seasons;  capacity,  200  chains  per  day;  Gas  Gf-nerators, 
Sprocket  Miller,'Hub  Machinery.  Wheel  Truing  Stands 
and  other  bicycle  machinery;  owners  retiring  from 
business.  For  particulars  and  prices,  address  The 
MooEK  Cycle  Fittings  Co., Harrison  (Newark),N.  J.* 

FOR  SAIVB— Chainless  bicycle  patents;  increased 
speed  50  per  cent  save  50  per  cent  in  drivine;  simple 
and  practical  gear;  particulars  from— Gower,  7  Bright- 
land  Road,  Eastbourne,  Eugland. 

NBW  Novel  Bicycle  Cuts.  Write  for  catalogue. 
William  Strong,  Cincinnati,  O.  S 

"WB  Build  Frames  or  stripped  wheels  in  any 
quantity  for  the  trade;  correspondence  solicited.  S. 
a.  Morris  Fittings  Co.,  Cleveland,  0.  3 

FOR  SAI,B  CHBAP— One  6- horse  ixjwer  upright 
b'liler,  one  new  M  &  W.  vulcanizer  comple  e,  and 
one  2-horse  power  Raymond  gasoline  engine  complete 
with  shafiiiig,  pulleys,  friction  counter  shaft  and 
belting.    Jenkins  Bros.,  Sumter,  S.  C. 


JOBBERS 


Everywhere  will  sell  the  Moni=  ' 
tor  Pump  Connection  in  1899. 

AIR  TIGHT.       PRICES  RIGHT. 
ELECTROS  READY. 

An  inquiry  from  you  will  be  appreciated.     Sample 

mailed  any  dealer  for  6  cents. 
HARRAH  8  STEWART  MFG.  CO.  (Dept.  A),  Des  Moines,  Iowa. 


$18.75 


SI  8.75 


LESS  TIRES 


With  all  modern  equipment. 

D  E  A  LC  RS!  Here  is  Your  WORLD-BEATER.  All  Flush,  134-in.  tubing,  short  tread, 
lathe  turned  head  parts.  Superb  enameling,  heavy  coppered  nicSeling;  rims  to 
match  frame;  large  Star  sprockets.  Strictly  a  high  grade  850  seller.  Sample  shipped 
Subject  to  Inspection.  Equipped  with  guaranteed  tires,  822.50  Manufactured  and 
guaranteed  by  GRAHAM  CYCLE  CO.,  601  to  605  Madison  Street,  CHICAGO. 


men  m 
juddcd  by  tbelr 
associates..* 

Olltv  not  Saddles? 


Dealers  and  riders  can  obtain  the 
famous  J2-ounce 


RollctibecK 

Rawbide  Saddle 


Without  extra  chargfe  on  the  fol- 
lowing high  class  bicycles: 


Andrae 

Orient 

Ariel 

Pierce 

Barnes 

Peoria 

Ben-Hur 

Rochester 

Carlisle 

Steams 

Day  on 

Sterling 

Eclipse 

Viking 

Envoy 

W  oUt- American 

Hudson 

Yale 

Lovell-Diamond 

Snell 

Olive 

Write  US,  if  you  want  a  very  light, 
attractive,  up-to-date  bicycle  sad- 
dle of  the  highest  grade..^'.^'^.^' 


<*^"'^* 


l^ollenbecR  Saddle  Co. 

Syracuse,  n.  v.,  U.  S.  n. 


The  OrcLE  Age 

And  Trade  review 


Vol.  XXII— No   6. 


CHICAGO,  DECEMBER  8,  1898 


New.Sekies  No.  55. 


RIVAL  SHOWMEN  IN  NEW  YORK 


LOCAL     EXHIBITION    IN    MARCH 


Dealers  are  Said  to  be  Opposed  to  the 

Holding  of  a  Trade  Show  in 

January. 

New  York  City,  Dec.  5.— There  is  an- 
other showman  in  the  field.  He  is  bid- 
ding for  the  favor  of  the  dealers  in  this 
city.  Of  course,  he  is  ambitious  to  stimu- 
late the  trade,  which  with  regret  he  has 
seen  decline  till  it  appears  to  utterly  lack 
vitality.  The  extent  of  his  solicitude  for 
the  welfare  of  the  dealers  is  expressed  in 
the  following  valuation  put  upon  the 
spaces  for  rent: 

19  spaces  at  $30   %     570 

28  spaces  at    40   1,120 

26   spaces  at     50   1,300 

5  spaces  at     60   300 

26  spaces  at     75   1,950 

12  spaces  at  100  1,200 

2  spaces  at  150   300 

15  spaces   at  200   3,000 

2  spaces  at  250   500 

Total    $10,240 

Dealers  Opposed  to  January  Show. 

The  exhibition  will  be  held  from  March 
23  to  April  1  in  the  Grand  Central  Palace 
— the  theater  of  the  last  national  show 
held  in  this  city.  In  announcing  the  en- 
terprise, the  following  circular  was  sent 
to  the  trade: 

After  a  thorough  canvass  of  the  trade  it 
has  been  determined  to  hold  a  local  cycle 
show  at  the  Grand  Central  Palace  building 
during  the  latter  part  of  March,  1S99.  More 
than  60  per  cent  of  our  replies  to  inquiries 
favored  the  idea,  and  a  large  majority  fa- 
vored this  date. 

The  arguments  advanced  by  most  of  our 
correspondents  was  that  it  is  already  too  late 
to  hold  a  trade  show — i.  e.,  one  to  reach  the 
Jobbers,  and  that  a  show  properly  conducted 
late  in  the  spring  should  be  of  intense  in- 
terest to  the  public. 

This  is  our  plan,  and  no  effort  or  expense 
will  be  spared  to  make  the  show  worthy  of 
the  second  city  in  the  world.  We  are  as- 
-  sured  In  advance  of  the  hearty  support  of 
every  daily  paper  in  this  city,  and  there  is 
no  reason  why  the  result  should  not  be  sat- 
isfactory to  every  one  concerned,  both  in  re- 
awakening the  interest  of  old  riders  and  in 
creating  new  riders. 

The  prices  made  for  space  are  less  than 
half  what  they  have  been  at  any  previous 
cycle  show  in  this  city.  These  prices  include 
platforms  and  railings. 

The  price  of  extra  electric  lighting  will 
be  one-third  less  than  the  rates  charged 
at  the  last  show  in  this  building. 

Parlors  will  be  set  apart  without  charge 
for  the  meetings  of  any  organization  in  the 
cycle  trade.  B.  B.  GREENE, 

Secretary. 

Note  the  argument  said^to  have  been 
advanced  by  the  local  deal'ers — that  it  is 
already  too  late  to  hold  a  trade  show. 


Trade  Flourishing  on  the  Coast. 

The  past  season  has  been  the  most 
profitable  by  far  that  any  of  the  local 
dealers  have  ever  experienced,  notwith- 
standing the  disastrous  drought  that  hf:s 
caused  the  loss  of  thousands  of  dollars  to 


the  farmers  throughout  California.  From 
present  indications  the  bicycle  business 
of  1899  promises  to  be  all  that  could  pos- 
sibly be  desired,  so  far  as  the  Pacific 
coast  is  concerned.  With  the  early  rains 
that  are  now  promised,  abundant  crops 
are  assured  for  the  coming  year,  and  with 
the  country  once  more  in  a  flourishinf? 
condition,  the  trade  for  '99  should  nearly 
double  that  of  1898.  Many  of  the  Cali- 
fornia houses  have  already  received  new- 
models  and  have  begun  active  prepara- 
tions for  the  coming  season. 


Bell  ilakers  Organize. 

The  bicycle  bell  makers  have  formed  an 
association  for  the  purpose  of  preventing 
the  sale  of  their  goods  below  cost.  For 
some  time  past  bells  of  the  cheaper  grades 
have  been  sold  at  very  low  prices.  It  was 
to  remedy  this  state  of  affairs  that  the  as- 
sociation, which  in  no  manner  resembles 
a  trust  or  seeks  to  establish  monopoly 
prices,  was  established.  A  minimum 
price  at  which  cheap  bells  will  be  sold 
has  been  agreed  upon — from  10  to  15  cents 
a  dozen  according  to  the  size  and  style-, 
having  been  added  to  the  prices  now  pre- 
vailing. Competition  is  and  has  been 
strongest  on  these  goods.  The  price  of 
the  better  grades  of  bells  will  not  be  af- 
fected. 

Frost  Plant  For  Sale  at  Auction. 

Under  order  of  the  court.  Receiver 
Clarence  K.  Davis  is  offering  for  sale  the 
assets  of  the  Frost  Gear  Case  company 
of  Indianapolis,  Ind.,  consisting  of  manu- 
factured cases,  stock  and  materials,  office 
furniture,  machinery,  tools  and  fixtures. 
It  is  a  well  equipped  plant  for  the  manu- 
facture of  gear  cases,  and  much  of  the 
machinery,  tools  and  fixtures  can  be  used 
in  a  stamping  business.  Until  December 
8  sealed  proposals  for  the  whole  or  any 
part  of  the  property  will  be  received. 


Public  Barred  In  Germany. 

The  public  was  not  admitted  to  the  re- 
cent large  cycle  exhibition  held  in  Leip- 
zig. The  show  was  exclusively  a  trade 
affair,  intended  to  bring  manufacturers 
and  dealers  together,  and  in  this  it  ^vas 
successful,  more  business  having  been 
transacted  and  important  contracts  closed 
than  at  any  previous  show. 


CONTENTS. 


Tube  nakers  In  Despair 
Shy  of  Chicago  Cycle  Show 
Editorial     =        =       =       - 
nakers  Scorn  Cycle  Shows 
Auctions  Demoralize  Trade 
Single  Tube  Tires  in  France 
Growth  of  a  Repair  Shop 
Recent  Patents      =        =        - 
One  Winton  riotor  Vehicle 
Good  Para  Rubber  Is  Scarce 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

151 
151 
153 
156 
158 
158 
162 
164 
168 
169 
172 
178 


TRADE    PROSPECTS    IN    CUBA 


AHERICAN  ENTERPRISE  NEEDED 


Natives  of  Havana  Show  Interest  in  Cyc= 

ling  but  Prices  are  High — Streets 

Well  Paved. 


Havana,  Nov.  22. — The  streecs  of  this 
city  are  all  paved  with  granite,  and  bi- 
cycle riding  is  very  good — better,  per- 
haps, than  on  many  of  the  streets  in  the 
States.  There  is  but  one  good  road  lead- 
ing out  of  Havana.  It  is  a  fine  pike  loi 
about  fifteen  miles,  traversing  a  beautiful 
country. 

The  number  of  bicycles  in  use,  how- 
ever, can  almost  be  counted  on  the  fin- 
gers of  the  two  hands,  most  of  them  be- 
ing machines  brought  to  the  country  by 
Americans;  the  others  are  of  the  old, 
solid-tire  pattern  of  the  vintage  of  1890. 

Cycles  Indifferently  Handled. 

There  are  a  number  of  bicycle  dealers 
in  the  city,  most  of  whom  handle  En- 
glish machines  and  carry  American-made 
bicycles  of  doubtful  origin.  It  is  reported 
that  several  first-class  lines  are  handled, 
but  a  patient  search  failed  to  discover 
them.  The  great  trouble  with  the  Span- 
ish bicycle  dealer  is  that,  as  with  dealers 
in  all  other  lines,  it  never  occurs  to  him 
to  advertise  his  wares,  and  he  sits  down 
in  his  house  and  waits  for  customers; 
and  when  his  customers  do  come,  he 
charges  ?75  to  $100  in  gold  for  machines 
sold  in  the  States  for  from  $25  to  $40.  In 
one  store  in  Oalla  Obispo,  the  principal 
retail  thoroughfare,  the  show  window 
contained  an  old-style,  solid-tire  machine 
which  had  the  appearance  of  having  been 
sandpapered  and  varnished  over  the 
enamel,  placarded  at  "$37.50  Oro"  (gold) 
— such  a  bicycle  as  the  boys  of  the  States 
would  dub  an  "ice  wagon."  In  many 
cases  the  dealer  has  relegated  his  stock 
to  the  rear  of  his  store,  and  you  would 
never  guess  that  he  had  any  unles.s  you 
asked  for  them. 

When  asked  regarding  the  high  prices 
charged  for  bicycles,  a  native  explained 
that  the  Spanish  merchant  never  expect- 
ed to  get  the  prices  at  which  his  goods 
were  marked  and  he  always  marked  them 
up  about  50  per  cent  in  order  that  he 
might  be  able  to  come  down. 

Low  Priced  flachines  Would  Sell. 

There  is  no  doubt  that  the  natives  are 
interested  in  cycling.  This  is  evidenced 
by  the  fact  that  it  was  a  daily  occurrence 
for  a  young  man  who  owned  an  old,  solid- 
tired  machine  to  bring  it  out  on  the 
Prado  and  perform  a  few  simple  tricks 
in  riding  in  the  evening,  when  he  was 
sure  to  have  from  100  to  500  spectators 
of  all  ages,  who  seemed  to  enjoy  and  ap- 
plaud the  young  man  as  if  he  had  accom- 
plished   something    wonderful.    Another 


150 


The  Cycle  Age  and  Trade  Review 


evidence  of  interest  is  that  tlie  bicycle 
thief  has  begun  business.  A  young  man 
left  his  machine  on  the  sidewalli  while 
he  went  into  a  store  to  make  a  purchase, 
and  when  he  returned  in  about  ten  min- 
utes his  bicycle  had  disappeared,  and  he 
has  not  found  it. 

Cuba  will  take  to  the  bicycle,  because 
the  interest  is  already  here,  and  it  will 
only  need  a  few  American  dealer.s  to 
launch  the  business  with  American  ener- 
gy, and  with  the  expectation  of  spending 
a  few  dollars  in  judicious  advertising, 
selling  good  machines  at  a  fair  profit,  to 
ensure  a  fair  trade  at  good  returns. 

Bicycles  to  sell  at  from  $35  to  $50 
should  find  a  ready  market.  It  may  take 
a  whole  season  to  introduce  them,  but 
in  the  end  it  is  sure  to  pay.  There  are 
very  many  young  men  who  are  compelled 
to  go  errands  aboyt  the  city  and  who 
must  now  walk  or  pay  20  cents  for  a  ride 
in  a  carriage.  There  is  only  one  street 
car  line,  and  that  runs  on  but  one  street 
and  out  in  the  suburbs. 


DEPARTMENT    OF     COMMERCE 


WILL  PROMOTE    EXPORT  TRADE 


THRIVING  ON  SIDELINES 


Christmas  Toys  and  Roller  Skates  Help  New  Eng 
land  Dealers— Chainless  Prospects  Bright. 


Springfield,  Mass.,  Dec.  3. — Main  street 
'dealers  are  doing  a  rushing  business  in 
sidelines.  One  house  has  laid  in  a  large 
stock  of  Christmas  toys,  and  another  is 
'exhibiting  a  phonograph  and  pushing  the 
■sale  of  winter  sporting  goods.  There  is 
a  marked  difference  in  appearance  be- 
tween the  stores  which  carry  sidelines 
and  those  which  do  not,  and  the  more 
:attractive  appearance  of  the  former  at 
this  season  of  the  year  undoubtedly  has 
its  effect  on  the  summer  trade  in  bicycles 
and  sundries. 

The  chainless  is  being  exhaustively  dis- 
cussed by  the  trade  and  riders  generally. 
The  reduction  in  the  price  has  made 
many  converts  and  a  brisk  trade  seems 
assured  in  this  style  of  wheel  at  the  out- 
set of  the  season. 

The  introduction  of  roller  polo  has 
•caused  a  demand  for  roller  skates  and 
polo  sticks.  Two  bicycle  agencies  carry 
these  articles  as  sidelines.  The  game  is 
having  a  big  run  in  the  Connecticut  val- 
ley and  a  polo  league  has  been  formed 
by  the  large  cities  after  the  manner  of 
the  baseball  leagues. 


One  More  Cycle  Show. 

The  Detroit  Wheelmen  are  going  to 
give  a  cycle  show  and  amateur  photo- 
graphic competitive  exhibit,  combined,  at 
their  club  house  during  the  week  of  De- 
cember 12  to  17,  and  ask  manufacturers 
to  give  some  of  the  goods  they  make  and 
in  return  they  will  allow  reasonable  wall 
space  upon  which  to  place  an  advertising 
card  or  banner,  and  will  also  distribute 
any  cards,  circulars,  or  small  advertising 
matter  in  the  shape  of  samples.  The  mer- 
chandise donated  is  to  be  disposed  of  for 
the  benefit  of  the  organization. 

In  addition  they  will  place  upon  each 
article  received  a  card  calling  attention  to 
the  goods  and  asking  members  to  patro- 
nize you  when  in  need  of  anything  in  the 
line. 

No  Time  to  Visit  at  Shows. 

Toledo,  Dec.  5. — George  H.  Fisher,  of 
the  Gendron  Wheel  company,  was  asked 
if  his  concern  would  make  an  exhibit  at 
the  Chicago  cycle  show.  "No  sir,  in  big 
capital  letters,"  he  replied.  "We're  too 
busy  getting  out  bicycles  for  bona  fide 
customers  to  go  around  the  country  play- 
ing at  bicycle  shows  and  visiting." 


The  rieasure  to  Come  Before  Congress 

Provides  for  Jurisdiction  Over  Manu= 

facturing  and  Commerce. 


Number  plates  must,  by  law,  be  affixed 
to  cycles  in  France  on  and  from  May  1, 
1899.  They  must  bear  both  the  name  and 
address  of  the  owner  of  the  cycle. 


Washington,  Dec.  5.^0ne  of  the  ques- 
tions to  be  considered  at  the  coming  ses- 
sion of  Congress  is  the  proposed  creation 
of  a  new  executive  department,  to  be 
known  as  the  Department  of  Commerce 
and  Industries.  This  subject  commands 
attention  now  as  never  before,  and  the 
voice  of  the  manufacturing  and  commer- 
cial interests  of  the  country  in  support 
of  the  creation  of  this  department  will  be 
heard  stronger  than  ever.  Our  new  terri- 
torial acquisitions  emphasize  the  need 
for  this  new  department,  and  the  Frye 
bill  to  create  such  a  department  will  un- 
doubtedly have  early  consideration  at  the 
hands  of  Congress. 

Functions  of  the  Department. 

Under  the  terms  of  this  measure  the 
proposed  new  department  shall  be  at  the 
seat  of  government,  and  there  shall  be  a 
secretary  of  the  same,  who  shall  have  a 
seat  in  the  cabinet.  This  department 
shall  have  general  jurisdiction  over  the 
foreign  and  internal  commerce  of  the 
United  States;  it  shall  also  have  jurisdic- 
tion over  all  matters  relating  to  the  man- 
ufacturing interests  of  the  United  States, 
including  the  extension  of  foreign  mar- 
kets for  the  same,  and  the  increase  of 
trade  and  improvement  of  trade  facilities 
with  foreign  countries.  The  bill  also  pro- 
vides for  the  transfer  of  the  several  con- 
sular officers  of  the  federal  government, 
who  are  charged  with  the  duty  of  facili- 
tating and  promoting  the  commerce  of 
the  United  States  witn  the  countries  to 
which  they  are  accredited,  from  the  juris- 
diction of  the  State  Department  to  the 
jurisdiction  of  the  new  department. 

Special  Investigations  and  Reports. 

There  is  a  provision  to  the  effect  that 
the  secretary  of  the  proposed  department 
shall  annually  make  a  report  to  Con- 
gress, which  shall  contain  an  account  of 
all  acts  done  by  him  in  promoting  and 
facilitating  the  development  of  American 
commerce  and  manufactures,  and  such 
recommendations  as  he  shall  deem  neces- 
sary to  the  further  extension  of  our  for- 
eign and  domestic  trade.  He  is  also 
charged  with  the  duty  of  making  special 
investigations  and  reports  on  particular 
subjects  whenever  required  so  to  do  by 
the  President  or  by  either  house  of  Con- 
gress, or  whenever  in  his  judgment  such 
special  investigations  and  reports  shall 
be  required. 

Probably  few  industries  in  the  country 
are  more  interested  in  the  extension  of 
our  foreign  trade  than  the  bicycle  indus- 
try, and  manufacturers  will  quickly 
recognize  the  need  of  urging  the  creation 
of  this  new  department,  whose  chief 
function  will  be  the  promotion  of  our  for- 
eign trade. 

"Junk  Dealer's"  Appeal  Filed. 

Washington,  Dec.  2. — An  appeal  from 
the  decision  of  the  lower  court  in  the 
case  of  J.  D.  Lasley,  who  was  recently 
convicted  on  the  charge  of  being  an  van- 
licensed  second-hand  dealer,  was  filed  in 
the  Court  of  Appeals  during  the  week  and 
an  endeavor  will  be  made  by  coiinspl  to 
secure  an  early  decision  in  ihe  case.  A 
new  phase  of  the  situation  has  lately  de- 
veloped. It  is  held  by  the  authirities  that 
goods  which  have  become  shop-worn  are 
second-hand  goods  within  the  meaning  of 
the  law  of  March  3,  1891,  and  that  any 
dealer  who  sells  such  goods  is  liable  to 
the  tax.  The  fact  has  also  been  brought 
to  light  that  any  article  left  with  a  dealer 


to  be  repaired  cannot  be  sold  by  that 
dealer,  if  the  owner  fails  to  call  for  it, 
unless  said  dealer  takes  oat  a  license. 
That  the  business  men  of  the  national 
capital  are  alive  to  the  apparent  injus- 
tice of  this  law  is  evidenc;d  by  the  fact 
that  the  Business  Men's  Assoc 'ati on,  one 
of  the  leading  organizations  of  this  city, 
has  tendered  the  services  of  its  general 
counsel  to  the  merchants  who  are  affect- 
ed by  the  law.  Merchants  in  many  lines 
of  trade  have  given  their  actiA'e  aid  in  an 
endeavor  to  defeat  the  law,  and  there  is 
promise  of  a  great  legal  bactle  when  the 
case  is  called  for  final  decision. 


LATE  DATE  SELECTED 


Philadelphia  Chooses   End  of  February  for  Local 
Exhibition— Talking  Hachines  as  Sideline. 


Philadelphia,  Dec.  5. — The  local  cycle 
board  of  trade  has  again  selected  the 
Second  Regiment  armory,  after  a  careful 
canvass  of  available  buildings,  as  the  best 
suited  for  its  annual  cycle  exhibition,  and 
has  decided  that  the  best  time  to  hold 
the  show  will  be  the  week  of  February 
18-25,  just  before  the  retail  buying  sea- 
son opens. 

The  managers  are  enthusiastic  over  the 
outlook,  as  up  to  last  Saturday  tele- 
graphic and  mail  applications  for  space 
from  out-of-'town  concerns  far  outnum- 
bered the  actual  number  of  such  exhibit- 
ors at  last  year's  show,  which  the  Na- 
tional Board  of  Trade  refused  to  sanc- 
tion. Included  in  the  applications  al- 
ready received  are  quite  a  number  from 
manufacturers  of  motor  vehicles,  which 
will  be  one  of  the  leading  features  of  the 
coming  exhibition.  The  chainless  bicycles 
will  of  course  attract  much  attention. 

The  sentiment  among  local  agents  and 
dealers  as  to  the  advisability  of  or  the 
necessity  for  a  shOT\'  seems  to  be  equally 
divided,  but  all  the  principal  machines 
will  be  represented — some,  it  is  true,  on 
the  plea  that  "we'll  have  to  go  in  if  the 
others  do." 

Almost  every  local  dealer  has  added 
some  sideline  to  his  business,  but  even 
these  do  not  seem  to  be  able  to  overcome 
the  adverse  combination  of  bad  weather 
and  the  pre-holiday  slackening  of  trade. 
It  is  surprising  to  note  the  number  of 
stores  on  the  "Row"  which  have  selected 
phonographs,  graphophones  and  kindred 
instruments  to  keep  trade  active  through 
the  winter.  Those  who  have  chosen  them 
are  decidedly  hopeful.  Some  of  the  stores 
carry  both  incandescent  lamps  and 
graphophones,  keeping  at  the  same  time  a 
large  selection  of  "records"  for  the  latter. 
Business  in  new  selections  can  ahv.ays  be 
depended  upon  after  a  sale  of  an  instru- 
ment, for  there  is  a  natural  desire  in  the 
purchaser  to  increase  his  collection  of  in- 
teresting selections  of  vocal  and  instru- 
mental music  as  well  as  of  recitations  and 
famous  speeches. 

Among  the  announced  changes  in  the 
local  trade  is  the  abandonment  by  the 
Union  Cycle  Mfg.  Co.  of  its  branch  at  814 
Arch  street,  and  the  placing  of  the  Phila- 
delphia agency  for  the  sale  of  its  output 
with  Michael  J.  Costa,  who  is  at  present 
handling  the  machines  of  the  Relay  Bi- 
cycle Mfg.  Co.,  of  Reading,  Pa.,  at  1003 
Arch  street. 

Another  important  change  is  the  plac- 
ing of  the  local  Stetarns  agency,  hitherto 
held  successively  by  Wiese  &  Bowen  and 
Hill  &  Lyster  (both  of  which  have  gone 
out  of  business),  with  Roach  &  Barnes, 
821  Arch  street,  who  handle  the  output  of 
the  Indiana  Bicycle  company. 


The  bicycle  tax  of  France  yielded  a 
revenue  of  $812,160  during  1897.  There 
were  408,869  bicycles  in  use,  as  against 
203,026  in  1894,  showing  an  increase  of 
more  than  100  per  cent  for  the  three 
years.  There  were  13,057  machines  ex- 
empt from  taxation. 


The  Cycle  Age  and  Trade  Review 


151 


TUBE  MAKERS  ARE  IN  DESPAIR 


ENGLISH  MARKET  DEflORALIZED 


In  Two  Years  the  Value  of  Investments 

has  Shrunk  Over  Eleven  Millions 

of  Dollars. 


The  English  tube  trade  is  in  a  deplor- 
able condition.  Within  the  past  two 
years  the  value  of  the  investments  in  this 
branch  of  the  bicycle  industry  has  depre- 
ciated almost  $11,250,000.  The  amount  in- 
vested by  the  British  public  in  the  vari- 
ous tube  companies  reaches  $13,750,000. 

Its  business — doubtless  partly  owing 
to  the  fact  that  the  heavy  capital  required 
would  keep  small  firms  ouc  of  it — has 
been  regarded  as  tne  most  solid  branch 
of  the  cycle  and  allied  trades.  But  its 
iiigh  appreciation  at  one  time  is,  doubt- 
less, part  of  the  reason  of  its  phenomenal 
fall  since.  A  large  number  of  companies, 
some  of  them  good,  solid  businesses  at 
the  time,  were  formed  and  floated.  The 
high-sounding  titles  of  some  of  them, 
compared  with  what  they  have  accom- 
plished since  the  boom,  would  be  amus- 
ing if  the  gravity  of  the  matter  did  not 
make  it  almost  tragic. 

Cut-Throat  Competition. 

During  the  period  of  inflation  extra 
plant  was  laid  down  to  such  an  extent 
that  even  the  then  phenomenal  demand 
would  have  had  to  be  doubled  to  employ 
the  extra  mills.  Instead  of  which 
America,  France,  and  Germany,  by  lay- 
ing down  their  own  mills  ceased  to  buy 
tube  from  British  makers,  so  that  by  the 
time  the  new  mills  were  ready  each  com- 
pany found  the  market  restricted  to 
scarcely  more  than  half  what  it  was  prev- 
iously, whilst  the  capacity  of  turnout 
was  doubled.  What  is  usual  in  all  such 
cases  followed:  each  company  under- 
quoted the  others  in  order  to  get  business, 
and  the  price  naturally  tumbled  down  to 
the  bare  cost  of  production,  leaving  noth- 
ing for  the  poor  shareholders,  except  the 
usual  "deficiency  to  carry  to  reserve."  In 
cases  where  a  small  profit  has  been  shown 
on  paper,  and  a  dividend  paid,  it  has 
weakened  the  company — in  one  case  so 
as  to  produce  failure  within  a  few  months 
of  a  10  per  cent  dividend.  This  is,  of 
course,  exceptional;  but  the  fact  remains 
that,  with  weldless  steel  cycle-tube  being 
sold  at  cost,  companies  who  pay  divi- 
dends do  so  at  a  considerable  risk  to  their 
future  position,  and  practically  pay  away 
a  portion  of  their  cash  working  capital, 
which  is  their  life  blood. 

An  Association  Proved  Abortive. 

An  association  to  regulate  prices  was 
attempted  some  time  since,  but  through 
two  or  three  firms  refusing  to  join,  it 
proved  practically  abortive.  And  so  the 
investor  who  had  shares  in  several  com- 
panies was  placed  in  the  absurd  position 
of  having  his  securities  warring  with 
each  other  and  cancelling  themselves 
down  to  nothing,  while  he  was  forced  to 
stand  by  and  witness  the  wasteful  pro- 
cess, which,  by  equation,  meant  self  de- 
struction of  his  property.  The  total  re- 
sult is  that  they  all  are  reduced  in  value, 
and  their  profit-earning  capacity  is,  for 
the  time  being,  destroyed. 

No  Hope  is  Left. 

The  position  has  now  been  reached  in 
which  no  profit  is  being  made  out  of 
weldless  steel  cycle-tube  at  all,  and  it  will 
naturally  be  forced  forward  to  positive 
loss,  in  the  hope  that  some  of  the  firms 
may  be  crushed  out  of  existence.  Now, 
if  this  were  readily  done,  some  slight 
hope  might  be  entertained  that  in  two  or 
three  years'  time  the  fittest  only  would 
survive,  and  that  then  the  trade  might  be 
again  profitable,  if  not  to  a  great  extent, 
still  to  some.     But,  unfortunately,  even 


this  small  hope  cannot  be  justified,   for 
these  reasons: 

(1)  The  demise  of  a  company  does  not 
necessarily  mean  the  destruction  of  its 
mill  or  splitting  up  of  its  plant. 

(2)  Many  of  the  companies  are  wisely 
closing  down,  waiting  for  better  times, 
which,  by  the  very  fact  that  others  are 
doing  the  same,  can  never  come,  for  the 
moment  any  profit  is  to  be  made,  they 
will  open  up  again,  and  down  will  come 
the  price  to  losing  level  once  more. 

(3)  This  war  of  prices  has  been  going 
on  over  a  year,  and  although  five  small 
companies  have  been  forced  into  liquida- 
tion, yet  the  plant  of  only  one  has  been 
spue  up,  and  that  company  was  the  one 
which  committed  suicide  by  paying  a 
dividend — several  of  these  five  practically 
never  did  any  trade,  and  so  their  demise 
does  not  affect  the  market. 

(4)  There  are  still  twenty-five  weldless 
steel  tube  producing  firms  (and  the  plant 
of  four  others),  and,  with  perhaps  two  or 
three  exceptions,  by  shutting  down  when 
tube  is  sold  at  a  positive  loss,  and  pay- 
ing no  dividend,  they  can  exist  for  many 
years  to  come. 

From  all  this,  it  appears  tha/t  the  share- 
holders in  cycle-tube  companies  have 
only  a  sentimental  interest  in  their 
shares,  and  have  no  reasonable  possibility 
of  ever  receiving  any  pecuniary  return 
from  them. 


SHY  OF  CHICAGO   CYCLE  SHOW 


GERMAN  BANKS  AND  EXPORTS 


Important  Part  Taken  by  Commercial  Banks  in  Pro= 
moting  Foreign  Trade  of  the  Fatherland. 


One  of  the  most  effective  of  German 
methods  in  the  promotion  of  export  trade 
is  the  direct  indorsing  of  commercial  pa- 
per on  the  part  of  the  banks,  so  that 
these  themselves  form  a  component  force 
in  commercial  activity. 

The  German  commercial  bank  is  in  fact 
one  of  the  chief  cornerstones  upon  which 
the  imposing  structure  of  German  com- 
merce stands.  The  bank  is  very  often 
the  organizer  of  a  syndicate  of  manufac- 
turers or  exporters,  whose  drafts  it  con- 
verts into  cash.  Especially  is  this  the 
case  in  London.  Then  agencies  are  es- 
tablished and  maintained  the  world  over. 
A  client  of  the  bank  receives,  for  exam- 
ple, a  concession  in  China  or  a  large  or- 
der from  some  South  American  govern- 
ment. He  then  goes  to  a  branch  of  the 
bank  in  the  place,  or  instead  of  this  to 
one  of  its  agents,  and  is  certain  that  his 
draft  will  be  accepted,  because  the  bank 
is  a  sharer  in  the  undertaking.  The 
growth  and  activity  of  German  competi- 
tion are  very  much  accelerated  through 
the  facilities  which  Lrombard  street  gives 
to  German  commercial  paper.  If  Lom- 
bard street  should  November  1  refuse  to 
cash  German  commercial  paper  of  the 
kind  under  consideration,  Germany's  ex- 
ports for  that  month  would  show  such  a 
decrease  that  the  commercial  world 
would  be  astonished. 


W.  B.  riendenhall  Deceased. 

Col.  W.  B.  Mendenhall,  president  for 
thirty  years  past  of  the  American  Sewing 
Machine  company  and  president  of  the 
American  Traveller  Bicycle  company, 
died  in  Atlantic  City  November  27  of 
heart  disease.  He  was  seventy  years  old 
and  lived  in  Philadelphia.  His  wife  died 
in  Atlantic  City  nine  weeks  ago.  He  was 
paymaster  in  the  army  from  1862  to  1866 
with  the  title  of  lieutenant-colonel,  and 
was  stationed  at  Fort  Leavenworth,  Har- 
risburg,  St.  Louis  and  Washington.  He 
was  a  member  of  the  Union  League, 
Philadelphia;  Post  2,  G.  A.  R.,  and  the 
Loyal  Legion.  Three  children  survive 
him — Howard  L.  Mendenhall  and  Mrs.  W. 
M.  Baldwin  of  Philadelphia,  and  the  Rev. 
H.  G.  Mendenhall  of  the  First  Presbyteri- 
an Church,  Kansas  City.  Burial  took 
place  November  30  at  Coatesville,  Pa. 


MAKERS  ONLY  RESERVING  SPACE 


With  but  Seventy=Two  Booths  the  Pro= 

moter  is  Advertising  a  "National" 

Exhibition. 


For  reasons  best  known  to  themselves 
the  manufacturers  do  not  seem  to  be 
tumbling  over  each  other  in  a  mad  effort 
to  take  space  at  the  Chicago  cycle  show, 
which  is  billed  to  take  place  in  a  disused 
store-  building  and  is  being  impudently 
advertised  as  assuming  the  proportions  of 
a  national  exhibition.  Reservations  of 
space  are  far  more  common  than  actual 
contracts,  a  fact  which  is  deeply  signifi- 
cant of  the  watchful  mood  of  the  makers 
and  the  suspicion  they  entertain  that  all 
is  not  so  well  with  the  promoter  of  the 
show  as  he  so  flamboyantly  asserts. 
Tempering  his  greed  to  the  shyness  of  the 
trade  and  public  in  supporting  the  exhibi- 
tion Van  Sicklen  looks  forward  to  flnger- 
ing  only  about  $8,000,  which  puts  him  in  a 
class  of  showmen  which  is  content  with 
crumbs  because  they  lack  encouragement 
to  aspire  to  more  fattening  food. 

Only  Seventy=Two  Spaces. 

Here  is  Van's  layout: 

49  spaces  at  $  75 $3,675 

3  spaces  at      90 270 

20  spaces  at    100 2,000 

Total    15.945 

It  is  bound  to  be  a  starved  affair  with 
only  72  spaces.  Souvenir  hunters  will  be 
welcomed  with  warmth.  They  will  be 
needed  in  order  to  heighten  the  illusion 
that  it  is  the  goods  on  exhibition  which 
attract  attention.  No  ofiicial  catalogue 
will  be  printed;  it  would  cost  too  much 
money. 

There  will  be  no  "hold-up"  by  construc- 
tion companies,  for  Van  has  reformed. 

Space  is  Reserved,  Not  Taken. 

Following  is  a  list  of  nrms  which  have 
"reserved"  spaces: 

H.  A.  Lozier  &  Co. 

Fanning   Cycle   Co. 

Sager  Gear  Co. 

Carlisle  Cycle  Works. 

Iven-Brandenburg  Co. 

Oakman  Motor  Vehicle  Co. 

Fowler  Cycle  Works. 

Naber   Saddle  Co. 

A.    J.   Gray. 

The   Stockton   Co. 

L.  Rastetter  &  Son. 

Baldwin  Chain  Co.  • 

P.  &  F.  Saddle  Co. 

Peacock  Chain  Co. 

Mfrs.   &   Merchants'   Warehouse  Co. 

David  Bradley  Mfg.  Co. 

Manson  Cycle  Co. 

F.   S.   Waters   &   Co. 

A.  Featherstone  &  Co. 

Monarch   Cycle  Mfg.    Co. 

W.  H.  Fauber. 

League  Cycle  Mfg.   Co. 

Snell  Cycle  Fittings  Co. 

Jenkins  Cycle  Co. 

Pope  Mfg.  Co. 

A.    D.    Meiselbach. 

Wheeler  Saddle  Co. 

American  Tube  Co. 

Peterson  &  Hastings. 

J.  B.  Thorsen. 


No  Offer  for  Warwick  Plant. 

Springfield,  Mass.,  Dec.  5. — The  opinion 
is  expressed  in  trade  circles  that  the  fac- 
tory of  the  Warwick  Cycle  Manufactur- 
ing company  will  be  sold  at  auction.  The 
assignees  have  been  unsuccessful  in  dis- 
posing of  the  plant  at  what  they  consider 
an  equitable  figure  and  there  seems  to  be 
no  way  of  selling  it  other  than  under  the 
hammer.  The  price  of  the  plant  has  been 
held  at  $100,000  by  the  assignees,  but  this 
amount  will  hardly  be  realized  if  it  is 
sold  at  auction.  It  is  said  that  several 
parties  have  refrained  from  making  the 
assignees  an  offer,  preferring  to  take 
their  chances  at  a  forced  sale. 


Many  of  the_  small  makers  and  repair- 
ers in  London 'are  just  now  running  fire- 
works as  a  side  line. 


152 


The  Cycle  Age  and  Trade  Review 


ADLAKE  BICYCLES 

"  THE  WHEEL  OF  ^HIGH  DEGREE." 

Prices  Reduced  for  1899^  but 
Quality  Remains  the  Samee^ 


COMPLETE  LINE  NOW  READY  FOR  DELIVERY.  ^^Jt  TRAVELERS  ARE  NOW  ON  THE  ROAD  AND 

WILL  CALL  UPON  ALL  DEALERS. 


ADLAKE    SPECIALS 


Model  A. 
Model  B. 
Model  C. 
Model  R. 
Model  E. 
Model  F. 
Model  G. 
Model  H, 
Model  K. 


Model  M 
Model  N. 
Model  M 
Model  N. 
Model  P. 
Model  S. 


Men's..., 
Men's.... 
Women's , 


.30  and  28-in.  wheels 22-in. 

.30  and  28-in.  wheels 24-in. 

.28-inch  wheels 20-in. 


."Racer"  28-in.  wheels... 
.Women's,  28-in.  wheels. 
.Women's,  28-in.  wheels. 
.Tandem,  28-in.  wheels.. 
.Tandem,  28-in.  wheels.. 
.Tandem,  28-in.  wheels.. 


22-in. 
21-in. 
23-in. 
23-in. 
23-in. 
21-in. 


ADLAKES 


.28-in. 
.28-in. 
.30-in. 
.30-in. 


wheels 22-in. 

wheels 24-in. 

wheels 22-in. 

wheels 24-in. 

.Women's,  28-in.  wheels  .  .21-in. 
.Women's,  28-in.  wheels  .  .23-in. 

ALASKAS 

...22-in.  frame 28-in. 

. .  .24-in.  frame .28-in. 

.  . .  21-in.  frame 28-in. 


frame $60.00 

frame 60.00 

frame 60.00 

frame 60.00 

frame 60.00 

frame 60.00 

frame   90.00 

frame 90.00 

frame 90.00 


frame |40.00 

frame 40.00 

frame 45.00 

frame 45.00 

frame 40.00 

frame 40.00 


wheels $30.00 

wheels 30.00 

wheels 80.00 


The  Adams  £  Westlake  Company 

MAKERS,  CHICAGO. 

ALSO   MAKERS    OF    ADLAKE    AND  X  RAYS  BICYCLE 
LAMPS  AND  ADLAKE  CAMERAS.  J^^J'J-J'J-J'J'J-JiJ-JiJi' 


} 


Mention  The  Cycle  Age 


The  Cycle  Age  and  Trade  Review 


153 


The  OrcLE  Age 

AND  TRADE   REVIEW 

Enterkd  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  Offices,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries,  $6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 


Copyrighted,  1898.    All  rights  reserved. 


FOOLING 

THE 
MAKERS 


There  is  that  difference  between  a  rose  and  a 
"national"  cycle  show  that  the  latter  would 
not  smell  half  as  sweet  by  any  other  name. 
So  long  as  the  broad  American  public  were 
still  aglow  with  enthusiasm  over  the  newly- 
discovered  fact  that  they  could  do  something  else  than  walk 
without  paying  fare,  the  means  by  which  this  wonderful  thing 
was  to  be  accomplished  truly  did  attract  "national"  attention. 
That  a  lumbering  mortal,  who  never  in  his  life  could  as  much  as 
turn  a  handspring,  by  saving  a  few  dollars  could  become  a  glo- 
rious athlete  and  beat  the  noble  horse  in  speed,  could  get  the  best 
of  a  street-car  company,  could  mock  the  rail-bound  locomotive 
in  a  new  combination  of  freedom  and  swiftness,  and  that  this 
mortal,  if  a  female,  could  vault  with  impunity  over  several  of 
the  irksome  traditions  of  her  sex  and  improve  her  physique  in 
the  bargain — was  the  cheerful  message  of  a  new  physical  re- 
ligion, of  which  the  public  press  became  the  willing  apostle  and 
its  readers  fervent  proselytes  or  croaking  doubters. 

Whenever  and  wherever  a  bicycle  was  mentioned  or  shown, 
it  appeared  in  those  days  to  be  wrapt  in  a  mist  of  semi-emotional 
thoughts  that  gave  dignity  to  the  most  trifling  contentions  con- 
nected with  its  construction,  its  speed,  its  design,  its  strength. 
The  scrubbiest  racing  man  who  had  the  impudence  to  claim 
speed  was  looked  upon  as  a  minister  of  the  rejuvenating  new 
gospel,  and  a  cycle  show  was  like  a  revivalist  meeting,  where 
personal  testimony  to  the  fruitful  blessings  of  the  evangel  was 
freely  offered  and  discussed  with  the  ardor  of  sectarians.  Manu- 
facturers were  demigods,  agents  were  priests,  and  so  long  as  cycle 
finance  remained  an  unknown  domain,  enthusiasm  waxed  fat  on 
its  own  exuberance. 

It  was  this  train  of  sentiment  which  made  "national"  shows 
the  centers  of  the  cycle  mission,  and  the  press  were  obedient  to 
the  ordinary  rules  by  which  the  value  of  "copy"  is  judged,  when 
they  spread  before  the  public  the  minutiae  of  cycle  exhibits  as 
thoroughly  as  they  would  the  testimony  in  a  celebrated  mur- 
der case. 

Everybody  knows  how  much  there  is  left  of  the  enthusiasm, 
and  it  is  idle  to  locate  the  blame  for  its  disappearance.  The  seed 
of  cynicism  in  cycle  affairs  was  sown  by  the  New  York  Herald 
in  1895,  and  has  grown  so  rank  that  nothing  but  the  fundamental 
and  intrinsic  merit  of  cycles  now  keeps  them  before  the  public 
eye.  There  are  no  more  demigods.  The  worst  cynics  on  cycle 
trade  are  in  it  and  of  it.  There  are  a  few  robed  priests  left 
among  the  agents,  but  they  are  away  out  in  the  country  and  do 
not  come  to  "national"  shows.  If  they  did,  they  would  become 
cynics  like  the  rest.  It  is  chiefly  among  the  broad,  good-natured 
public  that  one  still  finds  a  few  who  cherish  the  bicycle  as  they 
would  a  horse,  and  take  pride  in  the  peculiarities  of  their  mount 
as  soon  as  they  have  paid  their  money  for  it.  To  disturb  these 
in  the  good  work  which  they  are  quietly  doing  in  their  various 
localities  by  spreading  disillusioned  press  reports  of  pretentious 
shows  staged  in  a  chilling  atmosphere  of  doubt  and  indifference 
is  one  of  the  propositions  advanced  by  show  promoters  who  are 
anxious  to  draw  the  last  drop  from  the  cycle  trade  milch  cow. 

Like  the  shrewd  fellows  they  are,  they  see  well  enough  that  a 
new  drawing-plaster  is  required  to  attract  the  city  crowd,  and 
they  boldly  announce  the  motor-vehicle  as  such,  trusting  that 
the  cycle  trade  will  not  perceive  that  cycles  will  be  dwarfed  in 


the  public  estimation  in  proportion  as  motor-vehicles  are  made 
prominent. 

They  call  their  projected  exhibitions  "national"  in  the  vain 
hope  that  this  word,  even  though  its  meaning  has  departed,  will 
revive  the  fructifying  enthusiasm  that  once  gave  it  significance. 
They  are  trying  to  make  the  cart  pull  the  horse,  and  a  good  part 
of  the  trade  is  looking  on  to  see  if  it  can  be  done. 

As  at  one  of  the  table-dancing  seances  of  old,  the  trade  holds 
its  trembling  fingers  obediently  on  the  table's  edge — incredulous, 
but  anxious  for  the  miracle;  and  lo!  the  table  moves.  The  pro- 
moter laughs  in  his  sleeve.  The  public  laughs  when  it  hears  of 
it.    Only  the  trade  has  been  fooled. 

Should  exhibitors  pay  for  space  at  cycle  exhi- 

SHOW  SPACE      bitions?  Let  the  answer  be  made  after  careful 

SHOULD  study  of  the  following  authentic  record  of  the 

BE  FREE  receipts  and  disbursements  at  the  last  show 

held  in  Madison  Square  Garden: 

RECEIPTS. 

Box  Office $24,574,50 

Coat  Room 248  70 

I'entals 44,520.00 

TraleTlckets 4  032.25 

Restaurant..... 1,265.93       874.641.38 

DISBURSEMENTS. 

Platforms,  etc g  2,751.22 

Railings,  etc 3,011.91 

Architect's  Service 150.53 

Removing  Seats  from  Arena 880.00 

Painting i29.40 

Decorations 300  00 

Music 750  00 

Catalogues 467.50 

Restaurant ■j^i  go 

Printing 385.22 

Postage 120.00 

Trade  Paper  Advertising 1,236.25 

Daily  Paper  Advertising 492.52 

Bill  Posting 695.79 

Tower  Signs 57  oo 

Signs  Interior gj  45 

Lumber  and  Paint 30  80 

Electric  Supplies  and  Belp 1,040.21 

Buttons  'j994o 

Tickets  and  Badges 128  75 

Secretary's  Expenses 200.00 

Press  Agent 250,00 

Removing  Rubbish 99  75 

General  Pay  Roll o  02;-i.57 

Petty  Items go.45 

Taking  Down  and  Storing  Railings 400.00 

Extra  Light 48O.OO       $17,183.52 

Balance $57,457.86 

DIVISION  OF  PBOPITS. 

Madison  Square  Garden  Co.,  for  Services $  5,000.00 

Balance 852,457.86 

Board  of  Trade  50  per  cent  of  first  816,000 $  8,000.00 

Madison  Square  Garden  Co.  50  per  cent  of  first  $16,000 8,000.00       816,000.00 

Balanoe $36,457.86 

Board  of  Trade  75  per  cent  of  836,457.86 $27  343.40 

Mt.dison  Square  Garden  Co.  25  per  cent  of  $36,457.86 9,11446       $36,457.86 

RECAPITULATION. 

Madison  Square  Garden  Co $  5  OOO.OO 

Madison  Square  Garden  Co 8,000.00 

Madison  Square  Garden  Co 9114.46       $22144.46 

Board  of  Trade 8,000.00 

BoardofTrade 27,343.40       $35,343.40 

Net  Profit $57,457.66 

In  the  last  issue  of  this  paper  it  was  remarked  that  the  pro- 
jected eastern  show  would  likely  net  its  promoter  about  $70,000. 
In  view  of  the  above  figures,  it  is  necessary  to  amend  this  state- 
ment. Allowing  for  a  shrinkage  of  about  $12,000  in  space  rentals, 
and  assuming  that  the  receipts  from  other  sources  will  not  be 
diminished,  Mr.  Sanger  has  in  sight  a  profit  of  ?60,000. 

Investors  in  English  cycle  industrial  stocks 
ENGLISH  are  sullen  or  exuberant,  according  as  the  an- 

TRADE  nual   reports   of   the   various   companies   are 

CONDITIONS  shaded  with  expressions  of  disappointment  or 
lightened  with  evidence  of  hard-earned  suc- 
cess. There  is  no  consolation  for  the  losers — they  gambled,  or 
were  bedeviled  by  the  arch  Hooley,  and  in  either  event  paid  the 
forfeit  for  gaming  or  indulging  in  licensed  roguery  As  the  usual 
earning  power  of  money  is  very  low  in  fair  Albion,  it  is  doubtful 


154 


The  Cycle  Age  and  Trade  Review 


if  the  moderately  successful  operators  feel  any  sucli  keen  sorrow 
at  being  cheated  of  their  expectations  as  would  be  manifest  in  a 
people  more  accustomed  to  large  rewards  in  commercial  enter- 
prise. The  heavy  winners  are,  as  usual,  not  more  envied  by  the 
class  they  distanced  than  they  are  hated  by  those  they  have  de- 
spoiled. 

These  company  reports  are  highly  instructive.  They  disclose 
the  precise  causes  of  disaster  and  success,  expose  to  view  many 
a  hidden  skeleton,  give  expression  to  future  policies,  and,  when 
compiled  with  care,  present  a  tolerably  accurate  picture  of  the 
present  state  of  the  industry.  They  are  not  composite  in  charac- 
ter, but  special.  Here,  for  example,  is  the  heart  of  a  report  of  a 
large  saddle-making  house: 

A  report  was  presented  showing  a  clear  profit  of  £30,119.  givlnpr,  with  the  £256 
brought  forward  from  last  year  £30,375.  Out  of  this  it  was  proposed  to  carry  £15,000 
to  the  reserve  fund  ( wh'ch  would  then  stand  at  £35  000),  and  to  pay  a  dividend  of 
10  per  cent  per  annum.  The  chairman  pointed  out  that  the  profit  for  the  year  was 
£6.000  more  than  that  for  the  year  In  which  the  company  was  inaugura  ed.  The 
profit  shnwn  was  all  In  actual  cash,  and  they  had  some  £5,000  in  addition.  The 
difference  betwer n  the  profits  of  the  year  just  closed  and  those  of  the  previous  year 
was  due  to  the  extraordinary  demand  of  1896.  In  proof  of  the  soundness  ot  their 
trade,  it  was  pointed  out  that  on  thf>  very  large  turnover  their  debts  amounted  only 
to  £250.  The  chairman  stated  that  the  reserve  fand  was  invested  outside  the  busi- 
ness. A  director  thereupon  said  that  it  would  be  better  in  a  trading  concern  to 
have  the  reserve  fund  invested  in  the  business  where  it  would  be  making  10  per 
cent  instead  of  the  beggarly  33^  per  cent  they  could  get  outside. 

In  the  following  report  the  calamitous  history  of  a  stamping 
concern  is  recited,  and  reconstruction  is  urged  in  order  to  avoid 
ruin: 

The  meeting  was  called  to  consider  a  scheme  for  the  reconstruction  of  the  com- 
pany by  the  formation  of  two  e  mpanies,  one  to  carry  on  the  stamping  business, 
and  the  other  to  makp  a  patent  lift.  It  was  proposed  as  part  of  the  reconstruction 
scheme  to  oflF  r  to  each  holder  of  five  shares  in  the  old  company  one  ordinary  and 
one  preference  share  of  £1  each  with  17s.  paid  up  ir>  the  stamping  company,  and  one 
share  ot  £1  with  19s.  paid  up  in  the  lifter  company,  the  unpaid  capital  to  be  called 
up  as  ocasion  required.  These  call"  wou  d  give  a  new  working  capital  of  £6  000  to 
the  stamping  company,  which  would  pay  all  liabilities  up  to  tho  present  time,  and 
£1.000  to  the  lifter  company,  which  would  start  with  assets  only.  The  business 
was  at  the  start  primarily  a  stamping  trade.  During  the  boom  in  the  cycle  trade 
every  stamp  was  fully  employed  at  a  good  profit,  but  immediately  the  present  com- 
panv  was  floated  the  cycle  trade  dwindled  down.  The  directors  enfleavored  to 
extend  their  business  beyone  the  cycle  trade,  and  met  with  some  success  in  that 
wav.  There  were  now  unexecuted  orders  amounting  to  four  or  five  thousand 
pound",  and  the  returns  were  nearly  double  what  they  were  a  short  time  ago.  It 
was  thought  the  stamping  business  should  pay  a  good  profit,  if  expenses  were  cur- 
tailed, and  such  savings  could  be  made  in  that  department  as  would  suffice  to  pay 
the  preference  dividend,  and  a  suhstantial  divlderd  on  the  ordinary  share".  The 
proposed  new  stamping  company  would  have  a  capital  of  £40  000.  It  was  decided 
to  appoint  an  advisory  committee  to  work  with  the  dirt  ctors  in  carrying  out  the 
scheme. 

Loss  of  foreign  trade  forced  the  directors  of  a  heavily  capi- 
talized cycle  manufacturing  house  to  make  these  pitiful  dis- 
closures: 

Your  directors  regret  that  the  year's  trading  has  been,  from  a  variety  of  causes, 
very  unprofitable.  The  result  is  a  loss  on  trading  of  £5.682,  to  which  must  bp  added 
certain  exceptional  charges  for  advertising  and  bad  debts,  and  these,  together  with 
depreciations,  managing  director's  remuneration,  and  debenture  int'^re-t  and 
bonus,  make  up  the  total  loss  to  the  heavy  figure  of  £14,037.  Against  this  can  be 
set  the  amount  brought  forward  from  last  year.  £437,  leaving  a  net  loss  to  carry  to 
the  balance  sheet  of  £13  600.  (  hief  among  the  causes  for  this  unsatisfactory  state  of 
affairs  has  been  the  complete  collapse  of  the  fnreig'i  trade.  Some  portion  of  this 
trade,  howevc,  your  directors  are  sanguine  of  again  securing.  Again,  the  man- 
agement and  establishment  expenses  were  arrarg  d  on  the  assumption  that  a  large 
trade  would  be  done,  and  the  extended  trade  not  having  been  secured,  the  existing 
expenses  have  told  very  heavily  against  a  diminished  turnover.  During  the  last 
few  months  radical  economies  in  the  establishment  and  management  expenses 
have  been  made,  the  benefit  of  which  should  do  much  to  ensure  a  better  result  in 
the  current  year.  In  face  of  the  figures  shown,  your  directors  have  relinquished 
the  whole  of  their  fees  for  the  year. 

A  firm  of  rim  makers,  in  acknowledging  the  necessity  for  re- 
ducing prices,  reported: 

The  chairman  said  the  diref'tors  met  the  share-holders  content  with  the  past, 
and  confident  as  to  the  future,  notwithstanding  the  difficulties  they  had  had  to  en- 
counter by  reason  of  compet  tlon.  and  the  evil  reputation  of  unsound  cycle  com- 
panies. They  had  more  than  h-ld  their  ovrn,  but  they  had  not  been  able  to  do  this 
without  some  modification  of  prices.  The  price  of  tires  had  been  reduced,  and  as 
the  tire  and  rim  were  sold  together,  it  was  only  reasonable  that  the  rim  should  also 
be  reduced.  Their  trading  during  the  past  year  had  been  largely  in  excess  of  that 
of  the  previous  twelve  months,  and  the  orders  on  the  book"  were  much  more  nu- 
merous than  ever  before.  They  had  recently  built  works  in  Germany  four  tmes 
the  sizeof  the  buildinein  Birmingham,  and  theyint  nded  to  extend  their  business 
into  France  and  Belgium.  As  to  the  German  works,  they  belonged  to  the  present 
share-holders  of  the  company,  with  the  exception  of  a  few  shares  which  had  been 
allotted  to  one  or  two  German  gentlemen  who,  it  was  expected,  would  bring  native 
business, 


Faulty  construction,  due  to  inexperience,  cost  the  tire  house 
making  this  report  a  pretty  sum  of  money: 

Coming  to  the  question  of  the  adverse  balance  upon  the  year  of  £19,606,  the 
chairman  said  the  reasons  were  the  same  as  he  gave  last  ytar,  namely  the  diffi- 
culty of  introducing  a  new  article,  and  the  exraordinary  expenses  which  they  had 
to  incur  in  pushing  the  t\x^.  As  he  told  them  last  year,  they  found  in  the  middle 
of  that  season  a  mistake  had  been  made  in  the  manufacture  of  the  tires,  ai  d  they 
had  to  call  them  all  in,  and  he  estimated  that  policy,  which  was  absolu  ely  neces- 
sary, was  represented  by  £10,000  in  the  loss  shown  this  year.  As  to  the  remaining 
£9,000,  a  large  proportion  of  this  was  due  to  the  expenses  of  travelers  and  advertis- 
ing. Considering  the  conditions  of  the  cycle  trade  this  year,  their  bu-iness  done 
was  better  than  the  previous  year,  and  for  each  month  since  the  end  of  January 
had  steadily  show  a  a  profit.  A  director  wondered  who  was  responsible  for  making 
such  a  large  number  of  faulty  tires.  The  chairman  replied  that  it  was  not  so  much 
bad  work  as  want  of  experience,  and  the  managing  director  was  no  more  to  blame 
than  the  whole  of  the  board. 

By  the  time  the  record  is  complete  it  will  be  discovered  that 
the  English  cycle  industry  is  in  a  much  sounder  state  than  one 
would  have  supposed  after  reading  the  fiction  supplied  by  writ- 
ers who  studied  only  surface  conditions  and  drew  upon  their  im- 
agination to  conceal  their  deficiencies. 


The  attention  of  agents  is  again  directed  to  the  slipshod  man- 
ner in  which  country  newspapers  print  advertisements.  If  the 
announcements  are  written  with  skill,  they  are  almost  certain  to 
be  composed  in  bad  taste,  inconsequential  lines  are  unneces- 
sarily accentuated  in  type,  and  their  value  is  either  lost  or 
smothered.  But  it  is  in  the  handling  of  cuts  that  the  papers  and 
their  customers  give  the  greatest  offense  There  are  but  two 
kinds  of  cuts  which  are  suitable  for  daily  paper  advertising.  One 
is  the  outline  form  of  work,  which  is  neat  and  artistic  in  effect, 
and  the  other  is  the  striking  black  and  white  work.  If  the  former 
style  of  drawing  is  selected  for  use,  it  is  essential  that  the  fewest 
lines  be  employed.  For  example,  the  wheels  of  a  bicycle  need 
only  the  circles  of  tires  and  rims,  and  heavy  dark  frame  lines 
passing  through  them.  To  sketch  in  the  spokes  is  to  mar  the 
forcefulness  of  the  picture  and  to  invite  the  printer  to  clog  the 
small  openings  with  ink.  Reference  to  the  department  of  this 
paper  entitled,  "Information  for  Buyers,"  will  frequently  reveal 
model  outline  work.  The  solid  black  and  white  style  of  illus- 
trating is  so  little  practiced  by  daily  paper  advertisers  that  when- 
ever it  is  employed  it  is  certain  to  attract  attention.  It  is  not 
without  its  disadvantages,  however,  for  imperfect  inking  often 
causes  the  cuts  to  assume  a  faded  appearance.  In  outline  draw- 
ings the  frame  lines  should  be  heavy,  while  the  saddle,  handle- 
bar, sprocket  and  chain  reaches  should  be  faint.  Under  no  cir- 
cumstances should  a  base  line  be  used  in  outline  work.  Adver- 
tising is  so  sure  a  sign  of  character  in  a  business  house,  nowa- 
days, and  is  so  closely  studied  by  the  general  body  of  readers, 
that  it  is  the  duty  of  agents  to  furnish  in  illustrative  work  what 
is  recognized  as  modem,  artistic  and  business-like. 


In  casting  up  accounts  between  the  three  chief  factors  in  the 
cycle  trade,  it  is  seen  that  the  maker  has  been  squeezed  harder 
by  the  dealer  than  the  latter  has  been  squeezed  by  the  public. 
The  discount  to  the  trade  on  new  goods  is  about  the  same  as  it 
was  a  year  ago,  though  list  prices  have  been  materially  reduced. 
In  view  of  this,  the  agent  owes  it  to  the  manufacturer  that  he 
shall  sell  for  cash  as  often  as  possible,  shorten  the  period  of  in- 
stallment sales,  expand  his  trade,  and  thereby  secure  himself  and 
the  firm  from  which  he  obtains  his  supplies.  If  these  things  are 
not  done,  and  competition  among  manufacturers  goes  on  in- 
creasing, there  will  be  a  thinning  out  of  both  makers  and  deal- 
ers. It  is  the  current  impression  among  makers  that  the  period 
of  greatest  activity  in  competition  is  now  at  hand,  and  that  all 
the  trials  which  have  been  endured  till  this  time  have  been  mild 
in  comparison  to  the  severity  of  the  ordeals  which  are  yet  to 
come. 


iS,«^^  i-  -^ 


The  Cycle  Age  and  Trade  Review 


155 


STEARNS  BICYCLES 


"  That  exquisite  something  called  style,  which,  like  the  grace  of  perfect  breeding,  every- 
where pervasive  and  nowhere  emphatic,  makes  itself  felt  by  the  skill  with  which  it  eltaces  itself, 
and  masters  us  at  last  with  a  sense  of  indefinable  completeness." 

Bicycle  talk  covers  many  subjects — but  it  always  gets  back  to  the  style  and  quality  of 
the  wheel. 

The  intrinsic  merits  of  different  bicycles  are  important  not  alone  to  the  dealer,  but  to  the 
purchaser,  who  is^  after  all,  the  determining  factor. 

What  has  put  the  stamp  of  popular  favor  upon  the  Stearns? 

It  is  a  structural  unity. 

It  is  stiff,  without  loss  of  elasticity;  its  weight  is  in  the  parts  that  bear  the  rider;  its  light- 
ness is  in  the  parts  that  make  the  speed;  its  strength  is  in  all. 

The  Stearns  bicycle  crystallines  in  itself  the  best  work,  the  best  material  and  the  best 
ideas  of  the  times. 

There  is  no  agency  more  valuable. 


The  trade  on  thet^;>8 
Pacific  Coast  supplied 
from  our  branch  store, 
E.  C.  Steams  &  Co., 
2J0  McAllister  Street, 
San  Francisco.  S^<^ 


E*  C*  Stearns  &  Company^ 

Syracuse^  N*  Y* 


The  trade  in  the  ^  S 
Dominion  of  Canada 
supplied  from  our  S 
Canadian  factory,  ^ 
E.  C.  Steams  &  Co 
67  Adelaide  St.  West 
Toronto,   Ontario.  ^ 


SNELL  BICYCLES 


1899^ 


"STRICTLY  HIGH  CLASS ^^ 

New  designs,  valuable,  up-to-date,  ex- 
clusive features  which  attract  the  eye, 
satisfy  the  rider  and  merit  the  appro- 
val of  the  most  critical.  ^  «^  oe  %^  «^ 

DEALERS! 
PROFIT 

by  the  merited  popularity  of  the  Snell 
and  write  us  at  once  before  desirable 
territory  is  all  taken.  ^  ^  ^  ^  ^  ^ 


THE  SNELL  CYCLE  FITTINGS  CO. 

TOLEDO,  OHIO. 


wr^T^^^i^^^w 


w^im^9v<%wm  Mm\\m^m*w 


Lb 


WHEELER  SADDLES 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BACK. 


OUR  LINE  FOR  '99  COMPRISES  BUT  FOUR  DISTINCT  MODELS : 
"EXTRA"  Woman's    .     .     .    Broad,  Soft  and  Easy.  S^ 
"EXTRA"  Hen's      ....     Hygienic  and  Durable.^^ 
"SPECIAL"  Roadster  .     .     .     An  ornament  to  any  wheel. 
"CORK=TOP"  Racer      .     .     .     Light  and  Graceful,   ^^jt 

These  saddles  are  made  anfl  finished  in  the  care- 
ful and  stylish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  popular  saddle  on 
the  market. 

THE  WHEELER  SADDLE  CO. 

1427=1457  Woodward  Ave.,  DETROIT,  MICH. 

Chicago  Distributing  Agents:    HIBBARD,  SPENCER  &  BARTLETT, 
New  York  Distributing  Agents:    HARTLEY  &  GRAHAH. 


I 


156 


The  Cycle  Age  and  Trade  Review 


MAKERS  SCORN  CYCLE  SHOWS 


Another  Volume  of  Testimony  in  Support  of  the  Useless= 

ness  of  5uch  Exhibitions 


If  any  doubt  ever  existed  in  the  minds 
of  individual  manufacturers  touching  the 
temper  of  the  general  body  with  respect 
to  national  cycle  shows  it  is  by  this  time 
thoroughly  dispelled,  for  the  wholesale 
condemnation  of  such  enterprises  vented 
through  the  medium  of  the  Cycle  Age  has 
crystallized  a  belief  which  the  National 
Cycle  Board  of  Trade  held  to  be  true,  but 
which  calumnious  detractors  of  that  ex- 
piring institution  scorned  to  accept.  The 
bicycle  industry  is  even  superior  to  show 
promoters — and  that  is  saying  much  in 
the  worshipful  presence  of  Sanger  and 
Van  Sicklen. 

In  some  inscrutable  manner  these  show 
promoters  have  conceived  the  idea  that 
the  bicycle  trade  is  sick — ^so  sick  that  it 
is  like  to  die  if  they  are  not  called  in  to 
minister  to  its  needs.  The  truth  is,  how- 
ever, the  trade  was  never  so  healthy  as 
it  is  at  this  moment,  and  its  robustness  is 
plainly  discoverable  in  the  demonstration 
of  scorn  it  displays  at  the  approach  of 
the  promoters. 

Superstition  of  Cyc'e  Shows. 

It  is  storied  by  the  witty  Lamb  in  his 
"Dissertation  on  Roast  Pig"  that  the 
origin  of  that  toothsome  dish  is  traceable 
to  the  accidental  burning  of  a  house  in 
which  the  grunter  had  his  abode,  where- 
upon the  sorrowing  owners  devoured  the 
animal  and  pronounced  the  flavor  so  de- 
licious that  whenever  after  they  wished 
to  feast  on  the  same  food  they  turned  to 
incendiarism.  Similarly  with  some  in  the 
cycle  trade.  Their  fortunes  grew  in  the 
years  when  cycle  shows  flourished,  and 
they  are  in  the  habit  of  ascribing  all  luck 
to  such  accidental  sources. 

Herewith  are  presented  some  more 
opinions  concerning  shows: 

Will  Not  Exhibit  at  Any  Show. 

We  do  not  take  any  interest  whatsoever  in 
cycle  shows.  We  do  not  expect  to  exhibit 
any  of  our  g'oods  at  any  cycle  show  whatso- 
ever. We  think  the  time  has  gone  by  for 
cycle  shows,  and  do  not  believe  it  will  help 
the  business  dn  any  way. 

Western  Wheel  Works. 

Will  Not  Spend  Money  on  Shows. 

We  are  not  in  favor  of  cycle  shows,  either 
local  or  national.  We  do  not  believe  that 
they  are  needful  to  the  industry,  nor  do  we 
expect  to  be  induced  to  spend  our  money  for 
such  advertising'. 

Remington  Arms  Co. 

Ten  Times  More  Harm  than  Good. 

We  believe  that  cycle  shows  should  be  lo- 
cal. Not  one  agent  in  a  hundred  attends  a 
national  show,  and  we  think  that  national 
shows  do  ten  times  as  much  harm  as  they  do 
good.  Local  shows  in  the  latter  part  of 
February  and  March  no  doubt  create  an 
interest  and  help  the  business. 

H.  A.  LoziER  &  Co. 

rioney  Better  Spent  on  Traveling  Hen. 

We  are  not  in  favor  of  cycle  shows  as 
conducted  by  the  manufacturers,  whether 
they  be  local  or  national,  believing  that  the 
amount  spent  in  conducting  the  exhibitions 
at  such  shows  could  be  more  remuneratively 
expended  in  placing  their  goods  before 
agents  by  traveling  men. 

Trinity  Cycle  Mfg.  Co. 

Wisdom  in  Abolition. 

We  are  not  in  favor  of  shows,  either  as 
a  local  or  national  institution,  and  we  think 
the  old  Board  of  Trade  acted  w^lsely  when 
they   decided   to   albolish   them. 

Keating  Wheel  Co. 

Will  Hurt  the  Exclusive  Dealer. 

In  the  writer's  opinion,  cycle  shows,  either 
national  or  local,  will  cause  a  general  de- 
moralization in  the  bicycle  trade  so  far  as 
the  exclusive  bicycle  dealer  is  concerned. 
Such  good  wheels  will  be  exhibited  at  orices 
that    will   not    exceed   $25,    that    the    general 


public  will  refuse  to  pay  mone.  As  a  bi- 
cycle dealer  cannot  live  on  tlhose  margins, 
naturally  the  customer  will  go  where  he  can 
get  the  machine  at  the  price  he  is  willing  to 
pay,  and  only  those  people  who  are  handling 
bicycles  as  a  sidie  line  can  afford  to  do  the 
business  on  that  margin.  Looking  at  the 
matter  from  the  standpoint  of  taking  an  in- 
terest in  the  excilusive  bicycle  dealer,  I  can- 
not say  that  I  am  in  favor  or  cycle  shows. 

C.    S.   DiKEMAN. 

Big  House  Will  Not  Exhibit. 

We  do  not  approve  of  cycle  shows,  and  do 
not  intend  to  exhibit  either  at  the  New  York 
or  Chicago  show.  We  are  not  in  favor  of  na- 
tional, local,  or,  in  fact,  bicycle  shows  of 
any  kind. 

Ames  &  Feo^t  Co. 

Wait  for  Developments. 

The  developments  of  the  next  few  weeks 
will  probably  demonstrate  whether  the  shows 
are  to  become  a  prominent  trade  factor  or 
not. 

A  Cleveland  Manufacturer. 

One  Way  to  Burn  Honey. 

This  ooaintry  has  passed  tlhrough  a  terri- 
ble depression  during  the  past  nve  years,  and 
being  engaged  in  several  other  manufactur- 
ing industries  as  I  am,  I  have  tried  to  keep 
them  all  going,  which  has  given  me  a  large 
amount  of  experience  and  has  cost  a  good 
many  dollars.  Now,  if  I  had  more  money 
than  I  knew  what  to  do  with  and  wanted  to 
throw  it  at  the  "birds,"  I  might  be  in  favor 
of  holding  shows  in  New  York,  Chicago,  To- 
ledo and  every  other  place. 

Alvin  Peter. 

Responsible  for  Present  Troubles 

I  have  never  been  an  advocate  of  cycle 
shows,  believing  that  it  was  a  detriment  to 
all  large  manufacturers  who  employ  their 
own  travelers  to  sohcit  trade,  as  it  enables 
the  small  manufacturers  to  attend  the  cycle 
shows  and  market  their  product  without 
employing  any  travelers  to  visit  the  trade. 
Consequently,  without  an  expense  of  that 
kind,  they  are  able  to  quote  prices  that  a 
large  manufacturer  who  has  a  good  travel- 
ing staff,  would  be  unaJble  to  quote,  as  the 
expense  of  visiting  the  trade  is  quite  an 
item,  and  I  believe  that  the  cycle  shows  of 
the  past  are  largely  responsible  for  the  bi- 
cycle business  being  in  its  present  chaotic 
condition. 

Ohio  Manufacturer. 

Will  Exhibit  Under  Protest. 

On  the  wlhole  we  are  not  in  favor  of  bi- 
cycle shows,  either  national  or  local,  al- 
though we  have  taken  some  space  in  the 
forthcoming  show  at  Madison  Square  Gar- 
den. 

E.  C.  Stearns  &  <  o. 

Opposed  to  the  Expense. 

I  am,  as  a  rule,  o-pposed  to  the  expense  of 
bicycle  exhibitions,  but  I  believe  that  one  ex- 
hibition can  be  held  each  year  in  the  Madi- 
son Square  Garden,  under  that  prince  of  ex- 
hibition managers,  F.  W.  Sanger,  and  be 
made  a  success.  That  exhihition  should  be 
for  the  buying  public  and  not  for  the  dealers. 
I  do  not  favor  exhibitions  for  dealers. 

Albert  A.  Pope. 

Shows  Debauch  the  Industry. 

We  have  not  believed  cycle  shows  needfu] 
or  beneficial  to  the  trade.  We  did  not  ex- 
hibit in  '95;  we  did,  however.  In  '96  and  '97 
at  both  New  York  and  Chicago.  Possibly  in 
the  very  early  history  of  the  industry  shows 
were  helpful  in  calling  the  attention  of  the 
general  public  to  bicycling,  but  we  consider 
that  the  business  has  been  so  thoroughly  es- 
tablished since  '94  that  national  cycle  shows 
are  not  necessary  to  legitimate  manufactur- 
ers. We  believe  that  instead  of  being  bene- 
ficial, it  lowers  the  standing  of  the  industry 
among  tihe  large  industries  of  the  country. 
It  has  always  been  our  policy  to  market  our 
goods  through  legitimate  channels-  of  trade, 
and  in  the  same  way  that  other  staple  goods 
are  marketed.  A  so-called  national  cycle 
show  deters  many  of  the  retail  dealers,  in 
the  territory  adjacent  to  where  the  show  is 
held,  from  placing  their  orders  until  after 
they  have  attended  the  show.  When  they 
reach  the  show  they  become  confused  from 
the  multiplicity  of  machines  which  they  see, 
and  often  make  a  selection  rmore  hurriedly, 
and  with  not  as  good  results  to  themselves 
as  tlhey  would  have  made  with  the  traveler 


at  their  own  store.  A  national  cycle  show 
held  at  the  present  time  would  bring  togeth- 
er, in  our  opinion,  not  the  largest  and  most 
enterprising  of  legitimate  manufacturers; 
but,  on  the  other  hand,  certain  jobbers  of 
machines  would  exhibit,  and  a  large  num- 
ber of  the  smaller  manufacturers  who  have 
not  the  financial  hacking  to  enable  them  to 
put  out  a  corps  of  travelers,  and  the  so- 
called  Show  woulld  develop  into  a  large  auc- 
tion house.  As  for  ourselves,  we  shall  not 
exhibit  at  any  cycle  shows  this  year.  From 
conversation  we  have  had  with  some  of  the 
standard  makers  of  the  country  we  believe 
that  there  are  a  goodly  numoer  that  feel  as 
we  do.  We  have  not  a  word  of  criticism  to 
offer,  or  a  word  of  objection  to  make  to  any 
one  who  desires  to*  exhibit  at  a  cycle  show, 
thereby,  in  our  opinion,  putting  tlheir  goods, 
as  it  were,  into  an  auction  House.  These  are 
questions  of  policy  to  be  determined  each 
for  himself.  In  the  matter  of  local  shows, 
when  properly  mianaged,  under  the  auspices 
of  the  local  dealers  where  they  expect  to  re- 
tail goods,  in  Sonne  instances  they  may  'be 
beneficial,  although  we  very  much  doubt 
any  benefit  arising  even  from  a  local  show. 

The  Geneva  Cycle  Co. 

No  Need  for  National  Shows. 

Just  at  this  time  we  are  not  in  favor  of 
the  idea  of  holding  shows,  unless,  indeed, 
they  are  purely  of  a  local  clharacter.  The 
trade  generally  is  just  emerging  from  a  pe- 
riod of  price  depression  and  overstocked  do- 
mestic markets.  No  manufacturer  will  say 
that  the  sales  made  at  any  of  the  so-called 
"national  shows"  were  on  a  paying  basis. 
Rather  will  it  be  admitted  that  the  prices 
prevailing  ^were  forced  ones,  secured  by  vis- 
iting dealers  tlhrough  the  processes  of  im- 
agined competition.  Again,  the  extravagant 
expense  of  the  exhihitions  is  no  small  factor. 
So  long  as  the  Cycle  Board  of  Trade  was  in 
control,  a  judicious  restraint  was  exercised 
on  this  question.  Now,  however,  that  the 
Board  is  dissolved  tennporarlly,  these  same 
"promoters"  that  called  this  restraint  into 
existence  by  means  of  their  exorlbitant  de- 
mands and  larger  personal  profits,  are  again 
seeking  to  regain  the  comfidence  of  the  trade 
and  impress  on  all  the  necessity  of  shows. 
There  is  yet  a  demand  for  an  honestly  made,  ■ 
fashionably  designed  bicycle.  Even  the 
cheaper  wheels  of  the  better  class  are  in  de- 
mand and  appreciated.  The  aay  of  the  cheap 
trash,  however,  is  gone.  So  the  plea  of  "loss 
of  interest  by  the  public"  cannot  be  adduced 
as  an  excuse  for  a  "show."  We  believe  that 
what  the  manufacturer  wants  is  a  year  of 
rest  and  fair  prices.  Then,  in  1900,  when 
the  new  century  smiles  on  our  new  America, 
we  might  be  in  favor  of  a  show.  Make  it  a 
grand  one  at  that.  Include  motor  cycles 
and  carriages  of  all  descriptions.  Make  it 
of  a  broad  national  character,  under  the 
control  of  the  trade  and  absolutely  removed 
from  any  connection  whatever  with  any  pro- 
moter or  aggregation  of  them.  Until  tlhen 
we  are  opposed  to  a  shoiw,  either  in  the 
east  or  west.  When  it  is  held,  some  central 
point  should  be  selected,  and  the  opening 
date  be  January  1,  1900. 

The  Thomas  Mfg.  Co. 

Old  Shows  Held  Too  Early. 

I  believe  that,  properly  handled,  an  exhi- 
bition in  Chicago  and  one  in  New  York  for 
the  bicycle  riders  is  a  desirable  thing.  Exhi- 
bitions in  tlhese  two  cities  would  draiw  the 
people  from  all  over  the  country,  as  there  is 
always  a  large  number  of  people  in  these  two 
cities  at  all  times,  so  that  they  really  becomiO 
almost  national  exhibitions.  Enthusiasm  In 
bicycles  can  be  kept  up  in  no  better  way,  it 
seems  to  me,  than  by  exhibitions  like  this, 
and  February  or  March  I  should  think  would 
be  about  the  proper  time.  The  evil  of  the 
old  exhibitions  was  that  they  were  held  too 
early.  'They  gave  one  manufacturer  a  chance 
to  copy  the  models  of  others,  and  were  too 
early  for  the  rider. 

New  England  Tire  Maker. 

Hope  Shows  Will  Reawaken  Interest. 

There  are  a  great  many  different  views  on 
the  show  subject,  and  while  some  of  them 
hold  good  in  one  locality,  it  is  our  opinion 
that  they  will  not  do  so  in  others.  We  gave 
the  subject  of  cycle  shows  this  year  consid- 
erable thought,  and  finally  decided  to  go  into 
the  one  to  be  held  in  Madison  Square  Gar- 
den. We  do  so,  hoping  that  a  show  of  this 
character  will  put  new  life  into  the  cycle 
business  and  increase  the  interest  among 
both  riders  and  prospective  riders.  As  for 
its  delaying  the  purchase  of  goods  by  agents 
throughout  the  country,  I  think  it  will  have 
no  such  effect  as  that  upon  the  trade  what- 
soever, as  the  majority  of  agents  throughout 
the  country  have  learned  that  it  is  well  for 
them  to  stand  by  the  product  that  they 
have  handled  successfully  in  the  past. 

An  Empire  State  Bicycle  Co. 

Shows  Overcrowded  the  Industry. 

During  the  time  that  the  national  shows 
were  in  vogue,  -we  were  very  much  benefited 
by  them,  and  we  would  have  been  more  so 
had  ihey  been  held  in  December  instead  of 
January  and  February.  This,  however,  also 
has  its  drawbacks,  on  account  of  various 
dealers  not  being  able  to  attend  the  cycle 
show    on    account   of   the    holiday    trade,    as 


The  Cycle  Age  and  Trade  Review 


157 


there  are  very  miany  dealers  -who  have  holi- 
day goods  besides  bicycles.  Our  opinion  is, 
that  we  should  not  have  national  cycle 
shorws,  tout  we  believe  that  local  cycle  shows 
in  the  various  cities  would  greatly  benefit 
the  local  trade,  to  enthuse  interest  in  bi- 
cycling; but  as  for  a  national  show,  with 
an  aim  of  securing  orders,  etc.,  for  the  man- 
ufacturers, we  do  not  thinik  they  would  be 
desirable  at  this  time,  as  we  feel  positive 
that  the  cycle  shows  have  had  a  great  tend- 
ency to  interest  other  capital  and  increase 
the  number  of  bicycle  manufactories,  as  they 
are  put  on  an  equal  footing  with  the  large 
manufacturer,  who  employs  salesmen  to  so- 
licit the  trade,  and  very  little  of  this  will 
be  necessary  if  national  shows  are  held:  and 
the  small  dealers,  on  account  of  having  no 
expense  in  marketing  their  goods,  will  be 
put  in  a  better  position  to  compete  with  the 
legitimate  manufacturers.  The  result  of  so 
many  manufacturers  starting  in  the  busi- 
ness is  isupparent. 

Pennsylvania  Manufacturers. 

Wlil  Not  Exhibit. 

We  do  not  think  that  at  this  time  that 
cycle  shows  are  advisable,  and  cannot  see 
our  way  clear  to  take  part  in  any  such  ex- 
hibitions. While  it  is  true  they  may  result 
beneficially  to  a  certain  part  of  the  trade, 
we  do  not  think  that  the  results  will  be  in 
proportion  to  the  expense  necessary  to  make 
an  exhibit. 

Gilliam  Mfg.  Co. 

Want  Nothing  to  do  With  a  Show. 

Our  idea  of  the  cycle  show  is  that  it  is 
a  big  nuisance,  and  we  want  nothing  to  do 
with  it. 

Hunt  Mfg.  Co. 

Only  Show  Promoters  Profit. 

We  believe  cycle  shows  have  lost  their  use- 
fulness. They  have  always  been  an  ex- 
travagant method  of  advertising,  and  were 
profitable,  in  our  opinion,  chiefly  to  the  pro- 
moters of  the  show.  They  amount  really  to 
a  local  exhibition,  the  percentage  of  those 
who  come  from  a  distance  being  too  small  to 
take  into  account.  We  shall  not  exhibit  at 
any  cycle  shows  should  they  be  held. 

KiRKPATKiCK  Saddle  Co. 

February  the  flonth  for  Shows. 

We  are  in  favor  of  holding  cycle  shows 
for  the  purpose  only  of  stimulating  the  pub- 
lic interest.  This  method  of  advertising  has 
two  advantages— the  impression  m>ade  on 
those  who  attend,  and  the  influence  of  the 
prominent  reading  notices  given  in  all  daily 
papers  and  in  many  periodicals.  To  get  the 
full  benefit  without  the  disaavantage  of  hav- 
ing the  agents  wait  to  decide  upon  their 
lines,  shows  should  be  held  at  a  time  short- 
ly preceding  the  riding  season,  say,  the  mid- 
dle of  February,  and  as  it  is  a  well-estab- 
lished fact  that  the  population  of  all  the 
states  follow  the  fashions  and  doings  of  the 
largest  centers,  two  or  possibly  three  na- 
tional exhibits  in,  say,  Boston,  New  York, 
Chicago,  would,  we  think,  give  the  best  re- 
turns for  the  money  invested. 

The  Mesinger  Bicycle  Saddle  Co. 

Stimulate  5ales  of  Sundries. 

We  believe  that  shows  are  of  benefit  to 
the  manufacturers  of  bicycles  and  bicycle 
sundries,  not,  however,  as  far  as  sales  are 
concerned  to  the  dealers  or  jobbers,  but  as 
they  apparently  have  an  eirect  upon  the  in- 
terest of  the  consumer  and  seem  to  arouse 
the  enthusiasm  of  the  purchaser  in  connec- 
tion with  the  bicycle  business.  We  believe 
that  business  in  bicycle  sundries  would  have  - 
been  better  last  year  had  there  been  a  cycle 
show.  Possibly  every  other  year  may  be 
sufficient  to  stimulate  the  interest  of  the 
consumer,  and  we  think  that  the  early  part 
of  February  or  the  middle  part  the  best 
time  for  the  exhibition  to  be  held.  Possi- 
bly, however,  a  later  date  than  this  might 
be  even  better;  not  after  the  cycle  season 
has  actually  opened,  but  at  that  period  of 
the  year  when  the  consumer  is  beginning  to 
think  of  looking  over  his  wheel  and  taking 
an  inventory  as  to  what  bis  requirements 
are  going  to  be  for  the  coming  season. 

Eastern  LAmp  Making  Co. 

January  Shows  are  Too  I-ate. 

We  believe  in  national  cycle  shows,  pro- 
viding thev  are  bandied  on  a  businesslike 
basis.  We  have  already  taken  space  at  the 
New  York  cycle  show  and  may  decide  to  ex- 
hibit at  the  one  to  be  held  in  Chicago.  "V\'e 
believe  that  these  shows  should  be  held 
earlier,  say,  in  November,  or  early  Decem- 
ber at  latest.  The  question  of  holding  local 
shows  is  one  that  in  our  opinion  should  be 
decided  by  local  de^alers,  for  conditions  differ 
in  various  localities.  We  are.  however,  of 
the  opinion  that  local  dealers  holding  shows 
cannot  expect  much  assistance  from  the 
manufacturers  inasmuch  as  present  prices 
and  margins  will  not  justify  so  large  an  ex- 
pense. 

The  Veeder  Mfg.  Co. 

Favor  a  Small  Show  in  Chicago. 

We  think  that  the  cycle  trade  is  ripe  for 
so^me  sort  of  an  exhibit,  and  we  think  that 
it  needs  it.    While  we  do  not  consider  it  nec- 


essary for  the  bicycle  people  to  go  in  so 
heavily  and  spend  much  money;  still,  an  ex- 
hibit of  this  kind  will  bemefit  the  trade,  as 
it  brings  in  the  small  merchants  and  allows 
them  to  see  the  goods  which  they  intend  to 
purchase,  all  in  one  place.  We  will  be  glad 
to  have  Chicago  have  a  cycle  show,  and  will 
do  what  we  can  to  make  it  a  success. 

Chicago  Handle  Bar  Co. 

Decidedly  Opposed  to  All  Shows. 

We  are  opposed  to  cycle  shows  at  any  time 
or  place.  It  is  our  belief  that  the  cycle  trade 
has  not  been  benefited  by  them  in  the  least, 
and  we  think  that  the  best  thing  the  Cycle 
Board  of  Trade  ever  did  was  to  discontinue 
the  national  shows.  We  note  that  arrange- 
ments are  being  made  for  local  shows  in 
New  York  and  Chicago,  but  we  shall  not  ex- 
hibit at  either  of  them. 

Indianapolis  Chain  &  Sta.mping  Co. 

Object  to  Any  Kind  of  a  Show. 

In  our  opinion  cycle  shows  do  not  pay  for 
themselves  from  the  manufacturers'  point 
of  view.  They  do  no  doubt  stimulate  trade 
in  a  general  way  to  a  certain  extent,  but  we 
do  not  think  sufficiently  so  to  warrant  the 
necessary  expenditure.  We  are  decidedly 
against  them  in  any  form. 

The  New  Departure  Bell  Co. 

Shows  Prevent  Even  Distribution. 

Our  opinion  concerning  cycle  shows  has 
been  that  they  are  a  decided  detriment  to 
the  trade,  as  they  retard  business  and  make 
the  bicycle  industry  one  grand  rush  to  fi.ll 
orders  that  should  be  distributed  more  even- 
ly during  the  year.  It  may  be,  however, 
that  a  show  stimulates  interest  that  is  other- 
wise lacking. 

AN  Eastern  Tire  House. 

Parts  Makers  Object. 

As  parts  manufacturers  we  are  decidedly 
against  cycle  shows  of  any  kind,  as  we  have 
never  found  that  they  helped  us  in  any  way, 
but,  instead,  take  up  a  great  deal  of  time 
that  could  be  spent  to  better  advantage  in 
other  directions.  As  regards  cycle  shov/s 
for  the  bicycle  manufacturer,  that  is  a  sub- 
ject on  which  we  are  not  in  position  to  ex- 
press an  opinion. 

C.  J.  Smith  &  Sons  Co. 

Absolutely  Indifferent. 

We  have  no  interest,  one  way  or  the  other, 
in  cycle  shows. 

Bardons  &  Oliver. 

Will  Not  Exhibit. 

We  shall  not  exhibit  at  any  of  the  cycle 
shows. 

The  Cleveland  Machine  Screw  Co. 

Not  Wanted  by  Chain  nakers. 

We  do  not  favor  shows. 

A  New  England  Chain  Co. 

Do  Not  Want  a  Show. 

I  am  not  in  favor  of  holding  a  cycle  show. 

Eugene  arnstein. 


IN  FOREIGN  MARKETS 


Miscellaneous  Information  Pertaining  to  Honduras, 
Cape  Colony  and  Syria. 


In  the  markets  of  Honduras  the  United 
States  leads  all  foreign  competitors  and 
secures  the  bulk  of  orders  from  import- 
ers. In  some  lines,  however,  the  English 
have  all  the  trade.  The  great  drawback 
to  imports  is  the  duties.  The  published 
rates  are  so  much  a  pound;  but  there  are 
additional  charges,  which  make  the  tariff 
about  double.  For  instance,  a  party 
bought  two  and  one-half  kegs  of  nails  in 
the  United  States;  when  the  duty  was 
paid,  they  cost  $11.20  gold.  Another  party 
bought  $78  worth  of  furnitiire,  the  duties 
per  published  rates  being  26.32  pesos  Cthe 
peso  being  worth  about  43  cents) ;  5.04 
pesos  were  charged  for  weight,  plus  30 
per  cent,  plus  20  per  cent,  plus  $10.50  for 
paper  at  custom-house,  making  the  total 
59.42  pesos,  or  $23.76  gold. 

In  Syria  there  is  no  lack  of  apprecia- 
tion of  the  excellence  of  American  goods, 
but  the  cost  of  transportation  adds  heav- 
ily to  their  price.  Our  sewing  machines 
are  in  strong  demand.  With  direct  steam- 
ship facilities,  many  lines  of  American 
products  would  find  ready  sale. 

It  is  claimed  by  business  men  in  Cape 
Colony  that  the  English  and  French 
houses  are  poorly  represented  by  their 
travelers.     The    English     travelers     are 


generally  young  men  who  have  worked 
in  the  office  until  they  are  run  down  in 
health  and  who  go  abroad  for  a  change, 
with  no  knowledge  of  the  business  except 
that  gained  behind  a  desk.  French  firms 
are  willing  to  accept  as  representatives 
abroad  men  who  have  failed  in  their  own 
country.  The  United  States  manufac- 
turers send  out  a  high  class  of  represen- 
tatives— astute  men,  who  have  large  and 
varied  experience  in  their  respective 
lines;  men  educated  in  the  details  of  the 
business  they  represent;  men  of  the  age 
that  brings  wisdom  and  accuracy;  men 
that  earn  and  command  large  salaries; 
men  of  energy  and  vigor. 


IN  A  FLOURISHING  CONDITION 


Commercial  Report  Says  1898  Will  Be  Banner  Year 
in  Commerce  of  United  States. 


The  flourishing  condition  of  our  com- 
merce at  the  present  time,  both  interstate 
and  foreign,  which  must  have  a  marked 
effect  on  the  bicycle  trade  next  year,  is 
strongly  reflected  in  Bradstreet's  com- 
mercial report  for  last  week.  It  is  as  fol- 
lows: 

The  business  world  enters  on  the  closing 
month  of  the  year  with  so  many  favorable 
and  so  few  depressing  features  in  sight  as 
to  leave  little  doubt  that  the  year  1S98  as  a 
whole  must  hereafter  furnish  the  basis  for 
estimate  when  comparisons  of  large  business 
are  to  be  made.  Nearly  all  obtainable  sta- 
tistics and  reports  as  to  the  volume  of  busi- 
ness point  to  the  present  year  having  heav- 
ily exceeded  any  former  year  in  the  amount 
of  business  done,  and  though  comparisons 
as  regards  prices  are  not  so  favorable  as  in 
earlier  years,  notably  1892  and  1890,  when 
quotations  of  most  staples  were  considerably 
higher,  still  the  expansion  in  trade,  due  to 
increased  population  and  enlarged  foreign 
demand  for  our  products,  has  resulted  in 
an  aggregate  volume  of  business  done  con- 
siderably in  excess  of  any  former  year. 
Strong  confirmation  of  this  latter  view  is 
found  in  recently  compiled  statistics  of  bank 
clearings,  railroad  earnings  and  other  meas- 
ures of  business  conditions. 


Exports  of  Bicycles  and  Materials. 

Exports  of  bicycles  and  bicycle  material  from 
the  port  of  New  York  for  the  week  end  ng 
November  29,  are  recorded  as  follows: 

Bicycles.  Materials. 

Africa    $10,412  |     775 

Belgium    479  731 

England   2,221  3,006 

Germany    5,349  8,548 

Japan   1,000  

Sweden  3,276 

France   22-5 

Italy   261 

Switzerland   45  

Holland 679  

Egypt    50  

Siam    895  

Hong  Kong 450  400 

British  East  Indies  340 

British  ^West  Indies   818  362 

Cuba   17  

Porto  Rico    210  

South  American  countries —       202  98 


Totals   $22,627  $18,022 


Exports  Largely  Exceed  Imports. 

The  following  table  shows  the  imports 
and  exports  of  American  manufactures 
since  1880: 

Imports.  Exports. 

1880.  ■. $268,3.33,432  $102,856,015 

1881 284,763,615  114,233,219 

1882 322,036,663  134,794,346 

1883 337,264,528  134,228,083 

1884 304,352,393  136,372.887 

1885 265,704,3-52  147,187,527 

1886 285,050,564  136.541,978 

1887 306,030,440  136.735,105 

1888 324,823,601  130,300,087 

18S9 328,629,989  138,675.507 

1890 346,638,654  151,102,376 

1891 368,2^,181  168,927,315 

1892 316,092,469  158,510,937 

1893 356,866,396  158,023.118 

1894 234,139,173  183,728,808 

1895 317,257,176  183,595,748 

1896 328,937,528  228,571,178 

1897 327,324,920  277,285,391 

1898 226,212,635  291,208,358 

The  imports  in  the  year  1898  were  30 
per  cent  less  than  in  1888,  although  the 
population  had  increased  25  per  cent 
meantime. 


158 


The  Cycle  Age  and  Trade  Review 


AUCTIONS  DEMORALIZE  TRADE 


HIGH    PRICES    RULE,    HOWEVER 


American    Bicycles,    Properly   Handled, 

Hold  Their  Own  in  Australia— Open = 

ing  for  American  Parts. 


Sydney,  Nov.  5.— The  state  of  the  cycle 
trade  in  Australia  at  the  present  time  is 
not  satisfactory  to  the  many  agents,  and 
if  this  coming  season  is  not  a  particularly 
busy  one  with  some  of  them,  they  will 
be  compelled  to  close  up.  The  Austral 
cycle  agency,  the  largest  retail  concern 
in  Australia,  with  branches  in  every  col- 
ony, is  among  the  number.  At  one  time 
it  had  a  monopoly  of  all  the  best  English 
machines,  but  has  lost  them  all,  with  the 
exception  of  The  Swift  and  the  Triumph, 
which  it  is  now  booming  in  a  sensational 
manner.  Recently  the  company  held  sev- 
eral auction  sales  in  both  Sydney  and 
Melbourne,  which  were  successful  from 
its  point  of  view,  but  there  is  not  the 
slightest  doubt  that  these  auction  sales 
do  much  harm  to  the  trade.  It  is  not 
likely  that  people  will  pay  $125 — which 
is  the  lowest  price  a  really  first-class 
wheel  is  sold  at — when  they  can  go  to 
the  auction  room  and  purchase  a  ma- 
chine for  about  $50. 

There  have  been  many  auction  sales  in 
Sydney  and  Melbourne  of  late,  and  only 
on  October  31  fifty  machines  of  two  lead- 
ing American  makers  were  sold  in  Mel- 
bourne without  reserve.  It  is  principally 
American  wheels  that  figure  at  these 
sales,  and  some  of  them  are  not  heard  of 
until  put  up  at  auction,  where  they  very 
seldom  bring  more  than  $45. 

Sales  Spoiled  By  nismanagement. 

American  goods  up  to  date  have  not 
received  fair  play  in  Australia,  and,  with 
the  exception  of  one  or  two  agencies,  are 
not  properly  handled.  The  following  in- 
stance will  give  some  idea  of  how  busi- 
ness transactions  are  conducted.  A  New 
York  state  manufacturing  company  re- 
cently appointed  a  local  cycle  company 
sole  agents  in  New  South  Wales  for  their 
line.  This  company  did  not  push  the 
machines  at  all,  and  of  course  did  not 
sell  many.  They  afterwards  complained 
that  they  had  not  received  any  duplicate 
parts,  and  consequently  repairs  were  ef- 
fected with  great  difficulty.  The  agency 
was  handed  over  to  I.  Phizacerly  shortly 
afterwards,  and  he  was  sent  fifty  ma- 
chines, supposed  to  be  1898  pattern,  but 
on  receiving  them  he  found  that  they 
were  1897  pattern.  He  should  also  have 
received  a  box  of  duplicate  parts,  but  in- 
stead they  were  sent  to  the  cycle  com- 
pany which  had  relinquished  the  agency. 
To  make  matters  still  worse,  about  a 
week  after  Phizacerly  was  appointed 
agent  Peabody  &  Co.  put  fifty  machines 
of  this  make  into  the  auction  room  for 
sale.  Phizacerly  complained  bitterly,  but 
he  is  now  doing  fairly  well  with  the  line 
at  $85  to  $100.  American  manufacturers 
should  deal  direct  with  the  agent  and 
leave  the  middlemen  out  of  the  running 
altogether. 

Examples  of  American  Successes. 

American  wheels  of  high  grade,  if  pro- 
perly handled,  more  than  hold  their  own 
with  the  British  product.  As  an  exam- 
ple, the  Sydney  Cycle  company  is  sole 
agent  for  the  Cleveland  in  New  South 
Wales  and  handles  the  Cleveland  almost 
exclusively.  It  has  nice  premises,  runs 
its  house  on  up-to-date  lines,  advertises 
Judiciously,  and  as  a  consequence  is  one 
of  the  busiest,  if  not  the  busiest,  firms  in 
New  South  Wales.  It  lists  the  Cleveland 
at  $125  and  can  sell  them  almost  as  fast 
as  they  can  land  them.  Take  also  James 
Smith  &  Sons,  of  Brisbane,  Rockhamp- 
ton,  and  Charters  Towers,  Queensland. 
This  firm  holds  the  agency  for  two  En- 


glish machines  and  one  American,  the 
Stearns.  It  makes  the  American  the  lead- 
er, handles  it  properly,  and  is  progres- 
sive, and  the  result  is  that  the  Stearns  is 
the  most  popular  bicycle  in  Queensland. 
Very  few  American  whe^s  are  repre- 
sented in  Western  Australia. 

Native  Manufactures  Growing. 

There  is  a  good  opening  in  Australia 
for  American  parts.  In  every  colony 
there  are  a  lot  of  local  manufacturers 
who  build  from  English  parts,  principally 
B.  S.  A.  and  Perry's.  These  Australian- 
built  machines  hold  their  own  with  the 
imported  article.  The  very  cheapest 
make  sells  at  $62,  while  others  run  as 
high  as  $125.  The  Dux  is  one  of  the  best. 
It  is  built  of  B.  S.  A.  parts  by  the  Dux 
Cycle  company,  of  Melbourne.  Next  to 
the  Dux  comes  the  Bell,  built  by  a  New 
South  Wales  firm  from  Perry's  parts,  and 
sells  from  $85  upwards. 

Of  the  American  machines  on  the  Aus- 
tralian market,  the  Cleveland,  Columbia, 
Dayton,  White  Flyer,  Stearns,  Monarch, 
Rambler  and  Union  are  most  popular. 
The  Columbia  chainless  is  the  best  of  the 
chainless  bicycles,  but  the  price  of  $150 
asked  by  the  New  South  Wales  agents  is 
almost  prohibitive. 

There  are  on  the  Australian  market  at 
present  English,  American,  Canadian, 
Italian,  German,  French  and  home-made 
bicycles,  so  the  Australian  has  a  suffi- 
cient choice. 

Pointers  on  Equipment. 

Hickory  handle  bars  are  coming  much 
into  favor  and  hundreds  of  riders  are  to 
be  seen  daily'  with  them  fitted,  to  their 
mounts.  They  are  not  likely  to  super- 
sede the  steel  handle  bar,  however. 

The  appearance  of  a  machine  as  it 
stands  in  an  agent's  show  room  has  a 
great  deal  to  do  with  its  sale.  Many  of 
the  American  manufacturers  do  not  seem 
to  recognize  this  fact  and  send  out  the 
upturned  handle  bars,  which  do  not  add 
to  the  appearance  of  the  machine,  and 
the  agent  shows  the  machine  with  these 
bars,  that  are  never  used  here  except  by 
aged  gentlemen.  If  the  samples  were  fit- 
ted with  attractive  bars  and  other  equip- 
ment, the  sales  of  American  machines 
would  be  still  larger. 

The  wood  mud-guard  should  be  dis- 
carded altogether.  It  is  never  used,  for 
the  simple  reason  that  the  average  Aus- 
tralian does  not  bother  about  mud- 
guards at  all;  and  such  as  do  buy  the 
rubber  guards,  that  cannot  be  noticed 
when  in  use. 

Gear  Cases  Not  Popular. 
Much  has  been  written  as  to  the  de- 
sirability of  fitting  gear  cases  to  Amer- 
ican wheels.  For  the  Australian  trade 
American  manufacturers  need  not  bother 
about  gear  cases,  as  90  per  cent  of  the 
riders  do  not  use  them,  and,  if  the  writer 
is  not  very  much  mistaken,  they  never 
will. 

The  most  popular  style  of  machine  at 
the  present  time  is  a  22-inch  frame  fitted 
with  ^rf-inch  wheels.  Anything  higher 
than  24  inches  is  not  in  much  demand, 

although  of  course  for  very  tall   riders 

a  26-inch  frame  is  desired,  though  very 

few  are  purchased. 

Gendron  Co.  Adopts  Union  Label. 

The  Gendron  Wheel  company  of  Toledo 
has  adopted  the  union  label  of  the  Bicycle 
Workers'  International  Union,  and  here- 
after all  macliiines  turned  out  by  the  com- 
pany will  bear  that  mark.  The  repre- 
sentatives of  the  union  are  greatly  pleas- 
ed by  the  action  taken  by  the  Gendron 
company,  and  belleveing  it  to  be  a  fore- 
runner of  future  achievements  in  this 
ll»8,  will  begin  active  work  in  other  cit- 
ies. President  Mulholland  says:  "This 
step  of  the  Gendron  people  shows  them 
to  be  in  advance  of  their  competitors  on 
this  question,  and  is  one  that  cannot  fail 
to  be  recognized  by  organi?;^^  labor." 


SINGLE  TUBE  TIRES  IN  FRANCE 


INTRODUCTION  HAS  BEEN  SLOV^ 


Clement^Qladiatur^Humber    Support    of 
Dunlops  Discouraged  Their  Sale- 
Situation  Now  Favorable. 


The  single  tube  tire  has  had  greater 
obstacles  to  overcome  in  France,  prob- 
ably, than  anyvfhere  else.  In  addition 
to  the  faot  that  detachable  tires  were 
the  first  to  come  into  use,  and  that  the 
French  people,  like  other  Europeans,  are 
slow  to  adopt  new  things,  there  have 
been  some  barriers  to  the  introduction  of 
the  single  tube  tire  in  France  which  have 
not  existed  elsewhere,  quotes  the  India 
Rubber  World  from  George  R.  Ostheimer, 
of  Paris. 

In  the  first  place,  three  of  the  leading 
French  bicycle  concerns  formed  a  syndi- 
cate, under  an  agreement  to  use  only  the 
Dunlop  tires  on  their  machines.  "These 
were  Clement  &  Co.,  makers  of  the  Clem- 
ent bicycles;  A.  Darracq,  maker  of  the 
Gladiator,  and  Humber  (France).  When 
it  is  considered  that  these  firms  control 
more  than  half  the  bicycle  trade  of 
France  —  possibly  two-thirds  —  and  that 
their  example  doubtless  has  had  an  ef- 
fect even  upon  that  portion  of  the  trade 
not  under  their  direct  control,  it  is  easy 
to  see  how  potential  their  action  must 
have  been  in  discouraging  ths  sale  of  sin  • 
gle  tubes. 

Reduction  of  Detachable  Tire  Prices. 

The  Dunlop  people  organized  a,  com- 
pany in  France  (Compagnie  Francaiae 
Pneumatiques  Dunlop),  with  a  capitaliza- 
tion of  $3,500,000.  Their  first  step  was  to 
seize  tires  made  by  several  French  rubhrr 
concerns,  against  whom  they  brought 
suit  for  infringement.  The  defendants 
combined  to  protect  their  interests,  the 
litigation  ending  in  a  decision  against 
the  validity  of  the  Dunlop  patents  in 
France.  As  a  result,  nearly  every  rubber 
factory  in  that  country  began  making 
tires  of  the  Dunlop  type,  and  generally 
at  much  lower  price  than  is  charged  by 
the  Dunlop  company.  Consequently,  when 
a  good  single  tube  tire  is  offered  in  Paris 
today,  its  price  is  higher  than  that  of 
many  makes  of  detachable  tires,  whereas 
in  England  the  lowest  prices  for  tires  of 
this  class  are  still  much  higher  than  the 
single  tube  sort.  While  this  patent  de- 
cision gave  the  Dunlop  company  a  set- 
back, it  still  has  the  powerful  support  of 
the  Clement-Gladiator-Humber  combina- 
tion. 

Repairmen  Unfriendly  to  Single  Tubes. 

The  tire  repair  shops  in  France  are  still 
controlled  for  the  most  part  by  interests 
unfriendly  to  the  single  tube  tires,  and 
every   attempt    is    made   to    cultivate    a 
popular  belief  that  the  single  tubes  are 
hard  to  repair.    But  even  when  a  favor- 
able impression  has  been  made  by  the 
single  tube,  it  does  not  follow  that  the 
cyclist  will  at  once  invest  in  a  pair.     If 
his- wheel  rims  have  been  channeled  for 
Dimlop  tires,  as  is  most  likely  to  oe  the 
case,  he  will  feel  like  continuing  to  use 
the  Dunlops  until  the  need  comes  for  a 
new  wheel.     The  introduction  of  single 
tubes    anywhere   in    Europe   must   come 
about  through  infiuencing  the  manufac- 
turers of  bicycles  to  use  them  as  a  part 
of  their  equipment,  and  it  will  be  found 
easier  to  influence  the   producers   on   a 
small  scale  than  the  large  manufacturers. 
As  for  American  tires,  it  must  be  remem- 
bered that  France  has  two  schedules  of 
import  duties — a  "general"  and  a  "mini- 
mum" rate — and  that  the  former  is  ap- 
plied, as  a  matter  of  discrimination,  to 
goods  coming  in  from  the  United  States. 
In  spite  of  this  formidable  li?t  of  dis- 
couraging influences,  Mr.  Ostheimer  ox- 
pressed  tix§  firm  conviction  that   single 


The  Cycle  Age  and  Trade  Review 


159 


jf'ARE     THE 

ONLY 
iSiJOOLS  YOULU 

NEED. 


TRADE 
MARK 


mm 


Significant  Opinions 


from* 
JIgents 


(From  Cycle  Age  of  Sept.  15th.) 

"In  the bicycle  the  tires  are  not  cemented  on  well, 

and  invariably  have  to  be  re-cemented  before  th*'  wheels  can 
be  put  in  use.  With  closer  attention  to  better  tires,  etc.,  it 
would  be  a  most  desirable  wheel  for  my  trade. 

UEO.  W.  Austin,  ueutral  Lake,  Mich." 


"I  prefer  a  good,  guaranteed  single  tube  tire  to  any  other 
on  the  marki-t:  they  will  hold  air  better  and  are  more  easily 
repaired,  and  when  thev  are  beyoid  repair  will  th  n  make  a 
good  casing  that  will  outwear  most  of  the  ordinary  casings, 
which  are  too  light  and  thin. 

Theo.  H.  Bolte,  Kearney,  Neb." 

In  other  "-ords.  when  it  is  no  longer  any  use  as  a  single 
tube  tire  its  usefulness  can  be  prolonged  by  converting  it 
into  a  double-tube. 


"One  other  thing  is  the  Dunlop  Tire  fitted  on  Crescent 
wheels  at  the  same  price  as  the  single  tubes  Thi>  has  been 
a  gr  at  success  as  oomp  red  with  any  other  tire,  and  I  recum- 
mend  it  in  every  respect.  We  have  had  an  unnsual  demnnd 
for  cheap  single  tube  tires,  and  they  have  given  universal 
disappointment  and  trouble. 

Gardnee  R.  Hathaway,  Marblehead,  Mass." 


"We  have  always  advocated  single  tube  tlr^s  until  this 
season,  but  will  in  future  push  some  style  of  double  tubes. 
C.  H.  Whitmoee  &  Co.,  South  Bend,  Ind." 


"Tires  cannot  be  repaired  simply  enough  to  suit  the  rid- 
ers. The  cheap  single  ttbe  has  injured  the  whole  single 
tube  family.  KoscoB  Langley,  Silverton,  Ore." 


(From  Cycle  Age,  Sept.  22nd.) 
"Tires  are  not,  as  a  rule,  well  cemented  onto  rims  at  fac- 
tory. L.  R.  Adams,  Demorest,  Ga." 

"My  ideal  wheel  would  be  a  chainless,  with  de- 
tachable tires,  etc  ,  etc.              K.  H.  Hinman,  Atwater,  O." 


(From  Cycle  Age.  Sept.  29th  ) 
"The  cheap  single  tube  tire  has  injured  the  whole  single 
tube  family  t  ■  some  extent,  and  Tiext  si^ason  will  see  the  de- 
trtchable  tire  more  p  pularthan  in  any  season  since  the  ad- 
vent of  pneumatic  tires.  E.  L.  Jennings,  Huntington,  Va." 


"I  would  like  to  see  a  single  tube  tire  at  any  price  that 
mil  take  the  pUce  of  a  double  tube  clincher  variety  of  good 
quality,  mth  customers  who  have  once  used  he  latter.  I 
fiml  wonderful  apostles  for  the  sinele  tube  kind,  but  none 
that  hnvt*  once  used  the  double  tube  clincher  Tires  gener- 
ally decide  a  dealer  in  the  h  mdliug  of  his  high  grnde  wheel, 
and  a  mist  »ke  in  that  decides  the  fate  of  the  wheel  in  the 
community.  Geo.  A.  Hoover,  Fayette,  la." 


Cbe  Jlttierican  Dunlcp  Cire  eottipany 


134  Cake  Street,  Cbicaao. 


Belleville,  (north  newark)  n.  3. 


TRADE 
MARK 


36-3$  Combard  St.,  toronto. 


/amfM 


mmi 


WOULD  YOU  HIRE 


LEAGUEKIT 


the  puncture  doctor,  mends  sin- 
gle-tube tires.  Makes  quick  and 
sure  cement  repair,  or  quick  and 
sure  plug  repair — only  tool  that 
does  the  work  of  two  kits  at  the 
price  of  one.  Being  catalogued 
by  large  dealers  everyvfhere. 
Better  drop  us  a  line. 


a  one-legged  salesman  to  show  your  wheels? 

Cheap  tires  are  one=Iegged  salesmen.  Always  and 
everywhere,  lifeless  and  slow,  they  are  a  positive  injury  to  any 
decent  wheel. 

Speed  is  not  an  accident,  it's  a  result,  and  springs 
invariably  from  the  same  cause — the  right  rubber  in  combination 
with  the  right  fabric.  And  there  aren't  half  a  dozen  right  rubbers 
and  fabrics;  only  one  grade  of  each  produces  speed — Fine  Para 
rubber  and  selected  Sea  Is'and  fabric.  The  supply  of  both  is 
limited,  and  the  price  always  high.  No  maniifacturer  can 
afford  to  use  either  in  cheap  tires. 

Now,  you  want  your  wheels  to  run  their  best  and 

look  their  best,  don't  you?  Then  give  them  able-bodied  tires, 
made  of  live,  springy,  Fine  Para  rubber  and  strong,  elastic  Sea 
Island  fabric. 

These  twa  go  into  Leagues — and  nothing  but  these,  no 
soft  rubber,  no  substitute,  no  cheap  fabric.  That's  why  "Get 
There  and  Get  Back"  Tires  fairly  bound  with  life  and  lightness. 

New  York 25  Park  Place. 

Philadelphia 308  Chestnut  Street. 

Chicago 143-145  Lake  Street. 

St.  Louis 411  No.  Third  Street. 

San  Francisco 509-511  Market  Stieet. 


NtWYORKBELTING&PACKING  CO.LTD 


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The  Cycle  Age  and  Trade  Review 


tube  tires  are  winning  favor  in  France 
and  constantly  finding  wider  use.  He 
thought  it  not  improbable  that  in  the  end 
single  tubes  might  suddenly  become 
adopted  on  a  large  scale,  as  was  the  case 
with  the  vehicle  tires.  Better  facilitie-s 
exist  now  than  formerly  for  getting  •  hes'.^ 
tires  repaired,  while  riders  are  learning 
to  mend  them  themselves. 


CHEAP  CYCLES  AS  LEADERS 


Dealers  Thoroughout  Kansas  Will  Push  Low  Priced 
Goods  Next  Year— Money  Plentiful. 


Topeka,  Dec.  6. — An  extensive  tour  of 
Kansas  discloses  the  fact  that  the  average 
dealer  expects  the  coming  year  to  be 
characterized  chiefly  by  a  general  demand 
for  cheap  bicycles.  All  indications  point 
to  this.  There  is  more  money  in  the  state 
than  there  has  been  for  twenty  years, 
owing  to  high  prices  received  for  crops 
and  cattle,  and  the  people  and  land  are 
marked  by  a  general  air  of  prosperity, 
but  there  has  been  within  the  past  few 
years  a  revulsion  of  feeling  against  high- 
priced  bicycles. 

When  the  manufacturer  of  a  well 
known  high  -  priced  machine  recently 
knocked  $50  off  the  price  of  his  leader,  it 
did  not  create  more  than  passing  com- 
ment in  this  state.  Even  at  the  greatly 
reduced  price,  the  prospective  purchaser 
feels  that  he  can  satisfy  his  wants  for 
less  money. 

One  dealer  in  Hutchinson  carried  sev- 
eral lines  at  different  prices,  but  one  of 
his  cheap  machines,  scarcely  known  at 
the  opening  of  the  season,  had  the  best 
run,  and  he  confidently  expects  to  make 
much  progress  in  a  business  way  next 
season  by  pushing  this  machine  as  his 
leader.  In  Wichita,  Arkansas  City,  New- 
ton, Dodge  City,  Lyons,  Sterling,  Nicker- 
son,  Wellington,  Winfield,  Fredonia,  Par- 
sons, Pittsburg,  Kansas  City,  Leaven- 
worth, Atchison,  Manhattan,  Junction 
City,  Abilene,  Clay  Center,  Concordia,  and 
Washington — all  in  Kansas — the  feeling 
is  the  same,  and  the  local  dealers  have 
hopes  builded  high  on  the  cheaper  lines. 


Safeguarding  Against  Accidents. 

Any  bicycle  put  on  the  market  today 
which  does  not  contain  in  its  mechanism 
the  practical  improvements  which  have 
in  view  the  safety  of  the  individual  rider 
and  the  safety  of  the  public  should  be 
condemned  by  public  authority,  for  they 
are  a  menace  to  limb  and  life,  writes  P. 
W.  Pratt,  of  the  Robert  Malcomb  Co.,  of 
San  Francisco,  to  Cycle  Age.  Observa- 
tions on  the  hilly  streets  of  the  Golden 
Gate  have  given  him  positive  views  on 
this  subject.  The  law  of  common  sense, 
he  says,  teaches  the  necessity  for  a  brake 
and  bell  by  day,  and  a  lamp  at  night. 
Sooner  or  later  the  ordinances  of  every 
town  and  city  will  require  all  of  the 
above  appliances  in  their  most  improved 
form.  The  rider  must  have  the  power  to 
stop  his  bicycle  quickly  and  positively  in 
any  emergency,  and  must  sound  an  audi- 
ble warning  by  day  and  carry  a  visible 
signal  by  night  of  his  swift  and  silent 
approach.  As  the  use  of  the  bicycle  ex- 
tends year  by  year,  an  effectual  brake 
and  a  good  lamp  become  indispensable 
necessities,  which  are  more  and  more  be- 
ing demanded  in  progressive  municipali- 
ties. Every  precaution  against  accident 
should  be  taken  by  manufacturer,  dealer 
and  rider  to  prevent  any  indictment 
against  the  bicycle  on  account  of  dan- 
ger, and  to  cultivate  a  general  sense  of 
utility  and  security  in  the  widespread  use 
of  these  invaluable  aids  to  human  trans- 
portation. 

Hore  Para  Rubber  Will  be  Used. 

"There  is  every  prospect  of  coarse  Para 
rubber  keeping  up  in  price,"  said  a  tire 
manufacturer  recently.    "Last  year  a  lot 


of  manufacturers  used  African  grades  in 
tires,  with  the  result  that  the  domand  for 
coarse  Para  seemed  likely  to  become  l'"'ss 
pressing.  But  the  African  rubber  did  not 
stand  the  test  of  wear,  and  now  some  o' 
those  manufacturers  wish  they  had  stuck 
to  Para  rubber.  And  there  was  enoiujii 
African  rubber  used  by  people  in  this 
class  to  make  a  difference  in  the.  cost  of 
the  other  sort  when  the  tire  people  come 
to  filling  their  requirements  for  this  sea- 
son."   

PULL=OUT  FRONT  FORK  STEH 


Suggestion  for  Facilitating  Front  Fork  Repairs — 
Also  of  Value  for  Tire  Mending. 


It  is  an  annoying  feature  of  front  fork 
repairs  that  the  steering  head  bearings 
must  be  taken  apart  and  reassembled 
every  time  the  front  forks  are  removed 
from  the  bicycle  Steering  head  bearings 
are  usually  without  ball  retainers  and 
some  time  and  care  must  be  given  to 
handling  these  bearings,  even  though  the 
occasion  is  merely  a  three-minute  job  of 
some  kind  on  the  forks.  There  being  no 
need  of  taking  steering  head  bearings 
apart  during  the  riding  season  except  for 
the  removal  of  the  front  forks,  it  is  ob- 
vious that  a  pull-out  device  on  steering 
heads,  by  means  of  which  the  forks  could 
be  removed  without  disturbing  even  ihe 
adjustment  of  the  bearings,  would  be  as 
desirable  as  pull  -  out  hub  and  hanger 
axles  intended  to  make  more  handy  the 
work  of  removing  and  replacing  wheels 
and  hanger  parts.  That  a  pull-out  steer- 
ing head  stem  is  not  common  seems  to 
be  mainly  because  it  has  never  as  yet 
been  publicly  tried. 

In  the  illustration  is  shown  a  form  of 
steering  head  with  the  pull-out  feature. 


The  design  is  not  given  as  the  best,  but 
merely  as  a  suggestion.  It  can  be  changed 
to  suit  any  builder's  tastes.  As  here 
shown,  the  steering  head  is  of  large  diam- 
eter and  all  cups  inside,  leaving  the  outer 
surface  flush.  This  feature  has,  however, 
nothing  to  do  with  the  pull-out  scheme. 
The  lower  ball  cup,  A,  is  inverted  and 
screws  into  the  lower  end  of  the  steering 
head  tube,  abutting  against  a  shoulder 
to  avoid  the  necessity  of  a  lock  nut.  The 
upper  cup,  E,  is  also  inverted,'  and  screws 
into  the  head  in  the  same  manner  as  the 
lower,  except  that  it  is  run  down  into  the 
tube  far  enough  to  allow  for  a  washer,  P, 
and  lock  nut,  G,  above,  the  lock  nut  also 
screwing  into  the  threaded  end  of  the 
steering  head  tube.  A  cylindrical  sleeve, 
D,  is  formed  with  seatings  at  its  ends  for 
the  cones,  B.  The  bearing  is  then  com- 
plete when  this  sleeve,  the  cones,  cups, 
balls,  washer  and  lock  nut  are  in  place. 
The  cups  can  well  be  fitted  with  ball  re- 
tainers. The  lower  end  of  the  sleeve  is 
provided  with  serrations  like  the  teeth  of 
a  saw  and  around  the  lower  end  of  the 
front  fork  stem,  which  is  turned  to  fit 
the  interior  of  the  sleeve  snugly,  is  a 
shoulder,  C,  the  upper  face  of  which  is 
provided  with  serrations  matching  those 
on  the  lower  end  of  the  sleeve.  The  up- 
per end  of  the  stem  is  threaded  in  the 


usual  manner  and  a  long  cylindrical  lock 
nut,  H,  with  spanner  holes,  K,  around  its 
upper  end,  is  adapted  to  screw  on  to  the 
stem  after  the  latter  has  been  slipped  in- 
side of  the  sleeve,  and  by  being  tightened 
till  it  bears  firmly  on  the  upper  end  of 
the  sleeve,  locks  the  stem  and  sleeve  to- 
gether, thus  making  the  fork  stem  a  part 
of  the  bearing.  The  handle  bar  may  be 
fastened  in  any  of  the  popular  ways.  In 
the  illustration  the  bar  is  provided  for 
by  a  clamp,  J,  which  binds  around  the 
upper  projecting  end  of  the  stem  and 
which  carries  a  forward  extension  clamp 
for  the  bars.  As  before  mentioned,  the 
minor  details  of  design,  such  as  cone  and 
cup  shape  and  arrangement,  bearing  lock- 
ing device,  and  handle  bar  fastening,  may 
be  varied  to  suit  the  designer. 


NEW  INCORPORATIONS,  ETC. 


Chapman  Bearing  Co.  and  Tire  Inflating  Co.  Incor> 
porate  in  Maine -Wilhelm  Co.  Reorganizing. 


The  Automatic  Tire  Infiator  company 
has  been  organized  at  Portland,  Me.,  for 

the  manufacture  and  sale  of  patent  tire 
inflators,  with  $50,000  capital  stock,  of 
which  nothing  is  paid  in.  The  officers 
are:  President,  William  Howard  Paine 
of  Providence,  R.  I.;  treasurer,  Mary 
Elizabeth  Paine  of  Providence,  R.  I. 

The  Chapman  Double  Ball  Bearing 
company  has  been  organized  at  Portland, 
Me.,  for  the  purchase  and  control  of  an 
invention  known  as  the  Chapman  double 
ball  bearing,  with  $500,000  capital  stock 
of  which  nothing  is  paid  in.  The  officers 
are:  President,  Chas.  H.  Chapman  of  Gro- 
ton,  Mass.;  treasurer,  Levi  Wallace  of 
Ayer,  Mass. 

The  New  England  Tricycle  company, 
which  was  burned  out  in  Tyler  Citv, 
Conn.,  recently,  has  taken  new  quarters 
in  New  Haven,  where  it  will  continue  to 
make  tricycles.  The  concern  employs 
about  fifty  hands. 

The  Wilhelm  bicycle  factory  in  Ham- 
burg, Pa.,  has  been  temporarily  shut 
down  pending  a  reorganization  of  the 
company  and  an  increase  of  capital  stock 
to  extend  the  works  and  increase  the  ca- 
pacity. 

The  entire  outfit  of  the  Gem  Cycle 
Works  of  Toledo,  O.,  has  been  purchased 
by  Barnum  &  Shirley  and  moved  to  a  new 
location. 

Merriman  Bros.  &  Co.,  of  Ft.  Atkinson, 
Wis.,  are  adding  the  necessary  facilities 
to  their  shops  to  undertake  the  manufac- 
ture of  bicycles  on  a  limited  scale. 


CHANGES  AMONG  DEALERS 


Dissolutions  of  Partnerships,  Changes  of  Location, 
New  Agencies  Placed  and  New  Business. 


The  bicycle  firm  of  Van  Horn  &  Davis, 
in  Utica,  N.  Y.,  has  dissolved  partnership, 
G.  Fred  Davis  retiring  from  the  firm. 

B.  L.  and  A.  W.  Pequegnat,  who  con- 
ducted the  St.  Louis  Bicycle  Exchange  in 
St.  Louis,  Mich.,  have  dissolved  partner- 
ship, the  former  retiring  and  the  latter 
continuing  the  business. 

Tufts  &  Thayer,  of  Palmer,  Mass.,  have 
dissolved  partnership,  Thayer  retiring 
and  Tufts  continuing  the  business. 

Edward  Brabner  has  opened  a  bicycle 
-'■--o  ^^^  Auburn,  Mass. 

J.  Allen  Darnaby  of  Lexington,  Ky., 
has  bought  out  the  "Cyclery"  at  293  Lin- 
coln street,  Chicago,  and  merged  it  into 
the  J.  Allen  Darnaby  Cycle  Works.  He 
will  deal  in  tandems,  bicycles  and  all 
kinds  of  bicycle  supplies. 

'W.  p.  Beachv  &  Co.,  who  conduct  a 
cycle  store  and  livery  in  Johnstown,  Pa., 
have  removed  to  larger  quarters  and  ad- 
ded a  stock  of  novelties. 

W.  P.  Ferman  of  Tampa,  Fla.,  haa  tak- 
en the  agency  of  the  Cleveland  line  which 
was  formerly  handled  in  Tampa  by  the 
Tropical  Wheel  company. 


The  Cycle  Age  and  Trade  Review 


161 


Shelby  Steel  Tube  Company 


THE  LARGEST  MANUFACTURERS 
IN  THE  WORLD  OF 


SEAMLE 


FOR  BICYCLES 


ALSO 

Fork  Sides  Fork  Stems  Complete 

D  Rear  Forks  D  Rear  Stays 

Round  Rear  Forks  Round  Rear  Stays 

Bent  Tubes  for  Ladies^  Wheels  and 

Continuous  Forks,  Front  and  Rear* 


BENT  TUBES. 


REAR  FORK. 


CONTINUOUS  FORK. 


REAR  STAY. 


FORK  STEM. 


Catalogue  of  these  specialties  now  ready  for  dis- 
tribution, which  will  be  mailed  on  application. 


i 


offices: 

CHICAGO,  .  -  -  -  t35  Lake  Street 
NEW  YORK,  -  -  -  -  J44  Oiambers  Street 
CLEVELAND,  -        -  American  Trtist  Building 


A 


factories: 

Shelby,  O.;  Toledo,  O.;  EUwood,  Pa.;  Greenville,  Pa. 

FOREIGN  OFFICE  AND  WAREHOUSE: 

29  Constitution  HiU,  Birmingham,  Eng. 


162 


The  Cycle  Age  and  Trade  Review 


GROWTH  OF  A  REPAIR  SHOP 


Expert   Machinist  Starts  Without  Money   or  Bicycle  Ex= 
perience  and  Builds  up  a  Fine  Trade 


Th,*  excfelfent  chance  there  is  I'or  a  flrst- 
fclass  mechanic  with  but  little  money  to 
make  a  repair  shop  pay  and  to  enlarge 
it,  is  well  illustrated  by  a  shop  in  a  north- 
ern Illinois  town  of  about  three  thousand 
people.  The  difficulties  and  disappoint- 
ments of  the  repair  business  may  be  great 
and  varied,  but  the  actual  experience  of 
a  shopman  who  has  been  successful  can 
but  show  that  these  difficulties  can  be 
met  and  overcome  by  the  right  sort  of 
mechanic  who  goes  into  the  business  to 
win. 

Begins  With  flodest  Equipment. 

Up  to  1894  the  proprietor  of  the  shop 
mentioned  had  never  been  engaged  in  any 
form  of  bicycle  business.  He  was  a  first- 
class  machinist  and  toolmaker  and  had 
worked  in  the  toolrooms  of  such  shops 
as  watch  factories  and  gas  engine  works. 
During  the  winter  of  '94-'95  he  set  up  a 
little  experimental  machine  shop  in  a 
spare  room  of  his  home.  The  outfit  com- 
prised mainly  a  few  well  selected  bench 
tools  such  as  had  been  his  property  while 
working  in  factories,  and  a  small  watch- 
maker's bench  lathe  that  he  managed  to 
buy  while  working  at  the  Elgin  watch 
factory.  A  little  model  making  carried 
him  along  during  the  winter  and  in  the 
early  spring  some  one  suggested  that 
there  was  a  good  chance  for  him  to  start 
a  bicycle  repair  shop.  Accordingly  he 
built  a  small,  cheap  shop  building  about 
fifteen  by  twenty  feet  in  size,  and  opened 
a  repair  shop.  About  bicycles  he  knew 
but  little  and  his  outfit  comprised:  a  small 
assortment  of  machinists'  tools,  the 
watchmaker's  lathe,  a  few  appliances  for 
making  tire  repairs,  and  a  gas  pipe  post 
to  hold  bicycles  on  while  work  was  being 
done  on  them. 

Cycle  Work  Becomes  Plentiful. 

Along  in  the  early  part  of  May  it  began 
to  develop  that  there  was  plenty  of  work 
in  the  bicycle  line  to  be  had,  and  as  the 
proprietor  of  the  shop  had  found  that 
his  mechanical  ability  was  sufficient  to 
enable  him  to  pick  up  the  bicycle  end  of 
the  business  readily,  he  determined  to  go 
into  it  a  little  more  deeply.  So  a  gasoline 
engine  and  an  engine  lathe  were  added 
to  the  equipment  of  the  shop.  The  policy 
of  putting  in  the  lathe  at  a  time  when 
many  other  appliances  of  a  more  strictly 
bicycle  nature  were  lacking  was  a  doubt- 
ful one,  but  the  shopman  being  a  me- 
chanic rather  favored  the  machine  tools 
in  preference  of  the  other  necessaries  of 
a  first-class  shop.  Lathe  work  came  in 
fairly  well,  but  bicycle  work  also  came 
into  tlie  shop  and  proved  more  profitable 
than  the  machine  work,  and  by  the  time 
that  the  riding  season  was  fairly  well 
started  the  shopman  found  it  necessary  to 
provide  himself  with  more  bicycle  appli- 
ances. Nothing  was  purchased,  however, 
such  things  as  were  deemed  useful  in  the 
accomplishment  of  repairs  being  home 
constructed.  By  the  middle  of  the  sum- 
mer the  shop  was  equipped  with  as  many 
tools  and  appliances  as  were  commonly 
found  in  repair  shops  of  that  time  and  the 
repairer  had  come  to  be  fairly  proficient 
in  performing  the  simpler  repairs  brought 
to  him.  There  being  no  shops  in  that  lo- 
cality which  were  capable  of  doing  a 
wider  range  of  work,  it  was  an  easy  mat- 
ter to  get  custom  and  to  hold  it,  1895  be- 
ing, as  will  be  remembered,  a  good  bicy- 
cle year  from  almost  every  trade  stand- 
point. 

Some  time  in  August  of  that  surnmer 
the  shopman  discovered  while  on  a  pur- 


chasing tri^  TO  Chicago  that  there  was 
money  to  be  made  with  a  brazer.  He  ac- 
cordingly bought  one  and  returned  home 
ready  to  do  work  which  no  other  shop  at 
that  time,  within  a  radius  of  twenty  miles 
from  his  town,  was  fixed  for  accomplish- 
ing. Previously  to  the  purchasing  of  the 
brazer  he  had  been  doing  as  all  small  re- 
pairers were  accustomed  to  do  in  the 
case  of  repairs  that  called  for  brazing 
work,  that  is,  he  had  sent  the  jobs  to  the 
nearest  large  city,  in  this  case,  Chicago. 
A  few  weeks'  use  of  the  brazer  developed 
the  fact  that  most  brazing  jobs  made 
necessary  some  kind  of  enemeling  after- 
ward. The  result  of  the  discovery  was 
the  putting  in  of  an  assortment  of  air 
drying  enamels.  The  course  led  to  more 
difficulty  than  it  did  to  profit,  and  so  the 
repairer  began  to  look  into  the  baking  en- 
amel question.  At  this  time  there  were 
few  small  repairers  who  knew  anything 
about  baking  ovens  or  the  work  of  apply- 
ing baking  enamel,  so  that  this  one  was 
no  worse  off  than  those  who  had  been  in 
the  business  much  longer.  A  traveling 
salesman  from  an  enamel  house  gave  him 
the  general  principles  of  enameling  and 
of  the  construction  of  baking  ovens.  Tak- 
ing the  salesman's  information  for  a  ba- 
sis and  his  own  ingenuity  for  the  other 
requirements  the  repairer  built  an  enam- 
eling oven  and  started  in  to  enamel 
frames.  The  oven  was  built  of  sheet  iron 
and  heated  by  a  gasoline  burner  in  much 
the  same  manner  as  are  the  small 
enameling  ovens  now  on  the  market.  The 
first  frame  enameled  caused  almost  every- 
thing but  tears,  and  though  the  workman 
persevered  he  did  but  little  enameling 
work  for  his  patrons  that  season.  During 
the  winter,  however,  when  the  traveling 
men  began  to  come  around  in  large  num- 
bers, a  lot  of  useful  information  was  col- 
lected, and  this  after  being  sorted  out 
and  what  seemed  to  be  practical  put  into 
experimental  operation,  led  to  fair  suc- 
cess in  the  work.  A  home  discovery  was 
that  for  some  reason  or  other  it  was  im- 
possible to  keep  the  frames  clean  while 
working  on  them,  and  that  dirt  was  sure 
to  collect  in  the  soft  enamel  and  leave 
the  frame  specked  after  baking.  A  little 
study  led  to  the  conclusion  that  a  sepa- 
rate room  was  necessary  for  good  enam- 
eling purposes.  From  the  time  that  the 
enameling  room  was  boxed  off  in  one 
corner  of  the  shop  the  repairer  began  to 
give  special  attention  to  enameling  with 
the  result  that  before  the  next  season  was 
closed  as  good  work  was  turned  out  of 
that  little  room  as  ever  came  from  a  fac- 
tory. The  enameling  room  is  now  an  im- 
portant part  of  that  shop  and  any  kind 
of  fancy  and  decorative  work  is  taken. 
The  workman  has  yet  to  have  his  first 
view  of  the  inside  of  any  enameling  room, 
large  or  small,  besides  his  own. 

flakes  New  Tools  in  Winter. 

During  the  winter  of  '95-'96,  while  work 
was  slack,  much  time  was  given  to  the 
further  equipment  of  the  shop.  Number- 
less home-made  tools  were  added,  includ- 
ing a  first-class  polishing  and  buffing  ta- 
ble and  a  grinder.  A  grinding  attachment 
was  also  added  to  the  lathe,  thus  making 
possible  the  accurate  grinding  of  cups 
and  cones  after  tempering.  A  forge  was 
put  in  at  little  expense  and  during  the 
winter  months  the  proprietor  practiced 
sufficiently  to  enable  him  to  bend  first- 
class  handlebars  by  the  heating  process. 

Early  in  the  season  of  '96  the  idea  of 
building  bicycles  in  the  shop  was  con- 


ceived, and  the  plan  was  put  into  limited 
operation.  Never  having  worked  in  a 
bicycle  factory  and  never  having  built  a 
frame  the  repairer  did  not  run  the  risk 
of  going  ahead  before  he  was  ready  for 
the  work,  and  so  began  to  study  carefully 
the  various  points  concerning  frame  con- 
struction. The  first  bicycle  frame  built 
was  as  well  aligned  as  though  it  had 
been  erected  by  an  old  builder.  The  nest 
addition  to  the  shop  was  a  frame  vise, 
made  desirable  by  the  increasing  business 
in  the  bicycle  building  line.  The  shop 
continued  to  run  with  practically  this 
equipment  till  the  winter  of  '87-'98, 
the  only  other  thing  added  being 
a  vulcanizer  and  a'  home-made  as- 
sembling jack,  the  first  model  of  which 
was  made  in  the  fall  of  '96.  The  jack 
was  made  with  view  to  furnishing  some- 
thing on  which  a  bicycle  could  be 
knocked  down  or  assembled  right  side 
up,  or  on  which  some  parts  could  be 
worked  on  without  necessitating  the  re- 
moval of  other  parts.  The  jack  was  so 
successful  that  its  first  crude  form  was 
improved  upon,  and  before  the  season  of 
'97  had  opened  a  commercially  perfected 
jack  was  completed.  The  suggestion  was 
then  made  to  the  repairer  that  he  should 
market  the  jack,  and  figures  on  the  cost 
of  producing  them  in  quantities  were  ob- 
tained from  a  manufacturing  concern. 
The  result  was  that  a  small  lot  of  the 
stands  were  made  and  catalogues  were 
issued  and  sent  out.  Since  that  time, 
though  the  inventor  has  not  had  suffici- 
ent money  to  properly  advertise  or  push 
the  stand,  he  has  sold  a  fair  number  of 
them,  and  has  the  possibility  of  making 
considerable  money  in  the  near  "future. 
The  stand  was  the  result  of  a  little  careful 
thinking  and  a  desire  to  spend  all  the 
time  possible  in  perfecting  the  equipment 
of  the  shop  and  in  such  experimenting  as 
might  lead  to  future  profit. 

Becomes  Pretentious  After  Four  Years. 

In  the  spring  of  '98  a  good  drill  press 
was  added  to  the  shop,  which  in  '97  had 
been  rebuilt  and  enlarged.  An  office  and 
waiting  room  was  arranged  at  "the  front 
of  the  building,  the  room  being  nicely 
furnished  and  providing  an  attractive 
room  where  even  the  most  fastidious  lady 
customer  might  not  feel  timid  about  en- 
tering. The  room  has  also  been  valuable 
in  the  way  of  keeping  loafers  out  of  the 
workshop  room.  Soon  after  the  rebuild- 
ing of  the  shop  a  solid  cabinet  of  draw- 
ers with  a  hardwood  top  was  erected  to 
take  the  place  of  the  workbench  before 
used.  In  the  drawers  of  the  cabinet  all 
of  the  small  tools  are  carefully  kept,  the 
top  being  always  free  from  tools  and 
available  for  the  work  at  hand.  The  last 
home-made  machine  added  was  a  handle- 
bar bending  machine  on  which  any  form 
of  bar  q.an  be  bent,  the  work  being  done 
cold. 

The  shop  is  now  complete  to  do  any- 
work  that  can  possibly  be  done  in  a  re- 
pair shop,  the  only  kind  of  work  which 
is  ever  sent  out  being  the  nickel  plating. 
The  repair  work  for  a  section  of  country 
embracing  about  twenty  square  miles  and 
four  good  sized  towns  is  handled.  Busi- 
iess  has  of  course  at  times  been  dull,  but 
all  difficulties  have  been  met  in  some 
manner  or  other,  and  the  mechanic  who 
started  in  business  early  in  '95  with  an 
outfit  comprising  a  watchmaker's  lathe 
and  a  few  machinist's  tools  and  without 
the  slightest  experience  in  bicycle  work 
of  any  kind,  now  has  one  of  the  most 
complete  repair  shops  in  the  country,  is 
more  than  ordinarily  well  posted  on  bicy- 
cle construction,  has  a  probable  market 
for  a  sellable  repair  jack,  and  has  never 
yet  been  inside  of  a  bicycle  factory. 


Australia  boasts  the  only  regular  bi- 
cycle mail  service  in  existence.  Several 
long  mail  routes  are  covered  by  wheel- 
men, and  a  special  postage  stamp  has 
been  issued  for  that  service. 


The  Cycle  Age  and  Trade  Review 


163 


164 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Toggle    Action    Driving     flechanism  —  Bottom     Bracket 
Pressed  in  Two  Parts — Tricycle  Frame 


Nordell's  Bicycle. — The  reciprocating 
lever  driving  mechanism  of  which  a  plan 
view  partly  in  section  is  shown  has  the 
rear  wheel  and  axle  mounted  upon  ball 
bearings  in  the  fork  ends  by  means  of 
cone-bearing  collars  keyed  to  rotate  with 
the  axle.  Each  collar  carries  a  crank,  the 
end  of  which  is  journaled  to  a  lever, 
which  at  its  forward  end  carries  a  pedal. 
The  pedal  end  is  not  free,  however,  but  is 
journaled  to  form  a  toggle-joint,  together 
with  a  crank  which  is  fixed  upon  a  shaft, 


whose  position  corresponds  to  that  of  the 
crank  hanger  shaft  in  an  ordinary  bicy- 
cle. This  shaft  is  in  two  pieces  connect- 
ed by  bevel  gear  pinions  in  the  manner 
usually  employed  for  obtaining  recipro- 
cating action.  The  motion  of  the  pedals, 
it  will  be  noticed,  is  in  an  arc  of  a  circle, 
the  concave  side  of  which  is  to  the  front 
— a  somewhat  unusual  motion — and  the 
lateral  bending  stresses  to  be  borne  by 
the  rear  forks,  when  the  rider  would  bear 
down  with  his  entire  weight  on  one  pedal 
as  for  example  by  dismounting,  must  be 
very  great,  the  action  being  very  similar 
to  that  produced  on  an  ordinary  bicycle 
by  grasping  the  upper  and  lower  reaches 
of  the  sprocket  chain  and  pressing  them 
toward  each  other.  In  order  to  secure 
speed  the  inventor  proposes  the  use  of  a 
large  driving  wheel  and  a  multiplying- 
gear  between  the  pedal  lever  and  the 
rear  wheel.  The  patentee  is  Carl  Nor- 
dell  of  Stamford,  Conn. 

Pneumatic  Brake. — An  air  cylinder  is 
fastened  to  the  lower  portion  of  the  seat 
mast.  Within  the  cylinder  is  a  piston 
connected  to  the  driving  mechanism  of 
the  bicycle  by  a  piston  rod,  which  is  pro- 


vided with  a  stuffing  box.  The  connec- 
tion may  be  that  of  an  eccentric  and 
strap  of  the  usual  order,  operating  on 
the  crank  shaft.  Two  tubes  communicate 
with  the  cylinder,  one  at  each  side  of 
the  piston,  leading  to  a  valve  casing  at- 
tached to  the  handlebar  or  elsewhere, 
within  easy  reach  of  the  rider.  The  valve 
casing  contains  two  valves  which  are 
adapted  to  be  moved  together  and  there- 
by simultaneously  open  or  close  the  tubes- 
and  confine  or  release  the  air  on  both 
sides  of  the  piston.  In  the  illustration  is 
shown  a  graduated  valveport,  which  will 


enable  the  rider  to  slowly  or  partially 
close  the  valves  so  as  to  obtain  a  mod- 
erated brake  effect  as  when  descending 
long  grades.  If  the  valve  is  closed  and 
remains  closed,  the  air  at  one  end  of  the 
cylinder  will  be  compressed,  while  that 
at  the  other  end  will  be  expanded,  and 
when  the  reverse  stroke  takes  place  the 
air  previously  compressed  will  be  expand- 
ed with  equal  force  less  the  energy  lost 
by  radiation  of  heat  in  compressing,  and 
that  portion  of  air  previously  expanded 
will  be  compressed.  This  order  of  events 
will  not  add  materially  to  braking  ef- 
fort upon  the  motion  of  the  machine;  but 
when  the  rider,  keeping  time  with  the 
right-and-left  pedal  movement,  closes  the 
valve  as  the  pedal  moves  down  and  opens 
it  as  it  reaches  its  bottom  position  for  a 
moment  to  let  in  free  air  and  allow  the 
compressed  air  to  escape  and  immediate- 
ly close  it  again,  a  new  condition  will  be 
present  which  will  give  as  much  retarda- 
tion as  the  original  movement.  The  in- 
ventor is  Charles  Sears  of  Cleveland. 

Frame  Stampings. — The  illustration 
shows  the  construction  of  a  bottom 
bracket  with  frame  lugs  and  stub  for  at- 
tachment of  a  rear  fork  crown.  The 
bracket  is  formed  in  two  symmetrical 
halves  held  together  by  an  inner  sleeve 
with  beads  for  limiting  the  insertion  of 


ball  cups.  The  claim  is  for  a  "bicycle 
frame  having  a  cross-head  (bottom 
bracket)  and  a  stub  proceeding  rearward 
from  it,  said  cross-head  and  stub  being 
formed  of  two  parts  so  shaped  that  the 
seams  of  the  stub  will  lie  in  a  plane, 
which  is  transverse  to  the  crosshead,  and 
a  fork  having  a  crown-piece  provided 
with  a  stem,  which  telescopes  with  the 
stub  of  the  cross-head,  said  crown-head 
and  its  stem  being  formed  of  two  parts 
so  shaped  that  the  seams  of  the  stem  and 
the  stub  will  break  joints."  The  pat- 
entee is  Lee  Sturges  of  the  Chicago 
Stamping  company. 

Tricycle  and  Carrier. — It  is  the  object 
of  this  invention  to  provide  a  tricycle  of 
a  simple,  inexpensive,  and  strong,  con- 
struction, adapted,  by  reason  of  the  flexi- 
bility of  those  portions  of  the  frame  in 
which  the  driving  wheels  are  mounted,  to 
run  more  smoothly  and  easily  than  tri- 
cycles as  heretofore  constructed.  The  two 
rear  driving  wheels  are  journaled  in  the 
frame  so  as  to  revolve  each  independently 
of  the  other  and  each  adjusted  to  have 
vertical  movement  independent  of  the 
other.  There  are  consequently  two 
sprocket  wheels  on  the  crank  shaft,  one 
on  each  side,  and  from  these  motion  is 
ordinarily  imparted  to  the  rear  wheels 
concurrently.  In  the  operation  of  the 
machine,  however,  as  is  manifest,  when 
the  vehicle  follows  a  curved  instead  of  a 
straight  course,  as  in  turning  a  corner, 
the  outer  driving  wheel  will  be  caused  to 


travel  a  greater  distance  in  the  same  time 
than  the  inner  wheel,  and  obviously  if 
the  ordinary  solid  sprocket  wheels  were 
employed  this  would  cause  the  grinding 
or  scraping  of  the  tires  upon  the  ground. 
For  this  reason  two-part  front  sprock- 
et wheels  are  employed,  on  which  the 
sprocket  rim  is  allowed  to  slide  on  the 
spider  to  a  certain  extent  determined  by 
a  projection  which  limits  the  movement. 
As  the  arrangement  is  described  by  the 
patentee  the  work  of  propulsion  while 
tui'ning  a  curve  is  thrown  upon  the  inner 
wheel,  and  this  will  make  a  short  turn 
difficult,  if  the  tricycle  carries  a  heavy 
load  as  seems  to  be  a  contingency  kept  in 
view  by  the  inventor.    The  use  of  motor 


power  for  propulsion  of  this  style  of  tri- 
cycle is  also  among  the  possibilities  con- 
sidered in  the  claims.  The  two  rear  forks 
are  connected  by  a  flexible  or  spring  de- 
vice with  the  seat  mast  and  the  independ- 
ent vertical  movement  thereby  given  to 
each  wheel  when  either  of  them  passes 
over  an  obstruction,  is  guided  by  lugs  and 
guide  plates  which  also  serve  to  keep 
the  wheels  a  given  distance  apart  later- 
ally. The  inventor  is  H.  P.  Watson  of 
Philadelphia,  assignor  in  part  to  W.  J. 
Chamnel  of  the  same  place.  Patent  No. 
615,054,  November  29,  1898. 

Holloway's  Coasters. — This  is  a  brake 
and  coaster  foot-rest  combined  which 
may  be  attached  to  any  ordinary  bicycle, 
and  the  brake  can  be  applied  by  a  down- 
ward move  of  the  heel  of  the  rider  while 
the  toe  is  on  the  foot-rest.  Referring  to 
the  illustration  the  attachment  and  ope- 
ration of  the  device  is  described  as  fol- 
lows: The  screws  7  are  removed  and  the 
toe-rest  3  and  a  plate  4  put  on  either  side 


of  the  bicycle-fork,  and  the  screws  are 
then  replaced  and  the  rest  is  clamped  to 
the  fork  by  tightening  the  screws  7,  the 
brake  extending  toward  the  rear  of  the 
wheel.  The  springs  5  will  then  raise  the 
brake  up  and  the  point  9  on  the  brake  8 
will  strike  the  screw  7  and  prevent  the 
brake  from  being  raised  too  high.  When 
it  is  necessary  to  put  the  brake  on,  the 
rider  places  the  toe  on  the  rest  3  and  the 
heel  on  the  rest  11  and  bears  down  with 
the  heel,  thus  pressing  the  spool  14  on 


The  Cycle  Age  and  Trade  Review 


165 


[Advertisement] 

A  RADICAL  CHANGE 


A.  Q.  Spalding  &  Bros.  Inaugurate 

a  New  System  of  Conducting 

Their  Business. 


SELLINQ  TO  RETAILERS  DIRECT 


The  Object  of  the  New  Policy  Is  to 
Prevent  Price=Cutting. 


BOUND      TO      BE      A      SUCCESS. 


Reasons    Which    Induced   the   Firm    to 
riake  This  Change. 


A.  Gr.  Spalding  &  Bros.,  the  largest  dealers 
in  the  world  in  the  sporting  goods  line,  have 
adopted  a  change  in  their  business  methods  and 
will  hereafter  sell  to  retailers  direct.  A  copy 
of  their  plan  is  given  herewith : 

New  Yoek  and  Chicago, 
December  1,  1898. 

We  desire  to  call  the  special  attention  of  the 
trade  to  a  radical  change  that  we  have  decided 
to  adopt  in  the  method  of  distribution  of  Spald- 
ing's Trade  Marked  Base  Ball,  Athletic  and 
Sporting  Goods. 

Since  the  establishment  of  our  business  in 
1876,  the  latger  part  of  our  athletic  product  has 
been  sold  through  jobbers;  but  after  Jan.l,  1899, 
our  goods  can  only  be  obtained  directly  from 
us,  and  all  athletic  implements  manufactured 
by  us  and  bearing  our  name  will  be  so'd  at  only 
one  price  to  the  trade  and  at  one  price  to  the 
consumer. 

CUB   EEASONS. 

In  these  days  of  close  competition  in  all  lioes 
of  trade,  the  questions  that  claim  the  consider- 
ation of  all  successful  manulacturers  are  numer- 
ous. 

The  first,  and  most  important  is:  Hoxo  to 
reach  the  consumer  with  the  smallest  cost  of  dis- 
tribution. 

The  second,  and  almost  equally  important 
is:  How  to  insure  a  fair  profit  to  the  retail  dealer. 

The  third,  and  vitally  important  one,  when 
taken  into  consideration  with  the  other  pro- 
blems is:  How  to  prevent  unfair,  demoralizing, 
"price  cutters  "  from  securing  a  quantity  of  well- 
known  and  largely  advertised  articles  and  offering 
same  as  '■'' leaders,^'  at  about  cost,  or  in  many 
cases  less  than  cost — all  of  which  tends  to  de- 
grade the  quality  of  goods  and  ruin  the  small 
and  legitimate  retail  dealer,  who  is  entitled  to 
a  fair  living  profit. 

HOW   WE  SHALL  DO  IT. 

After  most  careful  thought  and  consideration 
we  have  answered  these  questions  to  our  satis- 
faction in  the  following  manner,  and  we  have 
decided  to  conduct  our  business  in  future  on 
the  following  lines: 


SELL   TO   RETAILERS   DIRECT. 

We  shall  aim  to  reach  the  consumer  through 
the  medium  of  the  responsible  and  legiiimate 
retail  dealer,  to  whom  we  shall  go  direct  with 
our  complete  line  of  Trade  Marked  Athletic 
goods  and  other  specialties  that  we  manufacture 
and  control.  By  doing  away  with  the  inter- 
mediate jobbers'  profit,  we  are  enabltd  to  and 
will  give  a  uniform  net  trade  price  on  each 
article  to  any  responsible  and  legitimate  dealer 
carrying  a  stock  of  these  goods^ — the  same  to 
large  and  sm.dl,  regardless  of  quantity. 

ONE   PRICE  EVERYWHERE. 

As  a  condition  of  purchase  by  the  retail 
dealer  of  our  Trade  Marked  Athletic  Goods,  or 
ot;ier  specified  articles  that  we  control,  we  shall 
insist  that  such  goods  be  sold  at  a  uniform 
retail  price  throughout  the  United  States,  fixed 
by  us — no  more  and  no  less. 

NO   CDTTINa  OF   PRICES. 

We  shall  aim  to  prevent  any  unusually  large 
purchases  or  an  accumulation  of  stock  by  any 
price-cutting  dealer,  thus  reducing  to  the  mini- 
mam  the  opportunity  of  any  such  dealer  con- 
tinuing a  sale  of  our  goods  at  a  cut  price.  We 
shall  positi>  ely  refuse  to  sell  any  dealer,  directly 
or  indirectly,  large  or  small,  who  persists  in 
cutting  prices  on  any  of  our  Trade  Marked 
Goods. 

NO   INTBRMIDIATE   PROFITS. 

I'l  carrying  out  this  new  method  of  distribu- 
tion, it  becomes  absolutely  necessary  to  discon- 
tinue supplying  our  Trade  Marked  Goods  to 
jobbers  lor  jobbing  purposes;  for  in  order  to 
carry  out  the  general  plan  outlined  above,  we 
must  control  the  source  from  which  the  dealer 
draws  his  supply,  thus  preventing  "  price  cut- 
ters "  f  om  obtaining  our  Trade  Marked  Goods 
from  a  friendly  jobber  that  cannot  be  obtained 
directly  from  us.  This  has  been  the  trouble 
this  season  in  several  notable  instances  of  price 
cutting. 

HIGHEST   QUALITY   GOODS  AT  LOWEST  PRICES . 

It  shall  be  our  aim  to  furnish  the  public,  at 
regular  established  prices,  with  standard  goods 
of  a  grade  or  qualify  commensurate  with  the 
price.  Our  factory  facilities  are  immeasurably 
greater  than  those  of  any  other  house  in  our 
line  in  the  world.  We  now  manufacture  in 
our  own  factories,  operated  by  ourselves,  nearly 
everything  bearing  our  name,  which  enables  us 
to  maintain  the  highest  quality  and  at  the  same 
time  furnish  the  goods  at  the  lowest  possible 
rates.  The  reputation  of  our  goods  for  quality, 
wbich  has  been  made  in  nearly  a  quarter  of  a 
century  of  successful  business,  has  not  been  a 
thing  of  chance,  but  has  only  been  acquired  by 
manufacturing  with  the  utmost  care  and  giving 
to  the  public.  Athletic  Goods  of  the  very  best 
grade  that  could  be  manufactured. 

A   StlRE   AND   STEADY   PROFIT. 

Our  plan  provides  a  fair  and  reasonable  pro- 
fit to  the  retail  dealer  on  all  our  goods;  a  profit 
that  will  be  satisfactory  ai  d  amply  sufficient 
for  any  business  economically  conducted.  Deal- 
ers who  are  in  search  of  "job  lots"  and  profits 
of  100  to  200  per  cent  must  look  elsewhere. 
They  cannot  get  it  out  of  our  goods,  but  they 
can  make  a  fair,  reasonable  and  sure  profit  and 
give  the  public  the  very  best  goods,  with  our 
guarantee  behind  each  article. 

AT  FIXED   PRICES. 

There  will  be  no  ''jockeying"  allowed  in 
quality  any  more  than  in  price,  and  we  think 


the  public  in  this  age  of  circus  advertising  and 
"bargain  days"  will  welcome  the  change  to 
standard  goods  of  absolutely  fixed  prices,  in 
which  their  interest  not  only  commences  with 
the  purchase,  but  continues  by  a  liberal 
guarantee  of  the  manufacturer,  both  as  to 
quality  of  material  and  wo  kmanship. 

SUCCESS   ASSURED. 

We  feel  confident  that  this  radical  change  in 
merchandising  will  be  popular  with  the  reput- 
able and  responsible  retail  dealers  in  A.thletic 
Goods,  in  whose  interest  it  is  largely  made,  and 
with  their  support  and  co-operation  we  are  con- 
fident of  its  success  We  know  it  will  be 
popular  with  the  public,  who  will  be  getting 
the  best  goods  for  the  money  that  have  ever 
been  made,  and  will  be  able  to  procure  our 
Trade  Marked  line  ol  goods  c'  eaper  than  ever 
before. 

PARADOXICAL  BUT    TRUE. 

Athletic  goods  are  made  to  abuse — not  use. 
The  batter  tries  to  tear  the  cover  off  the  ball 
every  time  he  hits  it;  the  golfer  uses  his  club 
as  a  batering  ram;  and  foot  ball — well,  we  all 
know  what  a  parlor  amusement  that  is. 

Under  all  these  circumstances  will  it  not  pay 
you  to  sell  the  best,  and  cannot  you  satisfy 
yopr  customers  and  hold  your  trade  better  by 
doing  it  ? 

THE  SPALDING  POLICY. 

Every  article  bearing  the  Spalding  Trade 
Mark  carries  with  it  not  only  our  guarantee  of 
quality,  but  also  a  confideme  to  a  most  critical 
clientage  that  it  will  satisfactorily  serve  the 
purpose  for  which  it  is  intended.  We  will  not 
call  an  article  wool  when  there  is  cotton  in  it, 
nor  will  we  use  ingredients  or  material  simply 
calculated  to  reduce  the  price  at  the  expense  of 
quality. 

FOR   QUARTER   CENTURY. 

And  this  policy  consistently  carried  out  for 
nearly  a  quarter  of  a  century  has  given  Spald- 
ing's Trade  Marked  Athletic  Goods  a 
standing  and  reputation  that  makes  it  possible 
to  successfully  carry  into  effect  the  general 
plan  outlined  above. 

WE    WANT  YOUR  NAME. 

We  would  respectfully  request  such  mer- 
chants as  may  be  interested  in  this  particular 
line  of  business  to  write  to  us,  that  we  may 
place  their  names  among  our  list  of  customers. 
This  will  insure  their  getting,  without  further 
request,  all  catalogue  matter  as  soon  as  pub- 
lished, also  notice  of  any  change  in  prices,^oi  " 
new  goods,  and  other  information  that  may 
prove  mutually  beneficial. 

FOR  OUR  CATALOGUE. 

Early  in  January  we  shall  issue  our  complete 
catalogue  with  revised  prices,  and  we  shall  aim 
to  have  our  Confidential  Net  Trade  Price  Lists 
fall  only  into  the  hands  of  legitimate  retail 
merchants  carrying  a  stock  of  Base  Ball,  Athle- 
tic and  Sporting  Goods. 

WILL   YOU  help   us? 

We  respectfully  ask  the  co-operation  of  all 
responsible  and  legitimate  retail  dealers  in 
athletic  goods  throughout  the  United  States, 
confidentially  believing  that  by  such  co-opeia- 
tion  the  athletic  goods  business  can  be  rescued 
from  the  present  unprofitable  and  dt-moralized 
condition  into  which  it  has  been  placed  by  un- 
fair and  unbusinesslike  methods  of  certain 
price-cutting    dealers  and    quality-destroying 

manufacturers. 

Respectfully, 

A.  G.  SPALDING  &  BEOS., 

NEW   YORK   AND   CHICAGO. 


m 


The  Cycle  Age  and  Trade  Review 


the  bicycle-tire  until  the  desired  friction 
is  secured.  The  inventor  is  W.  H.  Hollo- 
way  of  Brazil,  Ind. 

Bevel-gear  Train. — The  object  of  the 
construction  is  to  provide  a  practical 
chainless  power  transmission  for  bicycles 
in  such  a  manner  that  narrow  tread  may 
be  obtained  with  gearing  closely  re- 
sembling straight-faced  cam  wheels.  To 
this  end  slightly  beveled  gear  on  the 
crankshaft  faces  outwardly  and  the 
slightly  beveled  gear  on  the  rear  wheel 
hub  faces  inwardly,  making  the  bevels  of 
the  two  wheels  parallel.  Between  them 
is  arranged  an  annular  gear,  which  may 
be  made  to  revolve  either  upon  three  rol- 


lers as  shown  in  the  illustrajtion  or  on  a 
stud-shaft.  In  either  case  some  special 
form  of  motion  or  journaling  must  be 
provided  for  it,  but  on  this  point  the  pat- 
entee is  silent.  The  claim  is  for  "The 
combination  of  a  bicycle  frame,  the  driv- 
ing-wheel, the  crank-shaft,  the  bevel- 
gear  pinion,  and  the  bevel  crank-shaft 
gear,  having  their  greatest  diameters  at 
opposite  sides  of  the  intermediate  gear, 
and  the  intermediate  gear  set  at  an  angle 
with  the  planes  of  the  crank-shaft  gear 
and  the  pinion."  In  the  illustration  the 
angular  relations  of  the  three  gear  wheels 
is  shown  in  a  plan  view.  The  inventor  is 
Walter  E.  Taft  of  Providence,  R.  I.,  as- 
signor to  the  Universal  Mfg.  company  of 
Maine. 

F.  H.  Murphy  and  M.  R.  Pierce  of  New 
York  city  have  patented  a  change-gear 
mechanism  for  bevel-gear  bicycles,  by 
which  a  worm,  rotated  by  means  of  a 
jointed  rod  extends  through  the  lower 
frame  tube  to  the  upper  end  of  the  steer- 
ing head,  drives  a  lever  which  engages  a 
clutch  splined  on  the  driving  shaft.  The 
clutch  according  to  its  position  on  the 
shaft  engages  one  or  another  of  two  pin- 
ions on  the  shaft,  or  when  midway  be- 
tween them  leaves  them  both  to  revolve 
as  idlers.  The  main  driving  gear  has,  of 
course,  two  concentric  bevel-gear  faces  of 
which  the  larger  one  produces  high  speed. 

Patents  have  been  granted  under  date 
of  November  29,  1898,  to  William  H.  Fau- 
ber  of  Chicago,  for  a  lathe  especially  de- 
signed for  turning  crank  axles  in  one 
piece  with  the  cranks.  The  lathe  com- 
prised a  peripherally  supported  and  act- 
uated chuck  having  central  chuck-jaws 
and  tool-carrying  plates  located  adjacent 
to  the  side  faces  of  the  chuck  and  mova- 
ble in  a  direction  at  right  angles  to  its 
axis  of  rotation.  The  patent  is  No.  614.- 
853. 

W.  E.  Gerow  of  Newburg,  N.  Y.  has 
patented  a  toe-clip  with  an  adjustable 
counter-weight  to  hold  the  clip  in  posi- 
tion to  receive  the  foot  of  the  rider.  No. 
614,856,  November  29,  1898. 


Mixture  for  Waterproofing  Tires, 

For  waterproofing  fabric  tires,  a  writer 
in  India  Rubber  World  recommends  the 
following  process:  Pound  together  in  a 
mortar  12.4  ounces  potash  alum  and  11.81 
ounces  acetate  of  lead  until  they  are 
liquescent;  then  add  7.18  ounces  of  bi- 
chromate of  potash  and  7.18  ounces  of 
glauber's  salt  (sodium  sulphate) ;  con- 
tinue pounding  and  add  4.23  ounces  of 
calcined  magnesia  and  1.32  gallons  of 
water.     When  the  mixture  is  well   pre- 


pared, it  is  poured  into  13.2  gallons  of 
water  and  stirred  for  twenty  minutes, 
which  effects  a  thorough  dissolution  of 
the  solid  substances.  Dissolve  in  another 
utensil  5.28  ounces  tannin,  1.76  ounces 
gelatine,  3.52  ounces  yellow  resin,  and 
13.2  gallons  of  rainwater;  add  26.4  gallons 
of  common  water  and  stir  well;  pour  into 
this  the  first  mixture  and  brew  the  whole 
twenty  minutes.  Immerse  the  tires  in 
this  liquid,  which  should  be  constantly 
stirred  until  they  are  impregnated  in  the 
solution. 

NEAT  DRESS  GUARD  SCHEME 


Protective  Appliance  for   Diamond   Frames  Ridden 
by  Women — Adds  a  Touch  of  Femininity. 


A  novel  scheme  for  fitting  dress  guards 
to  ladies'  diamond  frame  bicycles  and  to 
lady-back  tandems  is  that  shown  in  the 
accompanying  illustration.  The  prims 
need  in  a  rear  wheel  dress  guard  is  not  to 
supply  a  mud  guard,  but  to  furnish  a  pro- 
tection against  the  catching  of  the  skirt 
of  the  rider  in  the  rear  wheel.  It  has 
been  the  common  practice  to  put  on 
short  guards  of  the  old  circular  mud 
guard  type,  which  had  side  laces  running 
to  clips  at  or  near  the  rear  end  of  the 
frame.  These  guards  kept  the  skirt  from 
catching  in  the  spokes  of  the  wheel,  but 
since  the  short  riding  skirt  has  become 
popular  such  guards  have  not  offered  suf- 
ficient protection  against  the  lower  end 
of  the  skirt  being  carried  through  the 
rear  stays  above  the  rear  wheel  and  be- 
coming entangled  in  the  wheel  and  frame 
directly  back  of  the  seat  mast  a,nd  above 
the  wheel.  The  guard  in  the  illustration 
has  been  devised  as  a  means  of  prevent- 
ing the  short  skirt  from  being  blown  or 
carried  between  the  rear  stays  at  or  near 
the  upper  side  of  the  wheel.     It  consists 


-^^ 


J) 


i       >€    ^ 


of  a  flat  piece  of  mild  steel,  about  one- 
eighth  by  th-ee-eighths  inch  in  size,  bent 
into  a  long  parallel-sided  loop  and  also 
bent  to  conform  to  the  circumferential 
curve  of  the  rear  wheel.  The  loop  is 
drilled  at  regular  intervals  along  its  sides 
for  the  reception  of  the  lacing  cords,  and 
is  fastened  to  the  frame  in  the  manner  il- 
lustrated, by  small  clamps  binding 
around  the  rear  stays.  Instead  of  lacing 
to  the  rear  end  of  the  frame  the  cords  run 
upward  to  some  kind  of  a  clip  fastened 
on  the  seat  cluster.  The  guard  thus  fur- 
nishes a  dress  protection  above  the  rear 
wheel,  where  it  is  needed  for  short  skirts. 
The  metal  loop  being  well  made  and 
nickel  plated  and  the  lacing  being  neatly 
and  securely  executed,  the  guard  will  ap- 
pear neat  and  not  at  all  clumsy.  The  side 
bars  of  the  metal  loop  may  be  run  either 
inside  or  outside  of  the  frame  stay  tubes, 
according  to  the  distance  between  the  lat- 
ter. If  run  between  as  shown  at  A,  in  the 
illustration,  the  joints  formed  by  the 
union  of  the  ends  of  the  piece  of  bar  met- 
al may  be  brazed  together  and  a  flush  in- 
visible finish  obtained.  If  the  distance 
between  the  stays  makes  necessary  the 
placing  of  the  guard  outside  of  the  stay 
tubes  the  ends  of  the  piece  must  be  lap- 
ped, drilled  and  bolted  or  screwed  togeth- 
er as  shown  at  B.  In  either  case  ordinary 
mud  guard  clamping  clips  may  be  used 
to  clamp  the  guard  to  the  frame. 

The  guard  has  never  been  marketed  and 
has  as  yet  been  used  only  in  a  few  in- 
stances, but  the  satisfaction  thus  far  ob- 
tained from  its  use  would  warrant  its 
wider  adoption.  Not  the  least  of  its  ad- 
vantages may  be  found  in  the  distinctive 


mark  of  femininity  by  which  it  tones 
down  the  somewhat  bold  effect  of  a 
diamond  frame  in  the  hands  of  the 
gentler  sex. 

The  Bicycle  Saves  Nickels. 

The  report  of  the  Manhattan  elevated 
railroad  of  New  York  city  for  the  year 
ending  September  30  has  just  been  made 
public  and  shows  the  loss  of  more  than 
10,000  passengers  a  day  as  compared  with 
the  preceding  year.  From  1880,  when  the 
road  was  opened,  the  number  of  passen- 
gers carried  steadily  increased  from  80,- 
000,000  to  221,000,000  in  1893.  Since  then 
there  has  been  an  annual  decrease,  and 
last  year  only  179,000,000  were  carried, 
notwithstanding  the  acquisition  of  a 
branch  line,  and  the  receipts  have  fallen 
off  $2,000,000.  To  what  extent  the  bicycle 
is  responsible  for  this  does  not  seem  to 
be  known. 

English  Houses  Prosper, 

Reports  from  English  manufacturing 
concerns  still  continue  to  arrive,  and  sus- 
tain the  belief  that  the  cycle  industry 
over  the  water  is  in  competent  hands. 
Following  are  the  late  reports: 

(a)  Singer  Cycle  Co $135,265 

(b)  Lloyd's  Cycle  Fittings,  Ltd   10,720 

(c)  Swift   Cycle   Co 169,725 

(a)  A  dividend  of  4  per  cent  was  declared 
on  ordinary  shares  and  BM;  per  cent  on  pre- 
ferred shares.  A  balance  of  $52,825  was  car- 
ried forward. 

(b)  No  dividend  was  paid  on  common  stock. 

(c)  A  dividend  of  4  per  cent  was  declared 
on  common  stock  and  6%  per  cent  on  pre- 
ferred stock.  Tlie  sum  of  $25,000  was  placed 
to  reserve.  The  reserve  fund  now  amounts 
to  $177,725.  

Receiver  for  Punnett  Co.  Sued. 

Anna  E.  Delp  and  John  A.  Bell  of  Pitts- 
burg, have  brought  suit  against  Frank  J. 
Hone  as  receiver  of  the  Punnett  Bicycle 
company  of  Rochester,  N.  Y.,  which  failed 
about  eighteen  months  ago,  to  recover 
$1,400  as  restitution  for  twenty-two 
Champion  bicycles  alleged  to  have  been 
purchased  of  the  Punnett  company  and 
ordered  stored.  When  the  company  assign- 
ed the  receiver  levied  on  the  machines. 
Defendant  has  entered  a  general  denial. 


Sol  Heyman  Co.  Assigns. 

The  Sol  Heyman  company,  dealers  in 
furniture,  carpets,  household  goods  and 
bicycles,  at  993  Third  avenue.  New  York 
city,  has  made  an  assignment  to  Isaac 
Blumenthal,  following  tne  assignment  of 
George  Heyman,  his  brother,  with  whom 
he  had  exchanged  paper.  The  liabilities 
are  about  $50,000  and  the  assets  are  said 
to  exceed  that  amount.  It  is  expected 
that  the  business  will  be  continued. 


Austrian  Manufacture  Increasing. 

In  Austria  the  manufacture  of  bicycles 
is  making  rapid  progress.  The  lowest 
estimate  of  the  1897  output  is  70,000  ma- 
chines, which  is  nearly  double  the  num- 
ber produced  in  1896.  Exports  increased 
from  5,735  bicycles  in  1896  to  8,690  in 
1897,  or  68  per  cent,  while  the  production 
increased  66  2-3  per  cent  (28,000  bicycles 
more  than  in  1896)  and  imports  37  2-3 
per  cent  (815  bicycles). 


Vance  Prather,  a  well  known  Toledo 
newspaper  man  and  a  correspondent  for 
cycle  journals,  is  not  dead,  as  was  report- 
ed. He  enlisted  to  go  to  the  Philippines 
and  word  came  that  he  had  died  at  Hono- 
lulu. Prather  took  occasion  to  denounce 
the  story  as  a  pure  fabrication,  upon  his 
return  a  few  days  ago.  He  has  suffered 
from  typhoid  fever. 


One  who  retains  a  note,  or  its  proceeds, 
obtained  by  his  agent  by  fraudulent  rep- 
resentations is  bound  thereby,  although 
he  did  not  know,  and  had  not  authorized 
such  representations. 


The  Cycle  Age  and  Trade  Review 


167 


8!)9-Cresc(int  Chain  Models 


899 


HAVE  FOUR  LEADING  CHARACTERISTICS 


PERFECT  DESIGN      RICHEST  FINISH 
HIGHEST  GRADE       RIGHT  PRICES 


. 


$35 


"The 

Wheel 

that 

Stands  Up" 


$35 


No.  J5. 


$35 


Of 

World 

Wide 

Reputation 


$35 


No.  16. 

DISTINCTIVE   1899   FEATURES 

Drop  of  Crank  Hanger,  2%  inches.  Rake  of  Truss  Tube. 

The  Correct  Handlebars.  Artistic  Curve  of  Front  Fork. 

Seven-Inch  Cranks.  Rosewood  Finish  on  Rims  and  Mudguards. 

CRESCENT  DUNLOP  DETACHABLE  TIRES. 


OUR  FACILITIES  ARE  UNEQUALED 

Next  week  we  show  the  Crescent  Bevel  Gear  Chainless. 


CHICAGO-WESTERN  WHEEL  WORKS-Ntw  york 


168 


The  Cycle  Age  and  Trade  Review 


ONE  WINTON  MOTOR  VEHICLE 


SPEED  REGULATED  IN  TWO  WAYS 


Gear  Speeds  Supplemented  By  Governor 

Which  Graduates  the  Fuel  Supply — 

Strong  Driving. 


The  Winton  motor  vehicle  company,  of 
Cleveland,  has  aaopted  a  policy  of  re- 
ticence in  regard  to  details  of  their  work. 

The  following  information  is  therefore 
obtained  through  Dr.  Zabriskie,  who  has 
purchased  one  of  the  Winton  vehicles 

This  wagon  was  patented  May  4,  1897, 
February  15,  1898,  March  15,  1898,  and 
two  other  patents  were  issued  September 
6,  1898.  The  principal  features  of  novel- 
ty in  the  Winton  wagon  are  connected 
with  the  fuel  consumption  regulation, 
which  is  under  control  of  a  governor  op- 
erated by  the  driver's  foot.  This  governor 
increases  or  diminishes  the  volume  of  ex- 
plosive compound  furnisned  to  the  cylin- 
der for  a  working  stroke,  the  composition 
of  the  explosive  mixture  remaining  al- 
ways the  same.  The  operation  of  this 
governor  alone  is  to  produce  a  slow  speed 
by  a  reduction  of  the  power  of  the  engine, 
or  a  high  speed  by  increasing  the  power 
of  the  engine.  This  procedure  does  not 
fill  the  operating  requirements  of  the  mo- 
tocycle,  which,  in  very  frequently  occur- 
ring cases,  demand  that  the  speed  shall 
be  reduced,  while  the  engine  works  at  its 
maximum  power.  The  speed  changing 
possibilities  of  the  governor  are  therefore 
supplemented  by  systems  of  direct  me- 
chanical changes,  which  give  two  speeds 
forward  and  one  speed  backward,  the 
governor  being  used  to  vary  these  gear 


Winton  Gasoline  Motor  Carriage. 

speeds.  Dr.  Zabriskie  finds  the  governor 
very  useful,  as  it  is  far  easier  to  change 
the  speed  of  the  wagon  by  pressing  the 
governor  treadle  with  the  foot,  than  by 
changing  the  speed  gear  clutches  through 
the  operation  of  a  hand  lever. 

The  Exhaust  Effectually  Muffled. 

The  Winton  wagon  motor  has  a  single 
cylinder,  resembling  the  Benz  wagon  in 
this  respect,  and  carries  a  heavy  flywheel. 
Dr.  Zabriskie's  wagon  can  make  about  18 
miles  per  hour,  and  the  fuel  consumption 
per  hour  is  about  one  gallon  of  store  gas- 
oline, 74  degrees,  at  10  cents  per  gallon. 
As  the  exhaust  is  at  the  rear  of  the  vehi- 
cle, the  odors  produced  by  imperfect  com- 
bustion are  not  offensive  to  the  passen- 
gers themselves.  The  exhaust  is  quiet, 
an  effective  muffler  being  introduced. 
The  framing  is  substantial,  and  the  motor 
drives  the  wagon  strongly.  The  writer 
rode  with  Dr.  Zabriskie  for  a  considerable 
distance  over  muddy  dirt  roads  in  the 
wilds  south  of  Flatbush,  Brooklyn,  and 
the  carriage  was  under  easy  control  at 
all  times,  with  an  abundance  of  power. 


The  ignition  is  electric,  from  a  wet  bat- 
tery; Dr.  Zabriskie  informed  me  that  the 
Winton  shop  was  perfecting  a  dynamo, 
driven  by  the  engine,  for  producing  the 
igniting  spark. 

The  Oiling  Problem  Important. 

The  writer  was  present  when  Dr.  Za- 
briskie prepared  the  wagon  to  go  out  in 
the  morning,  and  the  operation  of  oiling 
was  the  subject  of  unfavorable  comment 
by  its  owner,  as  he  was  obliged  to  use 
special  gloves  and  a  special  outer  gar- 
ment for  protection  against  machine 
grease.  Some  of  the  explosion  engine 
driven  vehicles  lubricate  in  bulk,  with  a 
sight-feed,  from  which  pipes  lead  to 
every  point  where  oil  is  needed.  Such 
an  oiling  system  could  be  readily  applied 
to  the  Winton  or  any  other  motoeycle, 
and     attention     to     all     points     looking 


HOW  MANY  CYLINDERS  WANTED 


PLEA  FOR  THE  PLURAL  SYSTEH 


Rear  View — Tailboard  Down. 

toward  clean  hands  and  clean  garments 
of  drivers,  must  be  regarded  as  a  strong 
favorable  feature  in  motoeycle  designing. 

The  wheels  of  this  Winton  wagon  are 
wire  spoke  suspension,  32  and  36-inch 
diameter,  with  steel  rims  and  3-inch 
pneumatic  tires.  The  steel  rims  showed 
signs  of  failure  by  crumpling,  similarly  as 
the  steel  rims  of  the  New  York  Cab 
wheels.  The  total  weight  of  this  wagon 
is  1,400  lbs.,  and  the  price  is  $1,000. 

The  owner  expressed  himself  as  very 
much  pleased  with  it,  as  it  carries  him 
any  distance  he  wishes  over  suburban 
roads  just  now  being  opened,  and  alter- 
nating in  surface  between  the  natural 
soil,  fresh  turned  earth,  mud,  and  newly 
laid  broken  stone — about  as  trying  a 
combination  as  can  be  conceived. 

--r.  Zabriskie  says  that  a  number  of 
Winton  wagons,  he  thought  23,  had  been 
sold,  mainly  in  Pennsylvania,  all  of 
which  were  giving  excellent  satisfaction. 
The  appearance  of  the  vehicle  is  well 
shown  in  the  engravings  presented  here- 
with.—Hugh  Dolnav. 


Tried  to  "Make  Sense." 

In  "The  Whitney  Wagon  Steering  Lev- 
er," p.  107  of  the  Cycle  Age  of  Nov.  24, 
the  word  "spliced"  is  twice  used  in  place 
of  "splined." 

Mechanical  readers  and  writers  well 
know  the  deadly  propensity  of  the  intel- 
ligent compositor  to  "make  sense"  of  ihe 
slip-shod  writer's  work — to  the  intelli- 
gent compositor  all  writers  are  a  careless, 
foolish  lot — by  changing  a  few  letters  or 
flgures  here  and  there.  Whitney's  grip 
rod  is  "splined"  to  the  throttle  crank,  not 
"spliced"  thereto. 


Start  of  Gas  Engine  Vehicles. 

It  is  noticed  that  explosion  motor  car- 
riage makers  construct  their  starting 
mechanism  in  such  form  that  the  driver 
must  stand  on  the  ground  when  starting 
the  engine  to  work.  But  there  seems  to 
be  no  good  reason  why  this  could  not  be 
done  just  as  well  after  the  driver  has 
taken  his  seat  in  the  carriage. 


To  Produce  a  Constant  Torque  and  Dis= 

pense  With  Heavy  Fly  Wheel 

and  Cooling  Jackets. 


Motoeycle  explosion  engines  have  been 
made  with  one,  two,  three,  four  and  five 
cylinders.    What  is  the  proper  number? 

If  a  wagon  is  driven  with  a  single  cyl- 
inder, say  5  to  S^^-inch  bar,  the  piston 
and  rod  are  pretty  heavy,  and  are  quite 
likely  to  cause  an  objectionable  vibration 
of  the  vehicle  body.  A  cylinder  of  this 
diameter  is  not  safe  without  a  water 
jacket,  and  this  implies  a  large  supply  of 
cold  water. 

As  this  single  cylinder,  ottocycle, 
is  idle  three-fourths  of  the  time,  a  very 
heavy  fly  wheel  is  needful,  and  even  with 
the  heavy  fly  wheel  the  wagon  is  not  like- 
ly to  be  a  good  hill-climber. 

Vibration  Obivated— Weight  Reduced. 

With  two  cylinders  the  case  is  much 
better;  the  cylinders  are  smaller  bore, 
and  the  pistons  can  be  made  to  balance 
each  other  and  so  obviate  vibration,  and 
the  fly  wheel  can  be  much  lighter  than 
where  only  one  cylinder  is  employed. 

With  three  cylinders  the  conditions  are 
still  more  favorable;  the  cylinders  are 
still  smaller,  the  torque  is  much  nearer 
constant,  the  fly  wheel  can  be  again  re- 
duced, and  the  whole  mechanism  is  much 
improved. 

There  is  another  point  greatly  in  favor 
of  a  smaller  cylinder.  Up  to  3%-inch  bore 
or  a  little  more  vertical  explosion  engine 
cylinders,  splash  lubrication,  can  be  oper- 
ated perfectly  well  without  the  water 
jacket.  A  3%-inch  engine  is  to  a  5^-inch 
engine  as  12^4  is  to  30^4;  hence  three  cyl- 
inders, 3%-inch  bore,  would  do  as  much 
work  as  a  single  5%-inch  bore  cylin- 
ders, piston  speed  equal,  while  the  lit- 
tle cylinders  would  not  need  cooling 
water. 

The  same  conditions  apply  with  the 
four-cylinder  ottocycle  explosion  motor, 
which  gives  the  same  torque  as  a  single 
cylinder  double  action  steam  engine. 

rianufacture  by  Automatic  Methods. 

Going  one  step  farther,  and  using  five 
cylinders,  no  flywheel,  or  at  most  a  very 
small  flywheel  only,  is  needed,  and  the 
engines  are  perfectly  safe  with  splash 
lubrication  only,  without  water  jackets. 
Say  these  flve  cylinders  are  each  of  2V^- 
inch  diameter,  which  would  be  roughly 
equivalent  to  a  single  5%-inch  cylinder. 
These  five  little  cylinders  come  easily 
into  the  scope  of  manufacture  by  autom- 
atic and  semi-automatic  machine  tools, 
and  hence  could  be  finished  for  about  the 
same  cost  as  the  single  large  cylinder  en- 
gine. A  single  casing  would  enclose  all 
the  working  parts  of  the  engines,  the 
splash  lubricator  would  be  perfect,  and 
the  small  cylinders,  which  need  not  be 
more  than  1-10  of  an  inch  thick,  can  be 
sufficiently  cooled  by  radiation,  without 
the  use  of  water. 

Once  more,  if  a  small  flywheel  is  used 
with  five  cylinders,  say  a  flywheel  of  not 
more  than  15  or  20  lbs.,  such  connections 
can  be  easily  made  as  will  permit  the 
driver  to  start  only  one  of  these  little 
cylinders,  and  that  one  will  start  the 
others  in  work. 

All  of  this'  is  unquestionably  feasible, 
and  would  give  a  fairly  constant  torque, 
and  would  reduce  the  vehicle  weight  say 
200  lbs.,  in  the  way  of  flywheel  and  cool- 
ing water  tank,  and  would  cost  less 
money  for  machine  work,  in  a  well  fitted 
establishment,  than  less  cylinders  of 
larger  diameter.  Vibration  would  be  im- 
possible, light  wheels  and  cheap  tires 
could  be  used,  and  many  of  the  advan- 


The  Cycle  Age  and  Trade  Review 


169 


tages  of  a  steam  motor  would  be  gained, 
and  the  always  objectionable  steam  boiler 
and  its  feed  water  would  be  absent. — 
Hugh  Dolnav. 

[Granting  the  special  advantages  of  a 
plurality  of  cylinders  as  set  forth  in  the 
above  article,  it  yet  seems  apparent 
that  the  vehicle  constructed  in  the  man- 
ner suggested  would  be  at  a  disadvantage 
in  those  numerous  instances  when  a  sin- 
gle powerful  impulse  is  momentarily  re- 
quired, in  order  to  get  out  of  a  rut  in 
a  road,  "backing  out"  under  difficulties, 
and  on  similar  occasions.  The  opinions 
of  motor  vehicle  engineers  on  this  point 
would  be  of  interest. — Ed.] 


GOOD  PARA  RUBBER  IS  SCARCE 


NATIVE     TREATMENT     OF     QUM 


Origin  of  Standard  Valve  Threads. 

As  an  example  of  how  chance  and  cir- 
cumstances sometimes  count  for  as  much 
in  mechanics  as  forethought,  is  the 
standard  thread  now  used  in  all  tire 
valves  for  the  attachment  of  the  inflating 
pump.  Away  back  in  the  early  days  of 
the  pneumatic,  when  Morgan  &  Wright 
first  began  to  make  such  tires,  one  of  the 
firm  went  over  to  the  establishment  of  G. 
M.  Davis  &  Co.,  makers  of  steam  special- 
ties and  valves,  and  asked  them  to  make 
some  kind  of  a  tire  valve.  There  being 
no  data  on  the  subject  from  which  to  get 
proper  sizes,  etc.,  a  skirmish  was  made 
through  the  tools  of  the  Davis  company 
for  something  which  would  be  suitable 
for  the  making  of  such  valves.  Among 
other  things  found  was  an  old  tap  that 
had  been  some  time  before  made  for  spe- 
cial work  and  which  had  been  thrown 
away  after  use  among  the  old  tools.  The 
tap  was  of  no  regular  size  or  thread,  but 
seemed  to  be  about  the  right  thing,  and 
so  was  used  to  tap  out  the  valve  for  the 
attachment  of  the  pump.  As  everybody 
knows  the  old  Morgan  &  Wright  thread 
proved  so  satisfactory  that  it  has  now  be- 
come the  standard,  and  anybody  who 
makes  valves  uses  a  tap  of  thread  and 
size  which  is  not  only  out  of  the  ordi- 
nary run  of  tap  sizes,  but  which  was  orig- 
inally selected  by  the  merest  chance  and 
without  any  attempt  to  logically  discover 
the  best  size  for  the  purpose. 


The  French  Cycle  Trade. 

It  is  estimated  that  about  200,000  bi- 
cycles are  sold  annually  in  France,  the 
greater  part  being  of  domestic  produc- 
tion. Some  of  these  are  imported  from 
Germany,  England,  and  the  United 
States,  but  the  sum  total  is  not  large.  It 
is  hardly  worth  while  to  send  over  any 
but  the  best  class  of  American  bicycles, 
nor  is  it  well  to  sell  machines  without 
first  having  made  arrangements  to  have 
them  taken  care  of.  The  cyclist  who  buys 
a  bicycle  for  which  he  cannot  readily  buy 
parts  in  event  of  an  accident  to  it  will 
help  to  injure  the  trade  in  American 
wheels  thereafter,  no  matter  how  cheaply 
the  machine  may  have  been  bought  at 
the  beginning.  Any  tires  imported  from 
England  are,  of  course,  Dunlops,  but  the 
tires  most  widely  in  use  in  Germany  are 
of  the  clincher  type,  such,  for  instance, 
as  the  Continental  tire,  made  by  the  large 
rubber  company  of  that  name  in  Han 
over. 

Hardware  Dealer  Wants  Catalogues. 

S.  F.  Shoemaker,  dealer  in  hardware  at 
Dalton,  Pa.,  expects  to  put  in  a  full  line 
of  bicycle  goods  for  the  season  of  1899, 
and  would  be  pleased  to  receive  copies  of 
catalogues,  price  lists,  etc.,  relating 
thereto. 

In  the  last  sixteen  months  the  wages 
of  the  average  cycle  workman  in  the  En- 
glish factories  did  not  exceed  $5  a  week, 
chain  makers  excepted.  In  the  factories 
here  the  average  of  wages  is  about  $10  a 
week. 


The  Area  is  Vast  But  the  Supply  is  Lini= 

ited — Scarcity  of  Labor  Keeps 

Prices  Up. 


The  condition  of  the  rubber  market  is 
one  of  exceptional  activity,  marked  by 
daily  and  even  hourly  fluctuations.  It  is 
impossible  to  calculajte  in  advance  the 
extent  of  the  Para  rubber  crop,  though, 
judging  from  the  present  outlook,  there 
will  probably  be  a  very  large  increase 
over  that  of  last  year.  It  is  certain  that 
the  rubber-producing  area  in  the  Para 
section  of  the  Amazon,  recently  discov- 
ered and  untouched,  is  hundreds  of  times 
larger  than  that  now  being  worked.  The 
price  of  crude  rubber  is  flxed  in  the  for- 
eign markets,  especially  New  York  and 
London.  The  buyer,  stationed  in  Para, 
carefully  watches  the  market,  and  calcu- 
lates his  price  in  accordance  with  quo- 
tations received  from  those  cities. 

The  upper  and  lower  districts  of  the 
Amazon  produce  the  same  kind  of  rub- 
ber, but  that  coming  from  the  upper  river 
obtains  a  slightly  higher  price,  being 
drier  by  the  time  it  reaches  the  port  of 
shipment. 

Limited  Supply  of  Para  Gum. 

During  the  fiscal  year  1897-98  there 
was  received  in  Para  22,257  tons  of  rub- 
ber, and  of  this  amount  11,422  tons  were 
shipped  to  the  United  States  and  10,796 
to  Europe.  The  state  of  Para  does  not 
produce  more  than  two-thirds  of  the  rub- 
ber shipped  through  the  port  of  Para,  the 
balance  coming  from  the  state  of  Ama- 
zonas.  as  well  as  from  Peru,  Bolivia,  etc. 
The  city  of  Para  is  a  convenient  shipping 
point  on  account  of  its  telegraphic  and 
banking  facilities. 

There  are  three  grades  of  Para  rub- 
ber— fine,  medium  and  coarse.  If  rubber 
is  not  uniform  and  contains  impurities,  it 
is  classified  as  medium.  The  coarse  qual- 
ity, or  "Sernamby,"  consists  of  scraps 
that  have  not  been  cured. 

Why  Rubber  Gatherers  Are  Scarce. 

Insufficient  labor  is  the  most  serious 
difficulty  in  the  rubber  industry.  It  would 
scarcely  seem  advisable  to  invest  money 
in  rubber  estates,  unless  the  owner  first 
can  see  his  way  clear  to  obtain  sufficient 
labor  with  which  to  collect  the  rubber. 
In  reality,  the  genuine  owner  of  the  pro- 
duce of  the  forest  is  the  collector,  not  the 
landowner.  Out  of  100  employes,  whose 
outfit  and  traveling  expenses  have  been 
advanced,  at  least  75  die,  desert,  or  re- 
turn to  their  homes  on  account  of  ill- 
ness. As  a  rule,  the  landowner  makes 
advances  to  the  collectors  for  their  out- 
fit, food,  etc.,  and  in  return  receives  the 
rubber  collected  by  them.  He  sells  the 
produce  on  the  collector's  account,  re- 
taining 20  per  cent  for  himself,  and  con- 
tinues making  advances  in  such  manner 
that  the  collector  always  remains  in  his 
debt  and  consequently  in  his  service.  It 
frequently  happens,  however,  that  the 
collector  takes  the  advance  and  fraudu- 
lently disposes  of  the  rubber  to  any  buyer 
who  may  be  on  hand.  One  of  the  meth- 
ods in  practice  is  to  lease  the  trees  in 
lots  of  75,  150,  or  200,  at  a  given  sum  per 
annum,  and  to  stipulate  that  the  lessee 
shall  sell  the  rubber  and  purchase  all  his 
supplies  from  the  owner. 

Enormous  Area  of  Production. 

The  localities  where  rubber  trees  thrive 
best  are  on  islands  and  low  ground  near 
rivers,  where  the  banks  are  periodically 
inundated.  Ground  that  is  above  water 
at  all  times,  or  that  has  no  drainage,  is 
not  suitable.  The  peculiarity  of  tliis  rub- 
ber tree  is  that  it  will  not  grow  satisfac- 
torily on  cleared  or  opened  ground.     It 


requires  the  shade  of  other  trees  and  still 
air  from  the  time  that  its  growth  begins 
until  it  becomes  an  adult  tree.  Without 
these  conditions  the  supply  of  milk  is 
very  much  affected.  In  fact,  the  tree  has 
been  known  to  die  soon  after  the  clear- 
ing of  ground  around  it.  No  cultivation 
worth  mentioning  has  been  attempted  in 
the  region  of  the  Amazon.  It  is  consid- 
ered useless  to  invest  capital  in  cultiva- 
tion so  long  as  the  Amazonian  forests 
show  no  signs  of  exhaustion.  Tbc  area 
that  is  known  to  produce  Para  rubber 
amounts  to  at  least  1,500,000  square  miles. 
Further  exploration  will  no  doubt  show 
that  this  area  is  far  underestimated.  On 
the  River  Aquiry  200  trees  yield  as  much 
as  three  tons  of  rubber  per  annum. 

Life  in  the  Forest. 

The  collector  has  to  use  a  knife  with  a 
26-inch  blade  to  cut  his  way  through  the 
undergrowth,  and  also  cut  down  a  sap- 
ling, occasionally,  to  bridge  a  rivulet.  At 
times  he  is  knee-deep  in  ooze,  or  ap  to 
his  waste  in  water.  On  arrival  at  a  ^'ub- 
ber  tree,  he  chips  away  the  rough  parts 
of  the  bark,  makes  a  more  or  less  smooth 
surface,  attaches  a  cup,  and  makes  a 
small  gash  for  the  sap  toi  fall  into  the 
cup,  and  repeats  this  process  in  a  line 
round  the  tree  until  he  has  attached  six 
or  seven  cups.  The  cups  are  of  clay  or 
tin.  The  former  are  attached  to  the  bark 
by  means  of  a  little  clay.  Their  weight, 
however,  makes  them  inconvenient  to 
carry  when  the  trees  to  be  tapped  are 
separated  by  long  intervals;  the  collector 
then  prefers  to  carry  tin  cups,  which  are 
much  lighter  than  the  others.  They  eas- 
ily penetrate  into  the  bark  by  means  of 
their  sharp  edges,  and  hold  to  the  tree 
without  the  use  of  clay.  The  use  of  the 
tin  cup  is  to  some  extent  injurious  to  the 
tree. 

The  collector  continues  this  process  un- 
til he  has  tapped  from  75  to  150  trees, 
which  can  be  done  in  a  day  if  they  are 
not  too  far  apart.  On  the  following  davs 
the  gashes  in  the  trees  are  made  a  trifle 
lower  down  than  tne  first  ones.  Some 
collectors  tap  the  trees  in  the  morning 
and  return  to  collect  the  sap  in  the  even- 
ing, whereas  others  tap  in  the  evening 
and  collect  in  the  morning.  An  expert 
gathers  7  pounds  daily  in  the  Lower  Ama- 
zon; in  the  Upper  Amazon  three  times 
this  amount  is  collected. 

A  Popular  Histake. 

It  was  at  one  time  imagined  that  the 
excellence  of  Para  rubber  was  greatly 
due  to  the  kind  of  fuel  used  in  curing  it. 
The  palms  that  furnish  the  fuel  were 
accordingly  transplanted  to  Africa,  with 
a  view  to  making  Para  rubber  there.  The 
experiment,  however,  has  not  met  with 
success.  The  reason  these  nuts  are  se- 
lected in  Brazil  is  because  they  emit  a 
continuous  dense  smoke,  and  are  more 
portable  than  other  fuel  obtainable. 

When  the  accumulation  of  rubber  is 
sufficient — usually  in  three  or  four  days — 
the  collector  lights  a  fire  in  the  hut  he 
has  erected,  places  a  clay  funnel  over  a 
fire,  pours  in  a  thin  coat  of  sap  over  the 
paddle  mold,  and  holds  it  over  the  smoke 
to  coagulate.  The  process  is  repeated 
until  a  large  cake  has  been  formed.  To 
release  the  paddle  from  the  cake,  it  is 
necessary  to  make  a  slit  on  one  side. 
The  paddle  mold  makes  a  cake  of  uni- 
form and  even  shape,  and  is  in  general 
use  in  the  state  of  Para.  In  other  parts 
a  spit  is  placed  on  two  upright  forked 
sticks,  and  given  a  rotary  motion.  By 
this  means,  the  rubber  is  cured  with 
greater  ease.  Paddle-smoked  rubber  is 
decidedly  preferred,  as  it  is  drier  and 
seemingly  more  carefully  cured.  Manj 
vain  attempts  have  been  made  to  intro- 
duce improved  curing  methods. 

The  process  of  curing  rubber  is  ex- 
tremely injurious  to  the  eyes.  Many 
cases  of  total  blindness  result  therefrom. 


170 


The  Cycle  Age  and  Trade  Review 


HANSON,  nODEL  33,  3=CR0WN— LI5T  PRICE,  $50. 


MANSON,  MODELn32,  2=CR0WN-LIST,  $40. 


CO 


MANSON,  MODEL  31— LIST  $30. 


The  Cycle  Age  and  Trade  Review 


171 


AWARDED  US 


The  originators 
of  the  3=Crown 
rianson  offer 
you  for  '99  a  line 
of  3  grades — 
from  the  very 
best  built  with 
the  very  finest 
finish  down 
to  an  honest 
built  bicycle  at  a 
low  price. 
We  do  net 
employ  travelers 

(can't  afford  it), 

but  to  all  first= 
class  agents  in 
unoccupied 
territory  who 
want  a  line  of 
wheels  which  are 
competition  proof 
and  who  can 
pay  for  them,  we 
will  quote  liberal 
discounts  and 
back  them  up  by 
a  guarantee  in 
which  we  agree 
to  pay  express 
charges  both 
ways  on  defective 
parts.     Write  us. 


Manson  Cycle  Co. 

153=157  W.  JACKSON  ST., 


nvaaw  hhahis 


CHICAGO 

U.  S.  A. 


Mention  The  Cycle  Age 


172 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


THE  BRILLIANT  OAS  LAHP. 

An  acetylene  gas  lamp  that  em^bodies  a 
number  of  now  and  valuable  features  Is  the 
Brilliant,  made  by  the  Manhattan  Brass  Co.. 
whose  factory  and  general  offices  are  at  338 
East  Twenty-eighth  street,  New  York  city. 
This  concern  is  well  known  as  the  producer 
of  the  Frontlight,  Cyclops,  Queen  and  other 
oil  lamps  familiar  to  the  trade,  and  is  well 
qualified  to  offer  a  perfectly  satisfactory  gas 
lamp  to  the  trade  through  years  of  experi- 
ence gained  in  the  manufacture  of  all  kinds 
of  lamips,  including  acetylene  bicycle  lamps 
made  under  contract.  The  general  form  and 
construction    of    the    Brilliant    gas    lamp    is 


7f/£Cra£.ieeL. 


shown  in  the  perspective  drawing  herewith. 
It  is  perfectly  simple  in  every  detail,  and 
there  are  no  delicate  parts  to  get  out  of 
order.  All  parts,  however,  are  interchange- 
able and  can  be  replaced.  The  water  reser- 
voir is  connected  with  the  ventilated  burner 
box  only  by  a  small  metallic  support  ^or 
the  latter,  so  that  a  minimum  of  heat  is 
conducted  to  the  water.  The  burner  is  of 
the  two-jet  type  producing  a  fish-tail  flame 
of  constant  size,  which  neither  flares  up 
through  the  top  of  the  chimney  nor  jars  out. 
The  reflector  is  of  aluminum,  from  which 
tarnish  is  easily  removed  with  a  cloth. 
Loose  carbide  or  standard  cartridges  of 
powdered  carbide  can  be  used,  the  gas 
cham'ber  having  a  metallic  telescoping  oar- 
bide  cylinder,  shown  In  the  sectional  draw- 
ing, for  use  with  lump  or  granulated  car- 
bide. The  top  of  this  Is  closed  by  two  per- 
forated plates  between  which  are  placed  sev- 
eral layers  of  muslin  to  act  as  filters  for 
She  gas  as  fast  as  it  is  generated.  The  gas, 
rising,  impinges  against  the  base  of  the 
water  reservoir,  where  the  moisture  in  it  is 
condensed  by  the  cold  so  that  the  gas  passes 
to  the  burner  in  a  dry  state  free  from  the 
usual  impurities.  Instead  of  feeding  the 
water  to  the  carbide  through  a  tube,  it  is 
allowed  to  come  out  of  two  lateral  holes 
and  flow  down  two  grooves  in  a  metal  nee- 
dle pendant  from  the  center  of  the  water 
chamber  and  which  fits  within  a  perforated 
and  muslin  lined  tube  in  the  carbide  cylin- 


r->iiCrc^£.  JfC'£:- 


der.  A  little  handle  at  the  top  of  the  lamp 
governs  the  water  feed  valve.  The  head  of 
this  is  provided  with  a  series  of  notches  en- 
gaged by  a  spring  clip  that  holds  the  valve 
handle  at  any  position  to  which  it  is  set. 
Perhaps  the  best  feature,  however,  is  the 
method  of  closing  the  cajt)ide  chamber  so 
as  to  prevent  the  leakage  of  gas.  This  is 
accomplished  by  making  the  bottom  of  two 
piarts — a  screw  threaded  ring  flanged  under- 
neath, and  a  metal  disk  fitting  within  this. 
A  thick  rubber  cushion  of  just  sufficient  di- 
ameter to  cover  the  edge  of  the  gas  cham- 
ber is  placed  upon  this  disk,  and  when  the 
ring  is  screwed  up  until  the  rubber  con- 
tacts with  the  circular  edge  of  the  lamp 
base  it  and  the  plate  it  rests  on  cease   to 


turn  with  the  ring,  whose  flange  neverthe- 
less slides  freely  against  the  metal  plate 
and  squeezes  the  rubber  firmly  between  the 
plate  and  gas  chamber  edge,  making  an  air- 
tight joint.  Thus  there  is  no  friction  to 
wear  the  rub^ber  and  a  tighter  joint  can  be 
more  easily  made  than  where  the  rubber 
turns  with  the  entire  bottom.  Still  another 
excellent  device  is  the  bracket.  This  is  not 
only  made  to  fit  either  the  fork  side  or  head 
of  a  bicycle,  but  is  adjustable  to  fit  heads  of 
various  sizes,  from  smallest  to  largest.  Also, 
by  the  slotted  form  of  the  ratchet  attached 
to  the  lamp  body,  a  single  turn  of  the 
thumb-screw  that  regulates  the  angle  of  the 
lamp  releases  the  latter  so  that  it  may  be 
instantly  lifted  off  of  the  bracket,  which  Is 
left  attached  to  the  machine.  This  is  a  fea- 
ture that  will  be  appreciated  by  riders.  The 
lamp  complete  is  six  inches  high  and  weighs 
eighteen  ounces.  By  test  it  will  burn  four 
to  five  hours  with  one  charge.  Western  sales 
department  of  the  company  is  at  132  Lake 
street,  Chicago.       

.THE  SNOW  REPAIR  STAND.: 

This  is  one  of  the  most  ingenious  and 
practical  of  the  muny  inventions  brought 
out  hy  the  Snow  Wire  Works  of  Rochester, 
N.  Y.,  which  has  won  a  reputation  for  itself 
on  both  sides  of  the  Atlantic  for  the  value  of 
its  products.  The  repairman  and  the  care- 
ful and  methodical  wheelman  will  both  find 
this  stand  a  great  help,  since  by  its  use  both 
hands  are  free  and  the  several  parts  of  the 
machine  may  quickly  be  brought  in  succes- 
sion before  him.  The  drawing  gives  a  good 
general  idea  of  the  stand,  hut  a  few  words 
of  explanation  are  also  necessary.     The  bi- 


cycle is  first  seciired  in  the  holder  by  means 
of  grips  covered  with  rubber.  A  pawl  and 
ratchet  movement,  operated  either  by  lifting 
the  bicycle  with  the  hands  or  by  pressing  the 
foot  lever  at  the  base  of  the  stand,  allows 
the  bicycle  to  be  lifted,  lowered,  turned  up 
or  down,  or  swung  at  any  angle  desired. 
There  is  no  position  that  cannot  be  secured 
for  the  repairer's  or  cleaner-s  convenience, 
and  so  simple  is  the  mechanism  that  a  child 
can  operate  it.  The  different  parts  of  the 
bicycle  are  successively  brought  within  easy 
reach,  and  all  the  time  the  hands  are  free 
for  work.  This  stand  is  so  eminently  prac- 
tical that  it  seems  almost  certain  to  become 
as  popular  as  all  of  the  company's  products 
in  this  line  of  manufacture.  Jobbers  have 
already  arranged  to  handle  it  and  will  fur- 
nish it  in  any  quantity  on  demand. 


TEN  STYLES  OF  SNOW  CHAINS. 

Snow  Cycle  Chain  Co.,  of  Syracuse,  in  its 
brief  1899  prospectus  descriptive  of  its  pro- 
duct— cycle  chains  exclusively — is  epabled  to 


^/f  Crc^£.  /^^ai- 


make  the  clear-cut  statement  that  quality 
alone  determines  the  base  price  of  Snow 
chains,  and  that  the  finish  alone  determines 
the  difference  in  cost  of  the  various  styles. 
The  company  emphatically  refuses  to  build 
a  chain  in  which  price  rather  than  quality 
is  paramount  and  therefore  makes  all  styles 
of  like  material.  An  exception  forms  the 
nickel   steel    chain   which    is   shown   in   the 


accompanying  illustration.  This  material  is 
used  in  three  styles,  which  are  much  more 
expensive  than  the  most  highly  finished, 
nickel-plated  pattern  in  which  nickel  steel  is 
not  used.  Nickel  steel  when  made  into 
chains  is  susceptible  of  beautiful  finish  and 
by  its  great  strength  makes  an  extremely 
light  chain  a  possibility.  These  and  every 
other  Snow  chain  bear  the  company's  name 
as  a  guarantee  against  misrepresentation 
and  the  company's  warrant  to  make  good  by 
repair  or  replacement  any  imperfection  in 
material  or  manufacture  is  unlimited  in 
time.  The  Crosby  &  Mayer  company  of 
Buffalo,  with  branches  in  New  York  City, 
Chicago,  Toledo  and  London,  will  handle 
the  Snow  chains  for  1899  as  in  the  past  as 
general  selling  agents.  The  patented  Soule 
link  lock,  also  shown  in  illustration,  is  con- 
trolled Dy  the  Snow  company  and  is  used 
instead  of  chain  bolt  and  nut.  As  will  be 
readily  seen,  the  principle  of  this  lock  is  of 
the  utmost  simplicity  and  thoroughly  relia- 
ble.   

THE  ROCHESTER  PEDAL. 

The  Rochester  pedal  for  '99,  sihown  in  the 
accompanying  drawing,  is  designed  to  supply 
a  durable,  well  finished  pedal  at  a  low  price. 


/^j;Crac/l6L 


The  material  througliout  Is  of  the  highest 
grade  and  the  pedal  is  fully  guaranteed. 
The  frame,  one  piece  of  sheet  steel,  is  fas- 
tened to  the  solid  steel  center  by  spinning 
over  the  ends  of  the  arms,  thus  making  the 
body  perfectly  rigid.  Pins  and  cones  are 
turned  from  the  solid  bar,  case  hardened, 
ground  and  polisihed.  By  a  special  process 
the  threads  and  pins  are  not  hardened  with 
the  cones  and  then  drawn,  but  are  left  soft 
throughout  the  hardening  process.  The 
cones  are  so  arranged  on  the  pin  that  abso- 
lute adjustment  is  secured,  and  the  cone  is 
then  locked,  preventing  tightening  or  bind- 
ing. The  Rochester  Pedal  Co.,  Rochester, 
N.  Y.,  are  the  makers,  and  will  furnish  full 
information  on  request 


HEISELBACH'S  1899  HUBS. 

A.  D.  Meiselbach  of  North  Milwaukee, 
Wis.,  makes  it  his  aim  to  incorporate  in  his 
large  production  for  jobbers  all  valuable 
features  of  construction  as  soon  as  they  can 
be  turned  out  economically  by  the  use  of 
automatic  machinery  and  as  soon  as  their 
value  is  recognized  as  indisputable.  An  ex- 
ample of  this  is  noticed  in  the  hubs  which 
are  shown  in  the  accompanying  illustration 
and  which  form  part  of  the  regular  equip- 
ment of  one  of  his  lines.  The  usual  style 
of  hub  renders   it  necessarj'-  to  spread   the 


^^^^^fc 


7^£.Crc/£i4&£^ 


lower  ends  of  the  fork  sides  in  order  to  put 
in  the  front  wheel,  thereby  usually  spring- 
ing one  of  the  fork  sides  more  than  the  oth- 
er, rendering  them  liable  to  break,  and,  at 
the  same  time,  very  often  throwing  the 
wheel  out  of  line.  The  simple  remedy  of 
making  the  axle  removable  without  inter- 
ference with  the  ball  bearings  and  chain  ad- 
justment has  only  been  adopted  by  a  few 
manufacturers  on  their  high-grade  ma- 
chines. It  is  also  found  in  these  Meiselbach 
hubs  in  connection  with  other  particulars  of 
construction  which  entitle  them  to  careful 
inspection.  

MASTER  OF  THE  ART  OF  PUBLICITY. 

No  more  attractive  advertising  was  ever 
printed  in  any  trade  paper  than  is  at  the 
present  moment  being  used  for  the  purpose 
of  exploiting  the  merits  of  the  Claus  handle- 


The  Cycle  Age  and  Trade  Review 


173 


bar.  It  is  a  thousand  pities  that  other  ad- 
vertisers in  the  Cycle  Age  will  not  imitate 
so  superior  a  form  of  worlc.  In  graphic 
character,  in  aptness  of  illustration,  in  ar- 
tistic ensemble,  in  the  joining  of  happy  phra- 
seology to  equally  happy  drawings,  in  power 
to  arrest  attention,  it  is  easily  in  the  lead. 
And  all  this  is  due  to  the  Glaus  handlebar 
company's  energetic  and  facile  manager,  Mr. 
W.  J.  Krauthoefer.  Mr.  Krauthoefer  has 
been  connected  with  the  company  ever  since 
it  was  organized,  but  did  not  take  an  ac- 
tive interest  in  it  until  the  opening  of  this 
season's  business,  when,  owing  to  the  com- 
pany's increase  of  business,  his  services 
were  demanded  at  the  head  of  the  concern. 
He  is  a  most  persistent  and  progressive 
worker  and  when  not  busy  at  his  desk  is 
out  looking  for  business.  A  number  of  the 
largest  orders  were  secured  by  him  on  sev- 
eral of  these  occasions.  Mr.  Krauthoefer 
is  a  firm  believer  in  publicity.  He  has  often 
said  that  a  good  thing  unknown  is  not  worth 
a  name.  The  business  of  the  Claus  people 
is  probably  the  largest  of  any  handlebar 
company  in  the  world,  and  it  is  only  a  man 
with  the  unlimited  energy  of  Mr.  Kraut- 
hoefer who  is  capable  of  leading  it  to  suc- 
cess.    ' 

ADAHS  &  WESTLAKE  LINE  FOR  '99. 

The  Adams  &  Westlake  Co.,  of  Chicago, 
In  making  its  '99  announcement,  states  that 
it  will  sell  only  to  agents  the  coming  sea- 
son. Adlakes  wiill  be  made  in  two  grades— 
Adlake  Specials,  listing  at  $60,  and  Adlakes, 
listing  at  $40.  A  cheaper  line  will  be  made 
under  the  Alaska  name,  to  list  at  $30.  Ad- 
lake Specials  will  be  made  in  eleven  models. 


Model  A— Adlake  Special,  30-in.  wheels.    Price,  $60. 


Model  R— Adlake  Special,  Kacer.    Price,  $60. 


Model  E— Ladies'  Adlake  Special.    Price,  f60. 

A  and  B  being  22  and  24-inch  frames,  fitted 
with  28  and  30-inch  wheels,  C  a  20-inch  frajne 
with  28-iinch  wheels,  R  the  racer,  wiith  22- 
Inch  frame  and  28-inch  wheels,  E  and  F,  the 
women's  models,  with  21  and  23-inch  frames 
and  28-inoh  wheels,  G  and  H,  the  double- 
diamond  and  combination  tandems,  with  23- 
inch  frames,  and  K,  a  2] -inch  tandem.  All 
th«  tandieotns  list  at  .$90.  Specifications  of  the 
Adlake  Special  men's  30-inch  wheel  road- 
ster are  as  follows:  Height,  22  inches;  head, 
4%  inches;  drop  to  hanger,  314  inches;  wheel 
base,  45%  inches;  tread,  5  indhes;  head^  1% 
inches  diameter;  main  top  tube,  1%  inches; 
main  lower  and  diagonal  tubes,  1%  inches; 
rear  upper  tuibe,  %  inch;  rear  forks,  D- 
shaped,  %  inch  art;  hanger,  tapered  to  %  inch 
at  fork  ends.  All  joints  flush  and  heavily 
reinforced.  AH  tulbdng  of  best  seamless  cold 
drawn  steel.  Front  forks  are  1%  Inches 
wide,  taper  gauge  and  reinforced;  stem,  1% 
inch  seaimless  tubing,  reinforced;  Adlake 
triple  arch  crown.  Wheels  are  botb  30-inch 
diameter,  32  piano  wire  spokes  in  front  and 
36  in  rear;  rims  enameled  black  with  natural 
wood  edge  and  gold  line.  The  hubs  are  en- 
tirely new,  being  of  the  cup-adjusting  vari- 
ety, the  cups  being  held  by  locking  collars. 
Cones  are  fast  on  the  axle,  adjusting  being 
done  by  turning  the  left-hand  collar  and 
oup.  Cones  and  cups  are  of  the  best  tool 
steel  hardened  and  grofund.  Cups  are  ball 
retaining  and  diust-proof.  Cranks  are  dia- 
mond pattern,  6%  or  seven  inches,  made 
from  best  spring  steel  tempered  in  oil;  two- 
piece  shaft  fitted  with  bearings  of  new  con- 
struction. Cups  are  ball-retaining  and  are 
easily  removed  when  desired,  amd  the  whole 
construction  is  dust-proof.  Cups  and  cones 
are    of     speoiaJ     tool     steel     hardened     and 


ground.  Chain  adjustment  is  new  and  sim- 
ple. By  removing  two  bolts  the  rear  wheel 
may  be  taken  from  the  frame  without  re- 
moving the  cliain  bolt  or  touching  chain  or 
wheel  adjustment.  The  wheel  may  be  re- 
moved and  replaced  in  30  seconds,  as  no 
time  is  lost  in  the  readjustment  of  any  part. 
Handlebars  are  adjustable,  with  the  Adilake 
internal  fastenings,  which  are  also  used 
with  the  L  seat^ost.  Pedals  are  Adlake  rat- 
trap  or  rubber.  Finish  is  ivory  white,  orna- 
mented and  striped  in  gold.  All  nickeling  is 
done  on  duplex  copper  plate.  Gear  is  anything 
that  8  or  9-tooth  rear  and  17  to  27-tooth 
front  sprocket  will  make.    The  same  general 


Model  H— Adlake  Comb.  Tandem.    Price,  $90. 


Model  M— Adlake  Roadster.    Price,  $40. 

specifications  apply  on  all  Adlake  Specials. 
Adlakes  will  be  made  in  six  models,  as  fol- 
lows: M  and  N,  22  and  24-lnoh  frames,  fit- 
ted with  28  and  30-inch  wheels;  P  and  S, 
women's,  21  and  23-inch  frames,  28-'inch 
wheels.  Specifications  of  Model  M  men's 
roadster:  Height,  22  inches ;head,6%inches; 
drop  to  hanger,  2%  inches;  wheel  base,  44 
Inches;  tread,  5  indhes;  head  tube,  1%  inches 
diameter;  main  lower  and  diagomal  tubes, 
m  inches,  main  top  tube,  1%  inches;  rear 
forks,  %  inch,  D  tapered;  rear  upper  tubes, 
%  inch;  flush  joints  throughout.  Wheels 
28  inches,  32  and  36  swaged  steel  spokes  in 
front  and  rear  respectively;  wood  rims, 
natural  finish,  with  narrow  red  stripes.  Hulbs 
are  turned  from  solid  bar  steel;  cups  and 
cones  made  from  special  cone  steel;  bear- 
ings adjustable  and  ball-retaining;  direct 
oiling  devices.  Cranks  are  6V2  or  7  inches, 
diamond  pattern;  made  from  spiring  steel, 
two-piece  of  the  most  approved  design ;  bear- 
ings ball-retaining  and  adjustaJble;  cups  and 
cones  made  from  special  cone  steel.  Chain 
is  B  pattern,  3-16  inch;  hardened  blocks  and 
rivets;  push  back  dhain  adjustment.  Seat- 
post  is  L  pattern  with  Adlake  internal  fas- 
tenings, used  also  in  drop  handlebar.  Fin- 
ish, Brewster  green,  ornamented  and  striped 
in  gold;  all  nickeling  done  on  copper.  Gear, 
anything  that  8  or  9-tooth  rear  and  22,  24  or 
26-tooth  front  sprockets  will  make.  Alas- 
kas  Will  be  made  in  three  imodels',  as  fol- 
lows: Men's,  22  and  24-inch  frames,  and 
women's,  21-inch  frame,  all  with  28-inch 
wheels.     Speciflcatlons  of  this  line  are  simi- 


Men's  Alaska  Roadster.    Price,  $30. 


lar  to  above  except  that  head  tube  is  1% 
inches  diameter,  rims  have  black  stripes, 
cranks  are  semd-diamond  pattern,  handle- 
bars are  upturned  and  finish  is  black,  orna- 
mented in  gold.        

SPALDING  &  BROS.  NEW  POLICY. 

A.  G.  Spalding  &  Bros.,  of  New  York  and 
Chicago,  who  have  heretofore  depended  up- 
on the  jobbing  trade  for  the  distribution  of 
their  sporting  goods,  announce  that  after 
January  1  they  will  sell  only  at  retail  di- 
rect and  to  retail  dealers.    There  will  be  but 


two  prices  on  the  goods  bearing  the  Spald- 
ing trademark — one  for  the  consumer  and 
one  for  the  dealer— regardless  of  quantity. 
No  special  prices  or  rebates  will  be  given 
to  the  largest  purchasers,  and  if  any  dealer 
persists  in  cutting  the  established  retail 
prices  the  company  will  refuse  to  sell  him 
more  goods.  The  Spalding  goods  will  be  sold 
at  uniform  prices  throughout  the  country, 
thus  protecting  the  consumer  against  over- 
charge and  at  the  same  time  protecting 
the  dealer  in  the  fair  profit  he  is  entitled 
,to.  It  is  much  easier,  more  simple  and  pos- 
sibly more  profitable  for  the  company  to 
sell  through  the  jobber,  but  the  keen  com- 
petition among  jobbers  prevents  him  from 
making  any  money  on  the  goods,  and  for 
the  same  reason  unrestricted  retail  prices 
prevent  the*retailer  from  making  a  fair 
profit,  all  of  which  reacts  on  the  manufac- 
turer, who  is  continually  called  upon  to  re- 
duce prices,  which  in  effect  simply  tends  to 
degrade  quality.  In  order  to  successfully 
carry  out  this  new  method  of  merchandising 
it  is  necessary  for  the  company  to  control 
the  source  from  which  the  dealer  draws  his 
supplies,  and  for  this  reason,  and  this  rea- 
son only,  according  to  A.  G.  Spalding,  they 
have  found  it  necessary  to  cut  off  the  job- 
ber and  go  direct  to  the  retail  trade.  The 
eastern  and  southern  trade  will  be  supplied 
from  the  New  York  store,  the  middle  west 
from  the  Chicago  store  and  the  Rocky  moun- 
tain states  from  the  Denver  branch.  The 
necessary  traveling  salesmen  will  be  put  out 
to   cover  the  territory  thoroughly. 


NEW  DESIGNS  IN  RACYCLE  HODELS. 

The  Racycle  line  made  by  the  Miami  Cycle 
and  Mfg.  company  of  Middletown,  O.,  com- 
prises four  '99  models.  The  Racycle  people 
state  that  it  is  their  intention  to  furnish  a 
line  which  will  make  it  unnecessary  for 
dealers  to  handle  any  other  machine  in  or- 
der to  have  bicycles  to  sell  at  all  prices. 
The  best  grade  Racycle  sells  at  seventy-five 
dollars  and  has  all  of  the  popular  Racycle 
features  of  the  past  with  the  exception  that 
the  rake  of  the  seat  mast  has  been  changed 
bringing  the  seat  further  back  and  giving 
more  space  between  the  hanger  and  the 
rear  wheel.  This  change  makes  unnecessary 
the  dished  sprocket  which  has  been  a  feat- 


ure of  the  Racycle  of  the  last  few  years. 
All  sprockets  now  have  straight  spokes. 
This  model  has  an  arch  crown  behind  the 
hanger.  The  other  two  leading  gentlemen's 
models,  one  of  which  sells  at  fifty  dollars 
and  the  other  of  which  may  be  sold  at  any 
price  which  the  agent  thinks  best,  aver- 
aging around  thirty-five  dollars,  are  similar 
in  appearance  to  the  seventy-five  dollar 
model,  having  the  same  frame  lines  and  ex- 
terior constructive  details  with  the  excep- 
tion of  the  arch  crown  back  of  the  hanger, 
the  rear  forks  in  the  cheaper  models  run- 
ning directly  to  the  hanger.  A  feature  of  all 
models  is  the  built-up  sheet  metal  arch  fork 
crown  of  great  strength  and  comparative 
lightness.  All  models  have  the  distinctive 
seat  cluster  which  is  herewith  illustrated. 
The  seat  post  clamping  device  is  original 
and  has  the  advantage  of  always  keeping 
the  seat  post  in  its  proper  alignment  with 
the  frame,  it  being  impossible  to  turn  the 
seat  post,  either  accidently  or  intentionally, 
sideways.  The  post  is  slotted  up  its  rear 
side  forming  a  passage  for  the  small  clamp- 
ing screw  which  engages  a  bored  and  thread- 
ed semicircular  block  on  the  inside  of  the 
post.  When  the  screw  is  tightened  the 
block  is  drawn  against  the  back  wall  of  the 
seat  post  causing  it  to  bind  against  the 
frame  tube.  All  machines  have  well  rein- 
forced built-up  flush  joints  and  are  unless 
otherwise  specified  finished  In  a  lustrous 
plain  black.  

DISTRIBUTORS  OF  RAWHIDE  SADDLES. 

The  individuality  and  distinctive  merits 
of  the  Hollenlbeck  Rawhide  saddle  have  won 
for  it  a  quick  appreciation  by  the  trade, 
and)  this  novel  fitting  seems  destined  to 
form  a  large  part  of  tlie  popular  equipment 
of  the  better  class  of  bicycles  the  coming 
season.  The  Hollenbeck  Saddle  Co.,  of 
Syracuse,  N.  Y.,  secures  thorough  distrib- 
uting facilities  for  it  through  the  following 
jobbers,  who  catalogue  the  12-ounoe  Rawhide 
and  furnish  it  to  the  cycle  trade  at  factory 
prices:  New  York  City— A.  M.  Scheffey  & 
Co.,  TJ.  S.  Net  &  Twine  Co.,  C.  B.  Baker  & 
Co.,  C.  Murray  Rice.  Schoverling,  Daly  & 
Gales,  N.  Y.  Sporting  Goods  Co.;  Boston — 
J.  P.  Lovell  Arms  Co.,  Brown  &  Wales,  Wll- 


174 


The  Cycle  Age  and  Trade  Review 


liam  Read  &  Son;  Appelton  &  Bassett;  Phil- 
adelphia—McMaster,  Eldridg-e  &  Maugle, 
Georg-e  W.  Nock  Supplee  Hardware  Co.;  San 
Francisco,  Los  Angeles,  Saoremento  and 
Ha'waiian  Islands— Baker  &  Hamilton;  Chi- 
cag-o— Chicago  Tube  Co.,  Chicago  Cycle  Co., 
Eugenie  Arnstein,  Von  Lengerke  &  Antoine; 
Buffalo— Hanna  Cycle  Material  Co. ;  Roches- 
ter—SQione-Hanna  Mfg.  Co.,  Hall-Shone  Co.; 
Syracuse— Spaulding  &  Co.,  H.  R.  Olmsted 
&  Son,  Stearns  Bicycle  Agency,  Frank  C. 
Hewlett;  Utica— Clark,  Horrocks  &  Co.,  Uti- 
ca  Cycle  Co. ;  Albany — Albany  Hardware  & 
Iron  Co.;  Cleveland— Mcintosh-Huntington 
Co.,  Collister  &  Sayle;  Detroit— Fletcher 
Hardware  Co.,  Standart  Bros.,  Geo.  Hilsen- 
degen,  William  E.  Metzger,  G.  W.  Strel- 
linger;  Indianapolis — H.  T.  Hearsey  Cycle 
Co.,  C.  G.  Fisher  &  Co.,  Van  Camp  Hard- 
ware &  Iron  Co. ;  Toledo — Viking  Cycle  Sup- 
ply Co.;  Columbus— Oscar  S.  Lear;  Saginaw 
— Morley  Bros;.  Grand  Rapids— Perkins  & 
Richmond;  Louisville — P.  E.  Allison;  Mil- 
waukee— Andrae  Cycle  Supply  Co. ;  Minne- 
apolis— Great  Western  Cycle  Go. ;  St.  Louis — 
A.  F.  Shapleigh  Hardware  Co.;  Hartford- 
Cycle  Supply  Co. ;  Pittsburg— Justin  Cycle 
Co. ;  Augusta— Davidson  &  Mathewson ;  Mon- 
treal, Can. — John  Millen  &  Son;  Atlanta— 
W.  D.  Alexander;  Mexico — Hilario  Meenen; 
Toronto,  Can.— E.  C.  Stearns  &  Co. 


CHASE  SUSPENSION  ONLY  TEHPORARY. 

The  rumor  has  appeared  in  some  of  the 
trade  papers  that  L.  C.  Chase  &  Co.,  of 
Boston,  had  retired  from  the  tire  business. 
This  is  not  true.  They  have  in  no  manner 
dismantled  their  factory,  nor  is  It  their  in- 
tention to  do  so;  they  are  to-day  in  position 
to  begin  manufacturing  at  once.  They  have 
simply  suspended  the  manufacture  of  tires 
temporarily.  After  an  extensive  canvass  of 
the  trade,  terminating  two  weeks  ago,  they 
concluded  that  the  conditions  now  existing 
did  not  warrant  them  continuing  on  the  old 
plans;  consequently  they  are  waiting  until 
they  have  adjusted  themselves  to  these  con- 
ditions. Unless  there  is  a  material  change 
for  the  better,  Chase  &  Co.  expect,  soon 
after  the  first  of  the  year,  to  offer  their  tires 
under  conditions  at  prices  which  will  be 
sufficient  inducement  to  warrant  the  sale  of 
as  many  as  they  care  to  prodfuce.  The  ca- 
pacity of  the  factory  is  sufficient  to  taJce 
care  of  all  demands  made  upon  it  after  the 
first  of  the  year. 

NEW  NORHAN  CONSTRUCTION. 

The  Norman  WTieel  Co.,  of  Philadelphia, 
in  a  '99  supplement  to  its  1898  catalogue  of 
Norman  bicycles,  goes  extensively  into  the 
subject  of  increased  sizes  of  ground  wheels, 
which  it  advocates  because  of  their  easier 
riding  qualities.  Instead,  however,  of  sulb- 
stituting  two  30-inch  wheels  for  two  28-inich 
wheels,  it  uses  a  30-inch  front  and  32-inch 
rear  wheel  or  28-inch  front  and  30-indh  rear. 
This  practice  is  followed  throug'hout  the 
Norman  line,  including  youths'  and  misses' 
miachfines  with  22  and  24-inch  wheels,  in  or- 
der that  low  frames  may  be  used  and  the 
top  bar  kept  level  without  weakening  the 
frame  by  making  the  head  impracticably 
short.  An  innovation  in  frame  construction 
is  the  downward  curving  of  the  rear  forks 
from  the  reaj  axle  to  obviate  the  sharp  in- 
cline of  these  tulbes  when  the  hanger  is  ex- 
cessively dropped.  Still  another  deviation 
from  recognized  lines  is  the  semi-drop 
frame  machine  for  women,  in  which  the  top 
bar  of  the  usual  diamond  frame  is  irregu- 
larly curved  downward  several  inches,  as 
shown  in  the  second  engraving'  herewith. 
The  object  is,  of  course,  to  provide  a  ma- 
chine as  light  and  stiff  as  a  man's  bicycle 
which  can  be  ridden  by  a  woman  clad  in  a 


skirt  instead  of  the  olbjectionable  bloomers. 
Sipecifioations  of  the  Norman  line  for  '99  are 
unusual.  They  are  as  follows:  Seat  mast 
and  lo<wer  front  reach  of  diamond  tubing, 
either  1%  inches  or  m  inches;  upper  tube, 
1  inch  or  IVs  inches;  lower  rear  stays  flat 
oval,  curved  at  rear  end,  or  straight  to  or- 
der; upper  rear  ibraces,  %  inch  or  %  inch, 
full  D-shape,  curved  at  upper  end,  as  shown. 
Diameter  of  heads,  1%  inches  or  1%  inches; 
length,  3  to  7  inches.  Front  forks,  %  inch 
or  1  inch;  fork  croTvn  narrow,  oval,  forged  in 
two  sizes.  Wheels,  22,  24,  26,  28,  30  and  32 
inches,  to  order  tin  any  combiniaition  required. 


Rims,  narrow,  diamond  and  razor  back, 
deep  sections  of  special  design,  six  sizes. 
Sprockets,  pure  phosphor-  oronze,  7  to  46 
teeth,  32  sizes.  Gear,  27  to  210.  Wheel  base, 
35  to  48  inches,  according  to  height  of  frame 
and  size  of  wheels.  Cranks,  5%  to  8  inches. 
Hanger  drop,  2  to  5  inches.  Tread,  ex- 
actly 3%  inches  from  center  to  center  of 
cranks,  4%  inches  over  all.  Standard  finish, 
black  and  gold;  r^ims,  Aurora  red  and  gold, 
and  black  and  gold.  Weights,  without  tires, 
from  16  pound's  to  22  pounds,  according  to 
height  of  frame,  size  of  wheels  and  sprock- 
ets, styile  of  saddle,  handlebars  and  pedals. 
The  most  liberal  options  are  allowed  on  the 
best  standard  equip'ment.  By  special  ar- 
rangement with  the  Norman  Wheel  Co.,  the 
Hobbs  Mfg.  Co.,  oif  London,  Ont,  will,  for 
tJhe  present,  partially  assemble  the  Norman 
bicycles  and  handle  them  exclusively  in  Can- 
ada, and  later  on  may  manuifacture  the  en- 
tire machines  under  the  Norman  patents. 
In  ellther  event,  the  machines  will  te  known 
in  Canada  as  the  New  Norman  Pacemakers 
and  the  Hobbs  Mfg.  Co.  will  be  the  head- 
quarters for  them  north  of  the  border. 


SOLAR  LAMPS  FOR  NEYT  YEAR. 

A  bright  and  entertaining  booklet  just  pub- 
lished by  the  Badger  Brass  Mfg.  Co.,  of 
Kenosha,  Wis.,  tells  the  interested  cycle 
dealer  of  the  Solar  acetylene  gas  lamps  and 
the  improvements  which  have  been  made  in 
this  popular  lamp  for  1S99.  The  general  lines 
are  the  same  as  in  the  '98  pattern,  but  the 
weight  has  been  largely  and  the  size  slight- 
ly reduced.  The  bracket  has  been  ch.anged 
somewhat  and  the  lava  tip  is  placed  in  an 
instantaneously  removable  holder  which  will 
be   greatly    appreciated.     The   wick    tube   is 


straight  and  a  new  style  of  valve  permits 
the  lamp  to  be  instantly  lighted.  The  ac- 
companying illustration  shows  a  cross-sec- 
tion of  the  '99  pattern. 


LOVELL  DIAnOND  CYCLES  FOR  '99 

Lovell  Diamond  bicycles  will  be  made  in 
six  models  for  next  season  by  the  John  P. 
Lovell  Arm  Co.,  of  Boston,  Mass.,  as  fol- 
lows: Model  45,  light  roadster,  $50;  Model 
46,  ladies'  light  roadster,  $50;  Model  47,  men's 
road  racer,  $65;  Model  48,  ladies'  road  racer, 
$65;  Model  49,  eomibination  tandem,  $100; 
Model  50,  double  diamond  tandem,  $100.  The 
men's  machines  are  made  in  22,  24  and  26-inch 
frame  heights;  the  ladies'  in  20,  22  and  24. 
All  models  are  fitted  with  28-inch  w^heels, 
and  with  the  exception  of  the  racing  ma- 
chine, which  Is  crimson,  are  enameled  In 
black  or  maroon,  with  colored  or  natural 
wood  rims.  Cranks  are  of  flat  pattern,  6% 
and  7-inch  tiirow.  Choice  of  seven  styles  of 
bar  is  given,  and  option  on  rubber  or  rat- 
trap  pedals  and  Goodrich,  M.  &  W. ,  Dunlop 
and  Corker  tires.  Front  sprockets  have  28 
and  30  teeth;  rear,  8  to  12.  Garford  saddles 
are  regularly  fitted. 

AMERICAN  MACHINE  CO.'S  LINE. 

The  American  Machine  Co.  of  Flint,  Mich., 
departs  in  more  than  one  respect  from  com- 
mon trade  methods  and  by  doing  so  is  en- 
abled to  announce  in  its  1899  catalogue  that 
the  past  year  has  been  an  eminently  suc- 
cessful one  in  its  history.  It  gives  a  one- 
year  guarantee  with  all  models,  ranging 
from  $50  to  $25  in  price,  and  makes  it  a 
strong  point  to  identify  itself  with  the  in- 
terests of  its  established  agents.  The  cata- 
logue gains  greatly  in  interest  by  present- 
ing each  model  in  its  true  colors  by  means 
of  carefully  and  tastily  executed  color 
prints,  thereby  enabling  the  agents  to  judge 
in  advance  and  accurately  of  the  effect  that 
they  will  produce  on  customers.  The  color- 
prints  are  supplemented  by  a  sheet  of  en- 
gravings showing  construction  details.  The 
combination  of  the  two  forms  of  illustrations 
rounds  off  a  total  impression  -which  seems 
much  more  complete  than  that  obtained 
from  most  latter-day  bicycle  catalogues. 
The  Hygienic  Oscillating  bicycle  saddle 
base,  which  has  been  described  in  this  pa- 
per,  is   invented  and  manufactured  by   this 


company,  but  being  in  the  nature  of  a  dis- 
tinct specialty  is  offered  the  trade  as  such, 
and  is  not  incorporated  in  the  regular  equip- 
ment of  the  company's  models.  These  mod- 
els are  American  Standard,  with  30-inch 
wheels;  American  Special,  male  and  female; 
American  Banner,  male  ard  female;  Ameri- 
can Diamond,  similar  to  Banner,  but  built 
with  flush  joints  throughout.  The  Diamond 
is  also  built  in  juvenile  sizes.  The  company 
has  branches  at  Columbus,  O. ;  Detroit,  and 
Cleveland. 

NATIONAL  SEAT  POST  BINDER. 

The  seat  post  binder  used  on  the  1899  mod- 
els of  National  bicycles  made  by  the  National 
Cycle  Mfg.  Co.  of  Bay  City,  Mich.,  is  of  the 
expander  type  and  is  especially  praiseworthy 


because  of  its  extreme  simplicity.  It  con- 
sists of  only  two  parts— the  long  threaded 
nut  fitting  into  the  top  of  the  seat  post  lug, 
and  the  expansion  collar.  To  bind  the  post 
it  is  only  necessary  to  screw  down  the  nut; 
to  loosen  it  the  nut  must  be  Ictsened  and 
the  saddle  given  a  twisting  movement,  which 
frees  the  post.  There  are  no  threads  to 
jam,  as  the  lock  does  not  depend  upon  a  re- 
verse tread  to  loosen  it. 


DEnOREST  BICYCLES  ABROAD. 

An  extensive  foreign  trade  has  been  built 
up  by  the  Demorest  Mfg.  Co.,  of  Williams- 
port,  Pa.,  in  France,  Belgium,  Holland, 
Scandanavia,  Australia,  South  Africa,  Eng- 
land, Scotland,  and  Japan.  To  the  latter 
country  150  bicycles  per  month  are  shipped 
by  contract.  In  addition,  negotiations  are 
now  in  progress  for  shipments  to  Italy,  the 
Argentine  Republic,  Cuba,  and  Sweden.  A 
goodly  share  of  this  success  is  due  to  Mana- 
ger MacDonald,  who  devotes  all  his  time  and 
talent  to  the  success  of  this  gigantic  enter- 
nrise.  He  is  a  natural  born  manufacturer 
of  high  class  goods.  The  1899  Demorest 
model  will  have  all  the  latest  and  most  use- 
ful features.  Nine  years  ago  the  company 
was  established  for  the  production  of  sewing 
machines,  of  which  20,000  a  month  are  now 
made  and  sold.  In  1891  the  firm  first  began 
to  make  bicycles.  The  company  has  the 
following  officers:  E.  R.  Payne,  president; 
Senator  J.  Henry  Cochran,  treasurer;  Attor- 
ney General  H.  C.  McCormick,  secretary; 
Hugh  MacDonald,  general  manager.  The 
factory  buildings  are  one-eighth  of  a  mile 
long.  

WILL  CONTINUE  HAKINQ  KANGAROO  TIRES. 

In  contradiction  of  the  reports  that  have 
been  circulated  through  the  medium  of  ad- 
vertisements, letters  and  personal  interviews 
to  the  effect  that  the  National  India  Rubber 
Co.  of  Bristol,  R.  I.,  had  discontinued  the 
manufacture  of  Kangaroo  tires  because  of  a 
suit  instituted  hy  the  makers  of  another  tire 
on  the  market  of  Which  the  Kangaroo  is  al- 
leged to  be  an  infringement,  the  National 
company  announces  that  it  is  still  making 
and  intends  to  make  the  Kangaroo  tire,  and 
from  present  indications  shall  have  to  run 
night  and  day  to  supply  the  demand  for  its 
'99  goods.  The  company  says  it  will  meet 
fairly  and  squarely  any  suits  brought  against 
it  for  infringement,  and  will  protect  all  of 
its  customers  against  suits  that  may  be 
brought  against  them  for  selling  or  hand- 
ling Kangaroo  tires  made  under  the  National 
India  Rubber  Co.'s  patents.  The  new  '99 
goods  will  retain  all  of  the  good  features  of 
the  '98  product,  and  in  addition  will  have 
many  improvements  which  another  year's 
experience  in  their  manufacture  has  sug- 
gested.   

BUSY  ON  SEYFANO  HANGERS. 

The  Bison  Mfg.  Co.,  of  Buffalo,  N.  Y.. 
successors  to  Seyfang,  Prentiss  &  Co.,  and 
present  imaJters  of  fthe  Bison  cycles,  is 
working  a  large  force  of  men  on  the  Sey- 
fang hanger  and  bracket  here  shown, 
which,  are  meeting  with  excellent  success. 
The  hanger  for  three-crown  frames  is  made 
of  one  piece  of  steel,  machined  for  use  with 
28  and  30-anch  -wheels,  with  the  brazing  walls 
on  the  inside  of  the  bracket,  and  is  designed 
to  receive  IVs-imch  tubing  for  the  main  body 
of  the  frame,  and  oval-shaped  straight  tubes 
for   the   rear  stays,    and    it   will    permit    the 


The  Cycle  Age  and  Thade  Review 


175 


Bp  of  Tiiis= 

WHAT  VOU  GET  FOR  YOUR  MONEY 
IS  AS  IMPORTANT  AS  THE 
AMOUNT  YOU  PAY. 

THEN  OF  TBIS= 

A  NATIONAL  RIDER  NEVER 
CHANGES  HIS  MOUNT. 


It's  self-evident  that  there's    100 
cents  worth  for  your  dollar  in 

NATIONAL    BICYCLES 
or  riders  would  not  stick  to  them. 


If  you  want  to  build  up  a  trade  tbat 
means  a  continuing  profit  to  yourself,  write 
us  for  prices— tbey  are  fair  for  a  dowfl-to- 
date  good  bicycle. 

NATIONAL  CYCLE  MFG.  CO. 

24  BAY  CITY.  MICH. 


3.  CO.     )!( 


Mention  The  Cycle  Age 


Initial  Tension 
Expansion  Spring 


SEAT  POST 


The  Only  Tfue  Jar  Absorber. 

(Patent  Pending.) 

PRICE,   $2.50  EACH. 


SYNONYM    FOR    THE  BEST   IS  THE 
NAME    OF 

THE  BUESCHER  MFG.    CO. 

IBIrKHART,    IND. 


Practical, 
Sensible, 
Heallli 
Preserving 
Riders 
Lllce  it. 
Physicians 
Endorse  it. 


The  jobber,  the  deali-r 
and  the  user  ot  blcjcle  gnn- 
dries  know  this. 

Oar  products  are  stand- 
ard and  reliable  in  style, 
quality  and  price. 

'99  CAXAIiOGUX: 
mailed  at  your  request.  It 
will  pay  you  to  see   same 
before    ordering    a    single 
sundry. 

Complete  lines  of 
P  u  m  p  8,  lamp  Backets, 
Toe  Clips,  Coasters,  the 
best  Spring  Seat  Post,  etc.. 
are  shown  in  it. 

Pee  our  Trouser  Guard. 

We  malce  specialties — 
write  for  estimates. 


No.  3  TOE-CLIP 
Correct  practical 
design,  3Sc  pair. 


No.  3  COUPLING. 

'9'-    Latest  and  Best.    Every  Pump 
witli  it.    Pat.  July  14, 


No.  7  FOOT- 
PUMP,  barrel 
lii^xl2.  Solid 
stirrup.  Price 
80c  Eacii. 


should  be  fitted 
1896. 


T 

We  Have  the 

H 

E 

Same  Aeents... 

Year  after  year.     There 

^  M 

must  be  a  reason  for  this. 

Af 

It  is  not  difficult  to  guess. 

T 

Our  BICYCLES  always 

please. 

A 

THE  KIRK  MFG.  CO. 

1 

TOLEDO,  OHIO. 

1 

Distributing  Agents: 

E 

Conroy  Mfg.  Co.,  28  John  St.,  New  York. 
H.  B.  Shattuck  &  Son,  Boston,  Mass. 
Jaa.  Bailey  Co.,  Portland,  Me. 
Carlin  &  Fulton,  Baltimore,  Md. 
Mistrot  Bros.  &  Co.,  Houston,  Tex. 
Boutell  Bros.,  Minneapolis,  Minn. 
Powell  &  Clement  Co.,  Cincinnati,  Ohio. 
P.  E.  Allison,  Louisville,  Ky. 

Mention  The  Cycle  Age 

Andrae  Cycles  Never  Disappoint. 

How  Do  Prompt  Shipments 
Help  the  Agent? 


When  people  want  a  bicycle  they  want  it  quick. 
Every  agent  knows  that.  He  knows  what  it  means, 
too.  When  the  fact  becomes  known  that  a  dealer 
can't  fill  orders  within  a  month  he  might  as  well  close 
up  shop.  When  the  buying  season  comes  around 
promptness  will  be  a  power  in  selling  bicycles.  Peo- 
ple want  the 

Andrea  Bicycle 

(14  MODELS,  $30.00  UP) 

not  only  because  it  can  be  delivered  promptly  but 
because  it  never  disappoints.  We  have  earned  that 
reputation  for  our  bicycles  and  are  working  to  earn 
that  reputation  for  our  service.  We  will  not  make 
people  wait — our  agents  can  tell  them  so.  We  have 
built  a  large  new  factory — the  finest  equipped  bi- 
cycle factory  in  the  world. 

WE  WANT  RESPONSIBLE  AGENTS  TO  WRITE  FOR  PRICES. 

Julius  Andrae  &  Sons  fn.  wnwaukee,  wis. 

Eastern  Export  Branch:    95  Reade  St.,  New  York  City. 


Mention  The  Cycle  Age 


176 


The  Cycle  Age  and  Trade  Review 


use  of  sprockets  as  larg-e  as  twenty-eight 
teeth.  The  hanger  is  made  for  3  and  4-inch 
drop.  The  chain  line  is  1%  inches,  tread  4% 
inches;  sprockets,  24,  26  and  28  teeth  for  the 
men's  hang-er  and  18  to  21  for  the  ladies'. 
Seven-inch  oval  cranks  are  furnished  forged 
of  the  best  spring  steel.  Crank  shafts  are 
of  two-piece  pattern,  the  ends  securely 
locked  by  a  tongue  and  groove  device  and 
held  in  position  by  a  bolt  extending  through 
the  entire  length  of  the  shaft.  A  lug  on  the 
right  crank  drives  the  sprocket,  and  a  right 
hand  threaded  cone  abuts  the  sprocket, 
making  this  of  solid  construction.  The  ad- 
justing cone  is  on  the  left  side  of  the 
hanger,  w'hich  has  a  left  hand  thread, 
washer  and  lock  nut.  This  forms  the  ad- 
justment, which  can  be  easily  operateid  by 
any  one.     The  bearings  on  this  bracket  are 


^£Oc/£^&£-. 


of  the  three-ipoint  type,  dust  proof,  and  of 
the  best  material  and  workmanship.  The 
four-lng  bracket  is  designed  to  be  used  in 
conjunction  with  the  above  hanger  mechan- 
ism, on  old-style  frames.  It  can  be  furnished 
in  the  rougih  or  machined.  It  is  built  to  re- 
ceive 1%  tubing  in  the  main  frame  and  % 
round  tube  for  the  rear  stays,  and  is  made 
in  3  and  4-inch  drops  for  28  and  30-inch  ma- 
chines respectively.  The  principal  feature 
is  the  inside  brazing  walls,  which  are  thor- 
oughly covered  by  a  broad  patent.  The 
chain  line  is  1%  inches  and  tread  4%,  inches. 


IDEAL  DOUBLE  ADJUSTING  STEH. 

The  Ideal  Plating  Co.,  7  Appleton  street, 
Boston,  whose  Ideal  adjustable  bars  and 
other  goods  have  been  favorably  known  to 
the  trade  for  a  mimber  of  years,  is  pushing 
the  sale  of  the  double  adjusting  stem,  which 
was  patented  in  1897  and  brought  out  last 
season.  The  rod  which  draws  the  taper 
plug  into  the  correspondingly  tapered  and 
split  end  of  the  stem  also  binds  the  clamp 
that  holds  the  bar  in  their  adjusted  position, 
thereby  doing  away  with  the  head  clamp 
and  simultaneously  locking  the  bar  in  place 
and  clamping  the  stem  in  the  steering  stem 
by  the  single  operation  of  turning  one  nut. 


This  stem  also  gives  a  forward  and  back- 
ward adjustment  of  2%  inches  and  makes 
the  bar  reversible  as  well  as  adjustable. 
This  stem  is  furnished  with  or  without  the 
bar.  The  Ideal  company  makes  also  a  sta- 
tionary, with  and  without  interiial  binder, 
and  a  variety  of  adjustable  bars  for  use 
with  any  of  its  stems,  which  are  bored  to 
receive  bars  of  one-inch  diameter  at  the 
middle.  All  these  gioods  are  heavily  cop- 
pered before  nickeling.  A  good  demand  for 
the  Ideal  bars  has  grown  up  among  the 
riders   in  the   east. 

STRAUSS'  NEW  SUPPLY  HOUSE. 

Matthew  Strauss,  who  recently  sold  out  his 
interest  in  the  trauss-Hanna  Cycle  Material 
Co.,  of  Buffalo,  has  established  a  n&w  cycle 


supply  house,  under  the  name  of  Strauss 
Cycle  Supply  Co.,  and  has  secured  a  large 
building  at  334  Genesee  street,  Buffalo,  with 
about  12,000  feet  of  floor  space,  and  expects 
to  have  one  of  the  largest  and  most  com- 
plete sujiply  houses  in  the  east.  He  invites 
correspondence  from  manufacturers  of  '99 
goods,  or  from  any  one  having  goods  on 
which  they  are  willing  to  quote  interesting 
prices.  Mr.  Strauss  has  been  identified  with 
the  (bicycle  trade  of  Buffalo  for  nearly  fif- 
teen years. 

KNURLED  JAWS  IN  EXPANDER. 

It  has  been  the  drawback  to  most  internal 
expander  devices  for  fastening  of  seat-posts 
and  handlebar  stems  that  the  binding  effect 
in  course  of  time  and  by  use  became  uncer- 
tain. When  the  expanding  surface  was 
small— mostly  a  mere  edge  of  metal — the 
tubing  w^ould  bulge  under  the  ivressure  anid 
after  a  short  time  the  device  was  useless 
and  must  be  adjusted  in  a  new  place.  When, 
on  the  other  hand,  the  expanding  surface 
was  larger,  difficulty  was  experienced  in 
bringing  the  two  parallel  cylindmical  sur- 
faces In  sufficient  intimate  contact  to  bind, 
unless  exceptionally  great  force  was  ap- 
plied. Trouble  of  this  kind  was  chiefly  due 
to  the  fact  that  the  cylindrical  surfaces  of 
tubing  are  not  quite  accurately  cylindlri- 
cal  and  the  fit  between  the  parts  can  there- 
fore not  in  practice  be  made  so  close  but 
what  considerable  force  would  be  required 
to  expand  the  inner  member  of  the  device 
until  the  minute  rugosities  of  its  outer  sur- 
face would  enter  into  that  kind  of  contact 
with  the  similar  rugosities  of  the  external 
tube  which  constitutes  friction.  By  accu- 
rate workmanship,  as  by  turning  the  ex- 
pander on  a  lathe,  the  trouble  might  be 
overcome  to  some  extent,  but  the  irregu- 
larity of  the  inner  surface  of  the  seat  mast 
or  fork  stem  would  remain,  and  at  all 
events  it  would  be  hard  to  prevent  the  ex- 
pander from  rotating  even  if  it  served  to 
prevent  up-and-down  movement.  A  simple 
method  for  overcoming  these  faults  has 
been  invented  by  L.  B.  Gaylor,  of  the  Black 
Mfg.  Company,  and  applied  to  Tribune  bi- 
cycles for  1899.  It  is  designed  for  the  fas- 
tening of  the  handlebar  stem  only  and  was 


patented  November  29,  tlhis  year.  Under  this 
invention  a  series  of  clamping  jaws  is  em- 
ployed which  is  supported  upon  the  stem  of 
the  handlebar  and  acts  directly  upon  the 
interior  of  the  fork  stem.  These  clamping 
jaws  have  knurled  binding  siurfaces  and 
form  the  lower  portion  of  spring-prongs 
which  are  integral  with  a  short  cylindrical 
piece  which  is  riveted  to  the  lower  end  of 
the  handlebar  stem  in  such  manner  that  the 
jaws  rest  within  recesses  formed  in  the 
stem.  The  inner  sides  of  the  jaws  are  bev- 
eled at  about  the  same  angle  as  that  of  the 
conical  expander  which  is  treaded  upon 
the  lower  end  of  the  spindle  extending 
upward  through  the  stem  and  into  the  han- 
dlebar tee.  At  its  upper  end  the  spindle 
is  threaded  to  receive  a  nut  which  has  a 
square  or  hexagonal  head  by  which  it  rests 
upon  a  washer  which  is  placed  in  a  recess 
in  the  tee.  The  clamping-jaws  are  of  such 
width  that  they  fit  quite  accurately,  al- 
though with  sufficient  freedom  of  move- 
ment, within  the  recesses  in  the  lower  end 
of  the  stem,  so  that  no  lost  motion  exists 
between  the  jaws  and  the  stem. 

The  operation  of  the  apparatus  Is  simple. 
Upon  unscrewing  the  tubular  nut  the  ex- 
pander will  move  downwardly  by  reason  of 
the  pressure  of  the  clamping  jaws  upon 
its  conical  surface,  or.  If  preferred,  in  or- 
der to  insiure  this  action  the  washer  may  be 
dove-tailed  within  the  tee  and  caused'  to 
engage  with  the  tubular  nut  in  any  pre- 
ferred manner,  so  that  the  spindle  and  ex- 
pander will  be  positively  forced  dofwnward 
when  the  nut  is  unscrewed.  As  the  expan- 
der moves  downwardly,  the  elasticity  of  the 
clamping-jaws  causes  them  to  move  inward- 
ly aAvay  from  the  walls  of  the  steering- 
tufbe,  so  that  the  clam.ping  action  is  broken. 
When  this  takes  place,  the  handlebar  and 
its  stem  may  be  adjusted  vertically  in  any 
desired  position.  When  sudh  is  attained, 
the  clamping-jaws  may  be  again  forced  out- 
wardly into  engagement  with  the  walls  of 
the    steering-tube    by    simiply    screwing    up 


the  tul>ular  nut,  and  in  the  extensive  tests 
that  the  Inventor  has  given  the  apparatus 
he  has  been  astonished  at  the  rigidity  with 
which  the  parts  are  clamped  together  by 
the  exercise  of  a  very  little  pressure  upon 
the  nut.  The  surfaces  of  the  clamjping-jaws 
being  knurled  grip  the  inner  walls  of  the 
steering-tube  with  great  firmness,  and  the 
inventor  prefers  to  give  to  those  gripping- 
surfaces  considerable  area,  as  shown,  so 
that  they  may  have  large  contact  with  the 
interior  walls  of  the  tube,  both  for  the  pur- 
pose of  increasing  their  hold  upon  it  and 
also  for  the  purpose  of  preventing  any  ten- 
dency to  bulge  the  tube.  In  one  part  of  the 
illustration  is  shown  the  manner  in  which 
is  actually  applied  to  Tribune  bicycles,  the 
handlebar  being  in  front  of  the  stem. 


IVER  JOHNSON  FORK  CROWN. 

The  accompanying  illustration  shows  the 
new  pattern  of  fork  crown  used  on  the  high 
priced  Iver  Johnson  bicycles.  It  is  un- 
doubtedly one  of  the  neatest  and  strongest 


crowns  which  has  ever  appeared  in  a  bicy- 
cle. In  it  are  combined  the  mechanical  ad- 
vantages and  graceful  lines  of  the  solid 
round  and  open  bridge  crowns.  No  sectional 
view  is  presented,  though  on  that  account 
it  is  not  to  be  imagined  that  the  work  will 
not  stand  inspection.  All  the  vital  parts  of 
Iver  Johnson  bicycles  are  made  of  drop 
forgings.  

•  AMERICAN  SUBSTITUTE  FOR  GEAR  CASE. 

Walter  Luther  Dodge,  97  Clark  street,  Chi- 
cago, who  makes  the  Sprokette  chain  clean- 
er which  has  been  illustrated  in  this  paper, 
is  apparently  making  a  success  of  the  here- 
tofore thankless  task  of  marketing  a  special 
device  for  keeping  sprocket  chains  in  good 
working  order.  His  scheme  for  overcom- 
ing the  natural  indolence  of  the  rider  and 
the  repairman  combines  the  requirements 
of  efficiency,  cheapness,  cleanliness  and  ease 
of  application  to  such  a  degree  that  leading 
jobbers  have  been  readily  persuaded  to  cata- 
logue the  "Sprockette"  among  other  practi- 
cal novelties. 

Owing  to  the  rapid  growth  of  the  business 
of  the  Crosby  &  Mayer  Co.,  of  Buffalo,  N. 
T.,  the  secretary,  William  H.  Hill,  hereto- 
fore acting  as  eastern  representative,  with 
headquarters  at  320  Broadway,  New  York 
City,  has  returned  to  the  factory  at  Buffalo 
to  assume  a  share  of  the  increased  of- 
fice duties  which  the  business  demands.  He 
will  be  succeeded  in  the  eastern  territory  by 
George  H.  Brown,  formerly  manager  of 
George  Hilsendegen's  fittings  department,  at 
Detroit. 

Cutting,  Kaestner  &  Co.,  241  South  Jeffer- 
son street,  Chicago,  have  recently  enlarged 
their  factory  and  added  10,000  square  feet 
more  floor  space  to  the  plant,  which  now 
has  capacity  for  turning  T>ut  more  than  200,- 
000  saddles  annually.  The  company  states 
that  their  traveling  salesman,  Mr.  Bice,  has 
just  secured  a  large  season's  contract  from 
one  of  the  largest  Ohio  bicycle  concerns. 


Mr.  Wilkstrom,  mechanical  engineer  of 
the  Shelby  Steel  Tube  Company,  was  in  To- 
ledo recently  to  superintend  the  Installation 
of  the  retort  oven  in  factory  D.  The  oven 
works  successfully.  Superintendent  Sage,  of 
the  Toledo  plant,  says  trade  Indications 
point  to  a  most  successful  year. 

George  H.  Brown  has  resigned  from  the 
management  of  the  sundries  department  of 
George  Hilsendiegen,  to  take  the  position  of 
eastern  representative  for  Crosby  &  Mayer, 
with  headquarters  at  320  Broadway,  New 
York.  

E.  J.  Welch,  who  recently  represented  New 
Brunswick  Tire  Co.  in  Chicago,  will  handle 
trade  for  the  Goodyear  Tire  &  Rubber  Co. 
of  Akron,  O.,  in  the  territory  west  of  Pitts- 
burg, except  Chicago. 


The  Cycle  Age  and  Trade  R 


EVIEW 


177 


tU  Barnes  Cycle  Company 


<<|T  the  rioer  of  life  freezes 
'  ooer,  put  on  skates;" 
In  other  words,  meet 
your  competitor  by  oper- 
matchins  any  line  that  he  can 
produce. 


HERE  THEY  ARE: 


Mention  The-  Cycle  Age 


Model  20 Barnes  Special 

Model  23 Barnes  Superba 

Model  21 ..... .  Barnes  Road  Racer 

Model  22 Barnes  Track   Racer 

Model  29 Barnes  Road  Racer,  30-inch. 

Model  27 Barnes  Chainless  Special.... 

Model  28 Barnes  Chainless  Superba... 

Model  24 Barnes  Diamond  Tandem..., 

Model  25 Barnes  Combination  Tandem 


$  50.00 
50.00 
65.00 
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100.00 
100.00 


Register  your  application  before  it  is  too  late 
Our  salesmen  are  out,  and  will  call  if  you 
will  write  \is,^^^^jtjtjt 


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SYRACUSE,  N.  Y, 


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Roadsters,  $50 


Tandems,  $75 


Chainless,  $75 


Send  for  Catalogue  detailing  construction  of  our  t899  models. 
Always  glad  to  hear  from  Energetic  Agents. 


STERLING  CYCLE  WORKS,  KENOSHA,  WIS. 


178 


The  Cycle  Age  and  Trade  Review 


THE  PASTIHE  AND  SPORT 


Banker  Wins  a  Match. 

For  the  first  time  since  the  world's 
championship  at  Vienna,  George  Banker 
has  made  a  good  showing  in  Europe,  hav- 
ing won  a  pretty  match  race  from  Grog- 
na,  the  Belgian,  and  Tommaselli,  the  Ital- 
ian, at  Marseilles,  November  20,  the  first 
meet  on  the  southern  winter  circuit.  The 
match  was  for  1,200  meters.  The  first 
heat  was  a  loafing  race  until  the  bell, 
when  Tommaselli  began  the  sprint  and 
seemed  to  have  the  race  won,  but  Banker, 
who  seems  to  have  again     returned     to 


from  the  American  Cycle  Racing  Associa- 
tion to  ride  exhibitions  at  the  Garden  this 
week  interrupted  his  visit.  The  offer 
was  accepted.  The  fear  of  suspension  by 
The  League  does  not  worry  the  Midget, 
who  will  make  an  effort  to  tie  up  with 
Tod  Sloan  and  tour  the  country  as  a 
jockey,  going  first  to  the  races  in  New 
Orleans. 


Potter  Will  Not  Run. 

New  York  City,  Dec.  5. — Isaac  B.  Potter 
announced  to-day  that  he  would  not  be 


Anti=Control  Sentiment  Grows. 

Philadelphia,  Dec.  5.— While  P.  S.  Col- 
lins of  this  city,  secretary-treasurer  of  the 
Pennsylvania  division,  L.  A.  W.,  League 
politician  and  prominent  member  of 
the  Century  "Wheelmen  of  Philadelphia, 
was  characterizing  as  unauthorized  the 
use  of  his  name  in  connection  with  the 
call  issued  last  week  for  the  formation  of 
a  new  race-controlling  association  and 
was  citing  reasons  why  he  thinks  the  rac- 
ing men  foolish  for  defying  the  League  at 
this  time,  the  Century  Wheelmen,  one  of 


PIEPCe   LEAOX  -  THtJ,Qm  -  - 


MICHAfL    PETURU/  FROM  VvALCJ^ .    . 


tlKU    DtfCAT/  TAYLOPC 


POTTfP   WILL  HOT  PUN 


JACK  PAP/Ofl/  riHCD  TOP  L0AFIM6 


bmCQ  WIN/  rPOM  TOMMA/fLLI  AMD  OPOOflA 


good  form,  went  after  him  and,  passing 
him  at  five  yards  from  the  tape,  won  by  a 
wheel  in  2:08  2-5.  In  the  second  heat 
the  American  took  the  lead  and  main- 
tained it  to  the  finish,  watching  his  op- 
ponents for  the  pursuit  and  winning  by 
inches  from  the  little  Belgian  in  2:21  2-5. 
The  third  heat  was  a  loaf  till  Tomma- 
selli started  the  sprint  300  meters  from 
the  tape,  winning  by  the  width  of  a  tire 
from  Banker  in  2:17  2-5.  The  series 
went  to  Banker,  with  Tommaselli  second 
and  Grogna  third.  A  2,000-meter  tandem 
race  was  won  by  Girardet  and  Leynaud, 
with  Banker  and  Grogna  second. 


The  Return  of  Michael. 

Jimmy  Michael  arrived  in  New  York 
last  Saturday  after  a  three  weeks  trip 
to  his  home  in  Wales,  where  a  cable  offer 


a  candidate  for  reelection  to  the  presi- 
dency of  the  L.  A.  W.  Up  to  this  time  he 
has  declined  to  discuss  the  League  politi- 
cal situation,  stating  that  it  was  too  soon 
to  take  up  the  subject,  which  interrupts 
the  regular  League  work. 


Bicycle  Accidents  infrequent. 

The  police  department  of  Berlin,  Ger- 
many, has  issued  a  statement  showing  the 
rate  of  accidents  to  the  number  of  ve- 
hicles in  use  there  during  1897.  rhe  table 
shows  that  an  accident  happened  to  one 
in  every  fourteen  cabs,  one  in  every 
twenty-five  wagons,  one  in  every  two 
stages  (omnibuses)  and  one  in  every  for- 
ty-two bicycles.  And  only  a  small  number 
of  the  bicycle  accidents  resulted  in  death. 
The  statement  gives  the  number  of  bi- 
cycles in  use  in  Berlin  in  1897  as  130,000. 


the  largest  League  clubs  in  the  country, 
was  by  some  strange  coincidence  pas- 
sing by  an  almost  unanimous  vote  the 
resolution  "That  it  is  the  sentiment  of  the 
Century  Wheelmen  that  the  League  of 
American  Wheelmen  should  abandon  the 
control  of  cycle  racing."  The  statement 
is  openly  made  that  a  similar  resolution 
will  be  offered  at  the  meeting  of  the 
Pennsylvania  division  in  this  city  next 
Saturday.  With  Pennsylvania  and  Mas- 
sachusetts in  favor  of  the  League  aban- 
doning the  control  of  racing,  a  great 
stride  will  have  been  taken  toward  se- 
curing the  two-thirds  vote  necessary  to 
bring  about  such  a  radical  departure. 


Buffalo,  Dec.  5. — The  first  road  to  be 
built  in  this  section  under  the  good  roads 
law  recently  passed  by  the  state  legisla- 


The  Cycle  Age  and  Trade  Review 


179 


Embody 

Symmetrical 

Lines 

Strength 

Speed 


WRITE  US  AT  ONCE 
Jijijtjij,  FOR  PRICES. 


Sell  them 
and  be  a 
Top  Notcher 
in  your 
locality 


WALTHAM  MFG.  CO., 
^  ^  WALTHAM,  MASS. 


m 


m 
m 

f 
f 


f 
A 

A 

m 

A 

A 
A 


Do  V  V-f  U^  want  a  line  of  wheels  with  the  best 
selling:  device  that  was  ever  attached  to  a  bicycle?  If  so, 
be  sure  and  order  your  wheels  to  be  epuipped  with  the 

morrow  Jfttomatic  Coasttr  ana  Brake 

It  can  be  had  on  any  of  the  following  well  known  cy= 
cles:  Spalding,  Pierce,  Acme,  Stearns,  Orient,  Iver= 
Johnson,  White,  Reading=Standard,  Eclipse,  Thomas, 
Wolff=American,  Columbus,  besides  Humber,  Rover, 
Triumph,  Rudge=Whitworth  and  other  English 
makes.  The  agent  who  fails  to  order  his  wheels  with 
this  equipment  will  be  apt  to  have  a  lot  of  machines 
to  carry  over  at  the  end  of  the  season. 


180 


The  Cycle  Age  and  Trade  Review 


ture,  is  nearing  completion.  It  is  being 
constructed  of  macadam,  is  twenty-two 
feet  wide  and  extends  six  miles  into  tlie 
country. 

ELKES  DEFEATS  TAYLORE 


American    Wins    Hour    Match    by    More    Than    a 
Mile— motor  Pacing  Tried— Sprint  Races. 


New  Yorli  City,  Dec.  5. — About  eighty 
of  the  best  amateurs  of  the  metropolitan 
district  took  part  in  the  short  races  on 
the  Madison  Square  ten-lap  track  run  by 
the  American  Cycle  Racing  Association 
which  opened  the  indoor  season  last  Sat- 
urday night.  CoUett  and  Powell  did  not 
enter,  however,  fearing  to  imperil  their 
eligibility  to  the  intercollegiate  cham- 
pionships. 

The  "outlaw  pros"  gathered  to  the 
number  of  thirty,  among  them  being 
Gardiner,  Kimble,  Cooper,  Eaton,  Nat 
Butler  and  other  shining  lights  of  the 
national  circuit. 

It  was  the  first  appearance  of  Nat  But- 
ler as  an  outlaw  and  he  celebrated  by 
winning  the  mile  championship  from  Bob 
Wathour.  Cooper  had  a  fall  in  his  trial 
and  Gardiner  fell  in  the  final. 

Petroleum  motor  pacing  was  given  its 
first  trial.  When  Henri  Fournier  mount- 
ed the  cumbersome  machine  first  and 
slowly  circled  the  oval  there  were  deris- 
ive calls  from  the  gallery  of  "choo-choo" 
and  "ting-a-ling."  After  a  mile,  however, 
he  got  up  steam  and  with  Eddie  McDuffee 
following,  reeled  off  a  mile  very  handily 
in  2:09  3-5.  The  jeers  changed  to  cheers 
and  it  looks  as  though  the  practicability 
and  popularity  of  motor  pacing  had  been 
established  in  this  country. 

In  the  Taylore-Elkes  hour  tandem 
paced  race  the  i^'renchman's  pacing  was 
far  inferior  to  the  Yankee's  and  he  was 
caught  (they  sta^d  fr^m  opposite  ends 
of  the  track)  andlpassed  in  the  first  mile. 
Taylore  showed  indomitable  pluck  to  the 
end,  at  times  riding  many  laps  without 
pace.  He  wore  himself  out  and  was  eas- 
ily beaten  by  a  mile  and  two  laps.  Elkes 
made  27.65  miles  in  the  hour.  His  pace 
following  was  of  the  easy,  impressive  or- 
der shown  when  he  made  the  world's  hour 
record  at  Philadelphia. 

Owing  to  the  big  entry  list  of  amateurs, 
some  of  the  semi-finals  and  finals  had  to 
be  postponed.  A  new  amateur  star  was 
disclosed  in  George  Schreiber,  who  won 
the  mile  open  handily  from  Charles  Ertz. 
The  summaries  follow: 

One-mile  indoor  amateur  championship, 
final  heat— G.  C.  Schreiber,  first;  C.  M.  Ertz, 
second;  W.  Torrence,  third.    Time,  2:54  3-5. 

One-mile  professional  indoor  championship, 
final  heat— Nat  Butler,  first;  Robert  Walth- 
our,  second;  F.  F.  Goodman,  third;  Oscar 
Hedstrom,  fourth.    Time,  2:42  4-5. 


AUSTRALIAN  SEASON  OPENED 

Walne  Makes  a  Record   and  Parsons  is  Fined  for 
Loafing -Big  Austral  Race  Prizes. 


Sydney,  Nov.  5. — The  racing  season  was 
opened  with  a  meet  at  Adelaide  run  on 
October  15  and  22.  The  meets  were  only 
moderately  attended  and  the  South  Aus- 
tralian League  just  cleared  expenses.  Ex- 
ceptionally fast  times  were  made.  Walne 
rode  half  a  mile  from  scratch  in  :59, 
which  stands  as  competition  record.  Jack 
Parsons  was  fined  $5  together  with  an- 
other rider,  for  loafing  in  their  heat  of 
the  mile  scratch,  whereupon  he  scratched 
for  all  events  and  declared  that  he  would 
not  ride  in  South  Australia  again. 

A  great  overland  ride  has  recently  been 
accomplished  by  Albert  McDonald,  who 
left  Port  Darwin  on  August  22  and  ar- 
rived in  Adelaide  on  September  19,  having 
cycled  from  ocean  to  ocean,  a  distance  of 
2,080%  miles,  in  the  marvellous  time  of 
28%  days.  The  previous  record  was  held 
by  Tom  Coleman  in  63  days.  This  ride 
has  now  been  accomplished  three  times. 

A  syndicate  is  arranging  to  run  elec- 
tric light  race  meets  during  December, 
January  and  February,  two  nights  each 


month,  in  Sydney,  $350  prize  money  is  to 
be  given  each  night. 

The  Austral  meet  will  be  held  Novem- 
ber 26,  December  3  and  December  10, 
when  $4,270  will  be  given  in  prize  money. 
The  chief  events  are  the  Austral  wheel 
race  with  prizes  amounting  to  $2,000  and 
a  scratch  event  for  prizes  aggregating 
$850.  This  will  be  followed  on  January 
26  and  28  and  February  4  by  the  big  Aus- 
tralian Natives'  Association  meet,  when 
$4,500  will  be  given  in  prizes,  the  princi- 
pal events  being  the  A.  N.  A.  handicap 
for  $2,250  in  prizes  and  a  scratch  event 
for  $700. 


PIERCE  LEADS  THE  GRIND 


Is  Ahead  of  Record  in  Six=Day  Race— Leads  Miller 
and  Waller  by  Sixteen  fliles. 


New  York  City,  Dec.  7. — Thirty-one 
riders  hailing  from  all  parts  of  the  United 
States  and  Europe,  and  from  Australia  as 
well,  faced  Starter  Eddie  Bald  on  the 
Madison  Square  Garden  track  when,  at 
12:05  inonday  morning,  he  fired  the  shot 
that  started  them  on  the  142-hour  grind 
that  has  been  looked  forward  to  with  so 
much  interest.  The  resolution  presented 
to  the  city  council  to  prohibit  the  race  on 
the  ground  of  cruelty,  had  been  voted 
down  by  that  body,  so  little  interest  hav- 
ing been  shown  in  the  measure  that  none 
but  the  framer  was  present  to  argue  in 
its  support  and  no  one  deigned  to  oppose 
it.  A  board  of  physicians  was  appointed, 
however,  to  examine  the  riders  daily,  and 
the  health  board  of  the  city  announced  it 
would  interfere  to  stop  the  race  should 
the  doctors  find  at  any  time  that  any  of 
the  contestants  was  being  forced  to  ride 
against  his  will  or  when  physically  unfit 
to  participate. 

The  contest  for  position  at  the  start 
was  between  Miller  and  Shinneer  for  the 
lead,  then  between  Waller  and  Miller.  At 
daylight  Fredericks  had  the  lead  and  in 
the  afternoon  Pierce  led  by  a  mile  and  a 
half. 

Waller  rode  314  miles  and  4  laps  before 
making  a  dismount,  breaking  Stephane's 
endurance  record  of  272  miles  made  last 
year. 

Five  men  dropped  out  the  first  day. 
Leslie  fell  and  did  not  return  to  the  track, 
Smith  fell  and  broke  a  rib,  Neal  quit  with 
a  bad  eye  and  Rice  with  a  weak  stomach, 
Burke  and  Beacon  because  they  were 
tired. 

Eight  spills  occurred  during  the  first 
day,  one  being  caused  by  the  slipping  of 
one  of  the  tandems  which  were  to  pace 
McDuffee  in  a  five-mile  exhibition.  Mil- 
ler ran  into  the  tandem  and  fell  but  was 
not  hurt,  McDuffee  dislocated  a  thumb 
and  Hicks  of  the  tandem  team  cut  his 
head  on  a  post. 

At  the  end  of  the  seventeenth  mile 
Pierce  was  about  five  miles  behind  Wal- 
ler's record  of  last  year,  but  at  10  o'clock 
Monday  night,  after  riding  twenty-two 
hours,  was  350  yards  ahead  of  Waller's 
record  for  the  time,  having  ridden  419 
miles  1  lap. 

From  the  twenty-second  hour  to  the 
thirty-fifth  Pierce  rode  ahead  of  the  rec- 
ord. At  the  thirty-fifth  hour  he  was  three 
miles  behind,  but  in  the  next  hour  he 
went  ahead  again.  Records  fell  steadily 
from  that  time.  In  the  thirty-seventh 
hour  Pierce  rested  twenty-nine  minutes 
and  slept  eighteen  minutes,  his  first  sleep 
in  the  contest.  He  lost  eight  miles  of  his 
lead  over  Waller,  but  was  still  a  mile 
ahead  of  the  record  at  the  thirty-eighth 
hour.  His  500th  mile  was  completed  in 
27:29:00,  600th  in  33:34:00,  and  700th  in 
40:06:00.  At  the  forty-third  hour  he  was 
twenty-one  miles  ahead  of  Waller,  and 
nearing  the  finish  of  the  forty-fourth  hour 
Miller  did  some  brilliant  sprinting  and 
took  Waller's  position  as  second.  Waller 
kept  the  terrible  gait  set  by  the  Chicago 
gripman  for  only  a  short  time  and  then 
got  off  his  wheel,  yielding  up  second  posi- 


men  arc 
juddcd  by  their 
associate! 


'♦♦♦ 


Olby  not  Saddles? 


Dealers  and  riders  can  obtain  the 
famous  J2-ounce 


Rollcnbeck 

Rawbtde  Saddle 


Without  extra  charge  on  the  fol- 
lowing high  class  bicycles: 


Andracl 

Orient 

Ariel 

Pierce 

Barnes 

Peoria 

Ben-Hur 

Rochester 

Carlisle 

Steams 

Day  on 

Sterling 

Eclipse  ' 

VikLog 

Envoy 

W  oltt- American 

Hudson 

Yale 

Lovell-Diamond 

SneU 

Olive 

Write  us,  if  you  want  a  very  light, 
attractive,  up-to-date  bicycle  sad- 
dle of  the  highest  grade^^e^'.^*.^' 


•♦^•^yr*^ 


l)Ollenbeck  Saddle  Co. 

Syracuse,  n.  S.,  U.  $.  K 


The  Cycle  Age  and  Trade  Review 


181 


^Ji^"ADMIRAL" 


List  $30 


M.  &  W.  tires;  li^-in.  flush  joints;  2 
piece  hanger;  3-16  in.  chain;  oval 
■crown;  D  rear  forks;  large  sprockets. 

We  want  a  few  more  good  jobbers  to 
handle  this  fast  seller. 


MARCH=DAVIS  CYCLE  MFG.  CO. 

FACTORY:  HFRS. 

•44th  and  North  Aves. 
CHICAGO 


47  Warren  Street, 
NEW  YORK 


Chicago's 
Show 


Cycle 

(ind 

Jfutomobile 


KEITH  BLDG- 


Jan.  7 12 1 4 


Has  met  with  the  approval 
of  those  who  are  progff  essive 
in  the  bicycle  indxistty*.^.^ 


SPACE 


HAS  BEEN  RESERVED  FOR 
THESE  FIRMS^^Jtjtjijt^ 


Pope  Mfg.  Co.  B.  F.  Goodrich  Co. 

Fowler  Cycle  Works.  Manson  Cycle  Co. 

Monarch  Cycle  Mfg.  Co.  A.  Featherstone. 

A.  D.  Meiselbach  Co.  F.  S.  Waters  &  Co. 

League  Cycle  Co.  Jenkins  Cycle  Co.  ^ 

A.  J.  Gray.  Snell  Cycle  Fittings  Co. 

Wheeler  Saddle  Co.  Bradley  Mfg.  Co. 

Fanning  Cycle  Co.  Peterson  &  Hastings. 

Von  Lengerke  &  Antoine.         Sager  Gear  Co. 

Iven-Brandenburg  Co.  Kelly  Handlebar  Co. 

Naber  Saddle  Co.  Carlisle  Mfg.  Co. 

A.  G.  Spalding  &  Bros.  Oakman  Motor  Vehicle    Co. 

And  28  other  representative  firms. 


You  have  plats  of  spaces,     Yoti  know  tlie  prices.      Your  application  is  solicited. 

A  few  desirable  spaces  remain. 


R  H.  Van  Sicklen 


Mgr. 


ROOM  45 
40  DEARBORN  STREET 


Chicago 


JOBBERS 

See  us  on  TOE  CUPS,  ^ 
COASTERS,  BRACKETS. 

Largest  Factory  for 

Snadries  in  U.  S. 
A.  G.  BAGLEY  CO.,  Mfrs.  of 
Standard  and  Star  Brackets, 
etc.,l6S  S.  Clinton  St.,Cbicago 
D.  P.  Harris,  26  Warren  St., 
New  York,  Eastern  Rep. 


JOBBERS 


Everywhere  will  sell  the  Moni- 
tor Pump  Connection  in  1899. 

AIR  TIGHT.       PRICES  RIGHT. 
ELECTROS  READY. 

inquiry  from  you  will  be  appreciated.     Sataple 
mailed  any  dealer  few  6^ents^ 
CO. 


HARRAH  a  STEWART  MFG 

Mention  The 


(Depi.  A),  Des  Moines,  Iowa. 

Cycle  Age 


The  Oldest  Handle  Bar  Manufacturers 


<C^:\  in  Business 


Vk. 


Don't  be  misled  to  use 
^f"T"7Til>a'rs  that  are  unknown 
1\ -'^and  of  inferior  quality 

when  yoir  can  buy  the 

Ideal  ^  ^ 
Adjustable  and 
Internal 
Binder  Bars 

for  the  same  money.  Our  bars  are  made  of  the  best  seamless  tubing,  and 
the  stems  of  one-piece  forging.  All  styles.  All  bars  heavily  coppered  be- 
fore being  nickeled.  Guaranteed  the  best  finish  and  most  perfect  bar 
made.     Get  our  prices  and  circular  for  '99. 

IDEAL  PLATING  CO.,  7  Appleton  St.,  Boston,  Mass. 


CJ^ 


182 


The  Cycle  Age  and  Trade  Review 


tion,  to  which,  he  had  held  so  tenaciously 
all  day  Tuesday. 

Pierce's  remarkable  riding  has  changed 
the  opinion  of  many  who  thought  he  had 
little  chance  for  first  place.  His  lead  of 
more  than  sixteen  miles  makes  it  possible 
for  him  to  rest  at  times  for  half  an  hour 
or  longer  without  losing  the  lead.  He  is 
in  excellent  physical  condition,  with  the 
only  exception  that  the  soles  of  his  feet 
are  sore. 

Miller  spends  more  time  resting,  and 
trusts  to  Pierce  overtaxing  himself  in  the 
first  half  of  the  struggle. 

Dawson  shows  the  effects  of  the  strain 
more  than  any  of  the  others  and  seems 
on  the  point  of  breaking  down. 

Stevens  has  not  slept  yet  and  says  he 
will  not  during  the  first  seventy-two 
hours.  He  is  apparently  the  freshest  man 
in  the  race. 

Gimm  is  plodding  patiently  and  Waller 
is  in  the  best  of  good  nature,  having  rid- 
den off  all  the  crankiness  witli  which  he 
started. 

The  score  at  2  a.  m.,  Wednesday,  after 
fifty  hours'  riding,  was  as  follows: 

Pierce S46.1  Lawson     760.1 

Miller    829.6  Aaronson    707.7 

Waller    813.3  Schinneer    664.0 

Albert   800.0  Forster     677.3 

'Hale   763.6  Tilkington    048.6 

Gimm  774.5  Julius   653.0 

Stevens    803.3  Monachon    643.1 

Nawn   765.8. 

The  starters  were  as  follows: 

Charles  W.  Miller,  Chicago. 
Joseph  H.  Rice,  Chlcag-o. 
Fred  Schinneer,  Chicago. 
Teddy  Hale,   Ireland. 
Frederick  Michel,  Switzerland. 
Theodore  Joyeaux,  France. 
Frank  Clstac,  France. 
Ulysses  Monachon,  Switzerland. 
Etienne  Stephane,  France, 
Frank  "Waller,  Boston. 
Fred  Forster. 
Burns  Pierce,  Canada. 
Frajik  Albert,  New  York. 
Louis  Gimm,  Pittsburg. 
John  Lawson,  Chicmgo. 
Oscar  Julius. 


Earl  D.   Stevens.  Buffalo. 

A.   G.   Blivens,   New  York. 

Magnus  Gross,  Brooklyn. 

Charles  Neal. 

James  A.  Rafferty,  New  York. 

Oscar  Aaronson. 

Jack  Burke,  New  York. 

Louis  J.  Kinse,  Bloomfield. 

Henry  Pilkington. 

J.  W.  Nawn. 

Stephen  Fallon,  Jersey  City. 

Charles  Turville,   Philadelphia. 

Bert  Leslie,  Chicago. 

Edward  Beacon,  New  York. 

E.  C.  Smith,  Saratoga. 


NEWS  IN  BRIEF. 

Teddy  Edwards  has  entirely  recovered 
from  the  effects  of  the  attack  of  fever  that 
interrupted  his  continuous  century  riding 
and  is  enjoying  life  in  New  York.  He  in- 
tends to  add  eight  more  centuries  to  his 
record  of  252  before  the  year  ends.  His  em- 
ployers refuse  to  allow  him  tO'  make  an  ef- 
fort to  make  up  lost  centuries  and  complete 
the  365. 

There  was  but  one  ticket  in  the  field  for 
the  annual  election  of  officers  of  the  Michi- 
gan division  L.  A.  W.,  and  the  vote  of  the 
state  was  cast  solidly  by  the  chairman  of  the 
returning  board.  The  result  is:  Chief  con- 
sul. Edward  N.  Hines,  Detroit;  vice-consul, 
Wilbur  T.  Eldredge,  West  Bay  City;  secre- 
tary-treasurer, Henry  E.  Perry,  Detroit. 

The  A.  R.  C.  U.,  by  unanimous  vote  of  the 
executive  committee,  has  invited  all  riders 
now  in  good  standing  with  the  L.  A.  W.,  ex- 
cept Major  Taylor,  Fred  Titus  and  A.  C. 
Mertens,  to  join  the  Union. 

League  members  and  racing  men  are 
awaiting  with  interest  Chairman  Mott's 
forthcoming  annual  report,  which  promises 
to  be  interesting. 


Nickel  Plating 

We  are  prepared  to  take  large  contracts  for 
plating  bicycle  parts.  Best  workmanship  guar- 
anteed and  lowest  cash  price. 

Send  us  samples  and  we  will  plate  and  return 
with  best  figures  on  large  lots  or  any  size  lots 
wanted.    Address 

91  and  93  Barr  St., 

Fort  Wayne,  Ind. 


Keller  Dental  Plating  Works 


MISCELLANEOUS. 

AdTertisements  onderthls  head  6  cents  per  word  first 
Insertion,  S  oents  per  word  each  insertion  thereafter.  Oaeh 
with  order.  Express  orders,  postoffloe  orders,  or  (tamps 
received. 

WANTED 

WANTiED — Agents  for  chain  and  ball  lubricatora 
should  address.    Box  349,  Williamsport,  Pa. 

"WANTED— Position  by  active  young-man;  experi- 
enced buyer  and  correspondent;  thoroughly  acquaint- 
ed wiih  all  office  and  manufacturing  details;  ten- 
years  with  large  manufacturer;  well  recommended. 
Energetic,  care  Cycle  Age.  1 

"WANTED— A  description  of  the  Sager  Gear;  also 
net  cash  prices  on  '99  wheels.  Dan  M.  Wogaman, 
Retail  Agent.  Quincy,  Logan  Co.,  0. 

"WANTED— One  good  agent  in  every  large  city  in 
the  United  States  for  the  best  selling  bicycle  repair 
tool  on  the  market.  Big  monev  for  good  agents.  Thr 
Heath-Quimby  Co.,  Minneapolis,  Minn.  * 

FOR  SALE 

HAKE  your  own  Tire  Fltiid— Five  formulas^ 
for  fifty  cents.  Costs  80c.  per  gallon.  Dan  Anthony, 
San  Antonio,  Tex.  1 

NE"W  Novel  Bicycle  Cuts.  Write  for  catalogue. 
William  Strong,  Cincinnati,  0.  2 

"WE  Build  Erataes  or  stripped  wheels  in  any- 
quantity  for  the  trade;  correspondence  solicited.  S. 
G.  Morris  Fittings  Co.,  Cleveland,  O.  2 

FOR  S  AI^E— 14  complete  sets  Thor  fittings  at  one- 
half  cost.  J.  L.  BuRDlTf,  363  S.  Clinton  St.,  Roches- 
ter, N.  Y. 


PERFECT"  OILER   26cts. 


■i'PEREEGTj 


POCKETtOILERJ! 


SMMasl: 


S£L  F'OL  OSINB   VA  LVE  (OPEfJEO ) 


Tbe  kind  you  have  always  found  with  a  high  grade  bicycle.  "] 

CUSHMAN   &.  DENISON, 

Mention  The  Cycle  Age  159  Ninth  Ave.,  New  York. 


RECORD 

Notice  No.  I. 


RECORD  PEDAL  No.  9. 

You  can  tell  at  a  glance  the  idea  we  had  in  mind 
when  we  devised  the  above  pedal.  It  is  good  for 
ROAD  or  TRACK. 

> 

FINISH  IS  USUAL  RECORD  STYLE. 

Record  Pcd2il  A\f2.  <3o. 

221  Golurnbus  Ave. 

WESTERN  agents:  Rftcf ««         Al  »  C  O 

HIBBARD,  SPENCER.  BARTLETT  &  CO.  DOSlOl7»    /^OSS. 

18  Lake  St.,  CHICAGO,  ILL. 

Mention  The  Cycle  Age 


What  the 
Special 

Bicycle  Maker 


Eccentric  Rear  Fork- 
End  Adjutiment. 


should  use  is  special  material  made  especially  for  the  maker  of  special 
wheels.  We  are  believers  in  the  future  of  tfie  Bicycle  Specialist,  or  so- 
called  "Small  Builder."  and  vce  are  catering  to  his  wants.  By  using  the 
class  of  goods  we  ofiEer  there  is  no  danger  of  him 

Quitting  the  Business.     Don't  You  Believe  It? 

The  level  headed  wheel  buyer  will  alwa»  s  prefer  to  pay  a  little  more 
and  get  a  good  wheel  built  under  his  own  specificatiou  and  superinten- 
dency.  just  as  the  "Kurnel"  and  other  large  manufacturers  turn  up  their 
aristocratic  nos-es  at  •'►weat  shop"  clothing  and  prefi-r  to  pay  their  mer- 
chant tailor  $50  or  860  tor  an  overcoat  although  their  friends,  Messrs. 
Sueegel  &  Whcper  may  be  advertising  the  beat  in  the  land  at  84.99.  No, 
the  custom  bicycle  maker  need  not  worry. 

Not  While  He  Can  Get 

our  complete  sets  of  fittinffs  for  twenty-five  different  1899  models,  all 
parts  of  which  are  of  our  own  design  and  construction,  including  one- 
jjiece  heads,  clusters,  crowns,  hangers,  head  stems,  head  fittings  and  fork 
tubes.    You  will  find  that 

Armstrong  Cycle  Fittings 

For  Singles,  Tandems,  Triplets,  Quads  and  Quints, 

are  all  right  and  just  what  you  need  to  hold  your  trade  and  bring  you 
new  customers.  Send  for  our  1899  catalogue.  We  also  furnish  free  a 
wall  hanger  showing  workine  drawings  of  our  complete  line  You  can 
have  it  for  the  asking.  30-inch  Wheels  will  be  a  popular  f  ature  of  the 
'99  bicycle,  Hud  we  are  in  a  position  to  furuish  fittings  suitable  for  jhem, 
single  wheels,  tandems,  triplets  and  quads. 

A  Word'to  the  Wise^Is  Sufficient. 

The  season  of  1899  will  be  a  rpcord  breaker  for  the  bicycle  specialist 
who  will  use  good  material,  build  a  good  wheel  and  treat  his  customer 
right.    Do  you  want  a  seat  in  the  band  wagon?    Write  for  a  ticket  to, 

ARMSTRONG  BROS.  TOOL  COHPANY, 

Makers  of  the  Best  Line  of  Cycle  Fittings 
Ever  Placed  on  the  Market, 

97  WEST  WASHINGTON  STREET, 
CHICAGO,  U.  S.  A. 


New  York  Agent:  C.  Murray  Rice, 
105  chambers  Street. 


CfCLE  Age 


And  Trade  review 


Vol.  XXII— No   7. 


CHICAGO,  DECEMBER  15,  1898. 


New  Series  No.  56. 


HUMBER  MAKERS  IN  DISTRESS 


FAILURE    TO    PAY    A    DIVIDEND 


A  Committee  of  the  Stockholders  is  Ap= 

pointed  to  Examine  the  Affairs  of 

the  Company. 


The  well  known  English  cycle  making 
firm  of  Humber  &  Co.  is  in  distress.  Its 
directors  have  confessed  inability  to  de- 
clare a  dividend  and  a  special  committee 
of  the  stockholders  has  been  appointed  to 
examine  the  affairs  of  the  concern.  In 
addition  it  is  suspected  that  Martin  D. 
Rucker,  the  managing  director,  has  over- 
drawn the  commission  account  and 
through  neglect  of  his  duties  is  mainly 
responsible  for  an  all  around  decline  of 
the  company's  business.  When  demand 
was  made  for  the  appointment  of  an  in- 
vestigating committee,  Rucker  resorted 
to  strategy  by  calling  for  a  poll  of  the 
stockholders,  but  found  himself  in  the 
company  of  a  small  minority.  It  was  de- 
cided to  conduct  the  inquiry  on  Decem- 
ber 13. 

Rucker  is  Under  Suspiciun. 

Rucker  has  been  one  of  the  conspic- 
uous men  in  English  cycle  finance  for 
many  years,  but  he  did  not  attain  propor- 
tions of  greatness  till  the  dazzling  Hool- 
ey  appeared  on  the  scene.  The  two  be- 
came partners  in  many  a  gigantic  enter- 
prise and  grew  enormously  wealthy. 
Rucker  invested  in  baronial  estates,  race 
horses  and  yachts.  Last  November 
Rucker  was  fined  $5,000  for  contempt  of 
court  in  having  offered  Hooley  a  bribe 
of  ?5,000  to  falsify  his  testimony  before 
the  bankruptcy  court.  But  being  a  man 
of  singular  astuteness  in  business,  as 
some  of  his  victims  in  this  country  dur- 
ing the  early  period  of  American  cycle 
manufacture  can  testify,  Rucker  escaped 
the  fate  of  his  friend.  It  was  at  his  sug- 
gestion that  Humber  &  Co.,  which  once 
had  control  of  the  high  grade  trade  in  all 
European  markets,  ventured  further 
afield  and  established  branch  factories  in 
France,  Belgium  and  Russia.  The  Rus- 
sian house  lost  a  barrel  of  money  last 
year,  and  the  collapse  of  the  English 
trade  in  European  markets,  owing  to  sud- 
den production  in  the  leading  countries 
and  the  competition  of  America,  weak- 
ened the  opportunity  of  the  Belgian 
house. 

French  House  in  Difficulties. 

The  French  enterprise  of  Humber  & 
Co.  was  launched  under  peculiarly  for- 
tunate circumstances.  Years  ago  the 
company's  goods  ruled  supreme  in  the 
French  market  and  so  remained  until 
Clement  &  Co.,  and  the  Gladiator  com- 
pany, both  situated  in  Paris,  so  devel- 
oped the  resources  of  their  bicycle  fac- 
tories, the  one  by  the  use  of  American 


automatic  machinery  and  the  other  by 
attention  to  modern  design  and  exten- 
sion of  foreign  connections,  that  the 
Humber  people  found  themselves  being 
squeezed  by  two  formidable  rivals.  Then 
came  consolidation  of  the  three  interests 
and  a  three-year  period  of  uninterrupt- 
ed success.  But  of  late  ine  gossips  have 
been  busy  and  letters  recently  received  in 
'this  country  hint  at  the  approach  of 
trouble  for  the  French  firm. 

American  Factory  Attached. 

The  American  branch  of  the  parent 
house,  too,  is  in  difficulties,  for  a  short 
time  ago  a  tire  company  executed  an 
attachment  for  $4,000  on  the  factory  at 
Westboro,  Mass.  It  is  one  of  the  vaga- 
ries of  the  parent  house  to  disavow  con- 
nection with  its  American  offspring 
whenever  it  falls  from  grace.  When  the 
slaughter  of  Humbers  on  the  eastern 
market  this  year  was  reported  in  Eng- 
land the  connection  between  the  two 
concerns  was  repudiated,  but  the  whole 
trade  knows  that  it  was  temporarily  ad- 
vantageous to  resort  to  such  a  subterfuge 
to  sustain  the  reputation  of  the  goods 
made  in  England. 


New  Factory  for  Ohio. 

A  company  to  be  known  as  the  Lorain 
Wheel  Works  has  been  organized  by  sev- 
eral Cleveland  and  Elyria  capitalists.  The 
property  of  the  defunct  Lorain  brass 
works  has  been  leased  and  the  new  com- 
pany, which  has  a  capitalization  of  $100,- 
000.  will  at  once  convert  it  into  a  fully 
equipped  bicycle  factory.  The  intention 
is  to  put  the  factory  into  immediate  op- 
eration, as  contracts  are  said  to  have 
been  already  made  for  a  large  number  of 
machines  to  be  delivered  soon  after  the 
first  of  the  year.  The  manager  will  be  H. 
C.  Williams,  and  the  secretary,  T.  C.  Mox- 
ham. 


Ide  Mfg.  Co.  Quits  Business. 

Very  quietly  the  F.  F.  Ide  Mfg.  Co.,  in 
Peoria,  111.,  have  slipped  out  of  business 
and  are  selling  the  machinery,  small  tools, 
shafting,  pulleys,  belting,  etc.,  of  the  fac- 
tory. Such  stock  as  was  carried  over  was 
disposed  of  some  time  ago.  It  is  under- 
stood that  the  concern  does  not  owe 
money  to  creditors. 


CONTENTS. 


Low  Foreign  Freight  Rates 
Large  Profits  in  Australia 
German  Tariff  on  Bicycles 
Editorial  -        =        =        - 

Our  Cycle  Trade  in  England 
Cycle  Shows  in  Disfavor 
Recent  Patents 
riotocycle  Gearing 
Electric  Wagons  in  Snow 
Information  for  Buyers 
The  Pastime  and  Sport     - 


Page 
184 
185 
185 
187 
190 
192 
194 
197 
200 
202 
208 


TIRE  PATENT  CLAIMS  INVALID 


COURT  REBUFFS  BOTH  LITIGANTS 


In  an  Appeal  on  Interference  it  is  Decided 

Both  Palmer  and  Hess  Claims 

Were  Antedated. 


A  great  deal  of  excitement  has  been 
created  in  trade  circles  since  it  became 
known  that  the  United  States  Court  of 
Appeals,  sitting  at  Cinciiinati,  has  ren- 
dered a  decision  declaring  invalid  certain 
claims  in  the  patents  granted  the  Palmer 
Pneumatic  Tire  Co.  and  Henry  A.  Lozier, 
the  well  known  bicycle  maker. 

It  has  been  erroneously  stated  in  the 
public  prints  that  the  court  held  both 
patents  to  have  been  anticipated  by  pat- 
ents taken  out  years  ago  by  the  contend- 
ing parties,  and  that  as  a  consequence 
both  litigants  are  thrown  back  on  what- 
ever rights  they  have  under  their  old 
patents.  From  this  statement  it  has  been 
inferred  that  the  Palmer  patents,  which 
are  now  controlled  by  the  B.  F.  Goodrich 
Co.,  as  well  as  the  patents  owned  by  Mi'. 
Lozier,  are  ineffective  in  preventing  any- 
one from  manufacturing  tires  with  the 
construction  peculiar  to  Palmer  and  Lo- 
zier tires. 

Not  a  Sweeping  Decision. 

While  the  lawyers  for  both  parties  are 
yet  without  a  full  transcript  of  the  deci- 
sion they  are  reliably  informed  that  it  is 
not  half  so  sweeping  as  the  daily  papers 
have  led  interested  people  to  suppose. 
Three  or  four  years  ago  John  F.  Palmer 
was  granted  a  patent  on  tire  construction. 
The  patent  office  also  granted  one  Hess  a 
patent  on  similar  tire  construction  about 
the  same  time^  three  claims  of  which 
were  alleged  to  be  in  interference  with 
similar  claims  in  the  Palmer  patent. 

The  ruling  of  the  court  now  is,  that  the 
three  claims  in  the  Hess  patent,  which 
are  owned  by  Mr.  Lozier,  out  of  the  dozen 
or  more  allowed  are  invalid,  and  that  the 
same  claims  which  are  part  of  the  Palmer 
patent  are  also  invalid.  The  main  Palmer 
and  Lozier  patents,  however,  are  not  af- 
fected by  the  decision,  and  nobody  has 
the  right  to  manufacture  goods  of  such 
construction  as  is  peculiar,  to  both  the 
Palmer  and  Lozier  tires. 


Sieg  Resumes  flanagement. 

The  recervers  of  the  Chas.  H.  Sieg  Mfg. 
company,  of  Kenosha,  Wis.,  have,  upon 
recommendation  of  a  majority  of  the 
creditors  of  the  company,  including  Mor- 
gan &  Wright,  asked  for  and  been  grant- 
ed a  discharge,  in  favor  of  the  return  of 
affairs  to  the  former  owners.  Mr.  Sieg  is 
therefore  again  in  control  of  his  busi- 
ness. The  liabilities  of  the  company 
when  the  receivers  took  charge  of  its  af- 
fairs were  about  $112,000  and  the  cash  on 


184 


The  Cycle  Age  and  Trade  Review 


hand  less  than  $100.  Now  the  liabilities 
are  about  $60,000  and  the  cash  on  hand 
to  start  with  more  than  $7,000,  with  one 
order  booked  for  5,000  bicycles  and  an- 
other from  a  large  Chicago  house  for  all 
the  machines  it  may  require  next  year. 
During  the  past  four  months  the  sales  of 
the  company  have  amounted  to  about 
$30,000,  and  an  average  of  about  forty 
men  have  been  employed. 


LOW  FOREIGN  FREIGHT  RATES 


THE  SHIPPING  RING  IS  BROKEN 


BICYCLES  BY  PARCELS  POST 


Bill   in  Congress   Providing   for   Handling   of  All 
Freight  by  the  Postoffice  Department. 

Washington,  Dec.  12.— A  peculiar  meas- 
ure, now  pending  in  Congress,  has  for  its 
object  extension  of  the  postal  depart- 
ment to  cover  the  entire  business  of  pub- 
lic transportation.  It  is  proposed  to  con- 
solidate the  Interstate  Commerce  Com- 
mission with  the  Post  Office  Department 
Under  the  terms  of  the  measure  the  Post 
Office  Department,  thus  consolidated,  is 
directed  to  cover  the  public  transporta- 
tion of  persons,  baggage,  parcels  and 
general  freight.  All  parcel  and  freight 
rates  must  be  prepaid  and  the  postage 
on  general  freight  must  be  paid  either  by 
stamps  affixed  to  the  various  articles  or 
to  the  bills  of  lading,  as  the  department 
may  require.  No  rebates,  or  reductions 
of  tolls,  on  parceds  or  on  general  freight 
shall  be  granted  either  to  private  indi- 
viduals or  to  public  servants,  with  the 
exception  that  all  government  supplies 
shall  be  transported  free  on  all  the  lines 
of  transportation  under  the  control  of  the 
department. 

The  measure  provides  that  on  parcels 
over  one  pound  and  not  over  five  pounds 
the  postage  shall  be  5  cents;  on  parcels 
over  five  pounds  and  not  over  ten  pounds, 
10  cents;  over  10  pounds  and  not  over 
thirty  pounds,  15  cents;  over  thirty 
pounds  and  not  over  sixty  pounds,  20 
cents;  over  sixty  pounds  and  not  over 
one  hundred  pounds,  25  cents,  with  an 
additional  rate  of  five  cents  for  each  ad- 
ditional twenty  pounds  or  fraction  there- 
of. These  parcel  rates  shall  include  all 
kinds  of  merchandise  not  of  a  deleter- 
ious character,  and  packed  in  accordance 
with  the  rules  of  the  department. 

The  bill  also  provides  that  bicycles 
may  be  carried  as  baggage,  subject  to  a 
toll  of  five  cents  per  trip  of  the  owner. 

This  remarkable  measure  now  reposes 
in  committee.  It  has  attracted  wide- 
spread attention,  but  it  is  hardly  thought 
that  any  action  will  be  taken  on  it. 


Private  Trading  Ticket  Scheme  Upheld. 

"Washington,  Dec.  12.— In  the  case  of 
the  District  of  Columbia  against  Harry 
King,  Jr.,  charged  with  conducting  a  gift 
enterprise,  the  jury,  acting  under  instruc- 
tions from  the  court,  brought  in  a  verdict 
of  not  guilty.  The  court  held  that  the 
giving  of  tickets  by  a  merchant  to  pur- 
chasers of  goods  in  his  store,  to  be  re- 
deemed by  himself,  is  not  a  violation  of 
the  statute  prohibiting  gift  enterprises, 
the  transaction  being  in  effect  a  dis- 
count.   

Decorative  Plants  as  Sideline. 

Camden,  N.  J.,  Dec.  12.— A  retail  cycle 
house  in  this  city  which  heretofore  has 
carried  toys,  juvenile  goods  and  couches 
branched  out  this  year  and  has  practic- 
ally a  monopoly  of  trade  in  southern 
plants  for  holiday  decorations.  Vast 
quantities  have  been  sold  for  decorating 
churches,  halls  and  large  business  houses. 
A  specialty  is  made  of  doing  the  decora- 
tive work  and  of  renting  palms  and  ferns. 
The  plants  are  lasting  and  the  work  a 
novelty  which  has  proved  a  success. 


Rates  From  New  York  to  South  African 

Ports  are  Very  Much  Lower  Than 

From  England. 


There  are  twenty-two  bicycles  and 
sixty-one  tricycles  in  use  by  the  postof- 
fice employes  of  Berlin. 


Foreign  freight  rates  do  not,  as  a  rule, 
give  much  concern  to  sellers  of  bicycles, 
parts  or  material.  And  yet  in  the  whole 
scheme  of  foreign  trade  there  is  no  more 
important  factor.  Sometimes  a  distant 
market  is  so  affected  by  freight  quota- 
tions that  the  currents  of  trade  are  vio- 
lently changed,  and  a  nation's  goods 
which  have  been  in  strong  demand  one 
year  are  not  wanted  the  next. 

During  the  past  j'ear,  writes  a  trav- 
eling correspondent  of  the  National  As- 
sociation of  Manufacturers,  freight  has 
been  delivered  to  all  the  South  African 
ports  from  New  York  at  an  average  of 
about  20  per  cent  cheaper  than  from  Lon- 
don, while  during  August  and  Septem- 
ber of  this  year  the  difference  has  been 
even  greater. 

The  present  low  rates  from  the  United 
States  to  South  African  ports  are  not  due 
to  any  philanthropic  efforts  on  the  part 
of  the  transportation  companies,  but  re- 
sult from  a  freight  war  which  is  to  de- 
termine the  "zone  of  influence"  of  sev- 
eral shipping  lines  which  are  at  logger- 
heads with  each  other.  The  American- 
Australian  ships  have  recently  taken  up 
South  African  business  while  the  Ameri- 
can-South African  lines  have  gone  in  for 
Australian  trade.  A  spirited  war  is  now 
being  waged.  All  of  the  steamers  sail 
under  English  register  and  two  regular 
English  companies  are  in    the    contest. 

English  Makers  Are  Alarmed. 

In  England,  among  both  manufactur- 
ers and  exporters,  the  American  freight 
cut  is  being  warmly  discussed.  In  study- 
ing the  complaint  of  all  classes  men- 
tioned, the  fact  is  brought  out  that,  es- 
pecially in  South  African  trade,  there  is 
a  strong  combination  among  all  the  car- 
rying companies  by  which  they  are 
bound  to  maintain  a  fixed  rate  of  freight 
as  well  as  passenger  fare.  There  have 
been  many  statements  made  in  public 
meetings  and  trade  conferences  of  indi- 
viduals interested  in  having  rates  re- 
duced which,  if  true,  prove  that  Ameri- 
cans have  not  a  monopoly  on  monopolies. 

It  has  been  inferred  that  in  order  to 
uphold  the  present  rates  between  Eng- 
land and  South  Africa,  and  vice  versa, 
the  large  and  more  influential  shippers 
are  given  rebates  and  commissions  which 
the  colonists  argue  must  come  out  of 
their  pockets.  The  English  shipping 
ring  in  defense  of  its  position  claims  it 
cannot  possibly  afford  to  deliver  goods  at 
lower  rates  owing  to  the  lack  of  freight 
coming  home,  and  both  the  English 
transportation  companies,  the  shippers 
and  manufacturers  and  anti-American 
colonial  merchants  place  most  of  the 
blame  on  the  English  companies  sailing 
out  of  New  York,  who  have  been  re- 
sponsible for  the  American  cut  rates. 

American  Shippers  Hold  Aloof. 

It  is  said  that  strong  pressure  is  being 
brought  to  bear  on  these  latter  com- 
panies, in  order  to  force  them  to  main- 
tain a  general  rate  at  least  equivalent  to 
the  English  shipping  ring  tariff,  but  if 
they  run  up  against  the  American  export 
shipping  concerns  interested  in  this  con- 
flict without  a  good  cash  argument,  their 
efforts  will  result  in  naught. 

One  thing  is  certain,  however,  and  that 
is  that  it  behooves  American  exporters 
to  maintain  an  assured  low,  regular  rate 
of  freight  between  South  Africa,  Austra- 
lia and  the  United  States  if  we  desire  to 
be  important  factors  in  the  trade,  and 


what  applies  to  these  two  export  markets 
applies  to  all  of  them.  It  is  a  point  of 
special  importance. 

This  little  cut  in  rates,  seemingly  of 
such  small  import,  has  set  the  English 
manufacturing  and  shipping  world  agog. 
Books  have  recently  been  written  on  the 
subject,  striving  principally  to  show  the 
unjust  methods  of  the  English  shipping 
ring.  It  has  become  one  of  the  chief  top- 
ics of  discussion  in  the  various  local 
chambers  of  commerce  throughout  South 
Africa  and  Australia,  and  all  the  trade 
journals  are  full  of  it. 

The  delivery  of  American  products  to 
South  Africa  and  Australia  is  now  the 
chief  secret  of  maintaining  a  satisfactory 
trade  with  these  two  territories,  because 
it  has  been  amply  demonstrated  that  we 
can  and  are  making  goods  suited  to  their 
markets. 

No  Return  Cargoes. 

A  feature  which  would  insure  a  cheap, 
prompt  and  regular  transportation  would 
be  that  of  encouraging  the  purchase  of 
all  raw  material  we  possibly  can  from 
these  two  colonies,  for  it  is  the  lack  of 
cargo  coming  back  which  to-day  causes 
rates  to  be  as  high  as  they  are.  This  is 
especially  the  case  with  South  Africa. 
Our  steamers  usually  go  out  with  a  full 
cargo,  and  come  home  in  ballast.  The 
freights  out  must  pay  the  expense  of  the 
whole  voyage.  Unfortunately,  the  exports 
from  South  Africa  are  so  meagre  that  for 
at  least  some  years  to  come  we  cannot 
hope  to  buy  much  from  its  producers. 

In  addition  to  greatly  lowering  rates 
and  producing  a  better  transportation 
service,  the  collapse  of  the  American- 
Australian  shipping  trust  in  itself  must 
prove  to  be  a  great  boon  to  American 
manufacturers. 

Shipping  Ring  Broken  Up. 

To  state  the  case  mildly,  the  Ameri- 
can export  trade  with  Australia  has  for 
years  past  been  controlled  by  a  combina- 
tion of  exporters,  a  transportation  corpo- 
ration and  a  lot  of  Australian  merchants 
who  must  have  believed  in  the  policy  of 
small  sales  and  large  profits,  if  the  tes- 
timony from  Australia  is  anywhere  near 
correct.  Wholesale  profits  of  100  per 
cent  on  American  goods  were  for  several 
years  considered  only  lair,  while  on 
many  commodities  the  rate  of  profit  was 
greater.  At  the  same  time  English 
goods  of  similar  character  were  being 
wholesaled  at  20  per  cent  profit. 

This  great  difference  between  the 
prices  of  English  and  American  goods 
was  maintained  by  a  combination  of 
Australian  importers  for  two  main  rea- 
sons: First,  because,  supported  by  our 
export  houses,  who  profess  to  have  the 
American  manufacturer's  interests  at 
heart,  they  had  control  of  all  the  Amer- 
ican goods  going  into  the  market.  It 
was  impossible  to  ship  a  case  of  goods  in- 
to Australia  direct  from  America  without 
going  through  the  hands  of  this  com- 
bination. Secondly,  among  the  Austra- 
lian jobbers  there  were  many  very  anti- 
American  in  feeling,  who  tried  their  best 
to  keep  up  American  retail  prices,  so  as 
to  show  the  local  consumer  how  costly 
our  goods  were. 

To-day  we  may  thank  this  patriotic 
combination  for  doing  more  than  any  one 
else  to  create  an  impression  in  Australia 
that  American  goods  are  far  more  cost- 
ly than  those  of  English  manufacture. 

That  shipping  ring  is  now  broken  up, 
and  it  is  the  duty  of  every  interested 
manufacturer  to  see  that  it  remains 
broken. 

An  extra  appropriation  will  be  asked 
for  by  the  war  ministry  of  France,  in  the 
budget  for  1899,  for  the  creation  of  a  bi- 
cycle company  of  200  men,  for  every  inde- 
pendent cavalry  division  on  French  terri- 
tory.    There  are  seven  such  divisions. 


The  Cycle  Age  and  Trade  Review 


185 


LARGE  PROFITS  IN  AUSTRALIA 


STRANGE  CONDITION  OF  TRADE 


From  100  to  300  Per  Cent  Profit  Realized 

on  Imported  Bicycles— Placing 

American  Agencies. 


Sydney,  Dec.  12. — It  is  a  somewhat  cu- 
rious condition  of  tlie  Australian  market 
that  while  the  bonded  warehouses  have 
long  been  full  of  imported  bicycles  and 
auction  sales  have  been  frequent  of  late, 
machines  thus  sold  seldom  bringing  more 
than  $45,  the  better  class  of  foreign  bicy- 
cles are  sold  at  the  agencies  at  prices  out 
of  all  proportion  to  the  cost  of  those 
machines  delivered  at  Australian  ports. 
Of  the  two  Canadian  machines  represent- 
ed here  one  is  landed  for  less  than  $35 
and  sold  for  $140,  and  the  other  is  landed 
here  for  even  less  and  is  never  sold  for 
less  than  $125.  Of  English  wheels  the 
Rover  is  landed  at  less  than  $60  and  is 
sold  at  $130,  and  the  Swift  is  sold  in  Lon- 
don at  $75,  while  the  Australian  agents 
ask  $140.  These  are  mentioned  just  to 
give  an  idda  of  the  huge  profit  made  on 
bicycles  in  Australia.  If  a  first-class 
American  machine  could  be  put  on  to  the 
Australian  market  at  $85  it  would  take 
immensely.  The  high  grade  American 
bicycle,  such  as  the  Cleveland,  when 
properly  rigged,  has  a  much  better  ap- 
pearance than  many  of  the  others  landed 
here,  and  will  always  command  a  good 
sale. 

Would  Take  American  Agency  Now. 

The  Austral  Cycle  agency  would  not  in 
the  past  accept  the  agency  for  anything 
but  American  machines,  for  some  reason 
known  only  to  themselves.  They  are 
th'  offspring  of  the  John  GriflBths  Asso- 
ciation of  London.  At  the  present  time, 
however,  they  would  probably  be  glad  of 
the  agency  of  a  good  American  wheel. 
At  one  time  they  were  offered  the  agen- 
cy for  a  Canadian  line  to  be  sold  to  them 
at  a  little  more  than  $35  a  machine,  but 
they  refused;  then  the  Goold  Bicycle 
company  opened  branches  all  over  Aus- 
tralia, and  at  the  present  time  are  selling 
this  same  machine  at  $140  and  doing  good 
business. 

American  tires  are  not  handled  prop- 
erly here,  with  the  exception  of  the  Mor- 
gan &  Wright  in  Melbourne  and  the 
Hartford  in  New  South  Wales.  Per- 
driau  holds  the  agency  for  one  of  the 
leading  American  single-tube  tires  in 
New  South  Wales,  but  does  not  endeavor 
to  push  it,  as  he  also  manufactures  a  tire 
of  his  own.  The  single-tube  tire  does 
not  take  on  at  all  well  out  here,  although 
where  their  contracts  permit,  the  racing 
men  use  them  and  say  that  they  are  the 
fastest. 

Hardware  Dealers  Are  Poor  Agents. 

When  manufacturers  are  determining 
who  shall  act  as  their  agents  they  should 
be  careful  not  to  give  the  agency  to  any 
of  the  big  iron  and  hardware  firms,  as 
they  do  not  push  it  once  they  get  the 
agency.  An  Ohio  made  machine,  which 
is  considered  by  good  mechanics  to  be  a 
perfect  bicycle,  is  handled  in  New  South 
Wales  by  a  big  hardware  firm,  but  they 
do  not  go  out  of  their  way  to  attempt  to 
make  sales.  An  American  traveler  who 
was  out  here  three  years  ago  fixed  the 
agency  for  his  machine  with  a  big  hard- 
ware firm,  which  has  some  of  the  original 
machines  in  stock  yet  and  has  never  been 
known  to  advertise  the  line.  On  the  other 
hand,  when  the  agency  for  any  line  is 
.  given  to  a  bicycle  firm,  the  members 
know  that  they  must  sell  the  machines  to 
make  a  living  and  to  be  successful  they 
must  advertise. 

Bankruptcy  Law  Amendment. 

Washington,  D.  C,  Dec.  12.— An  effort 
will  be  made  during  the  present  session 
of  congress  to  amend  that  section  of  the 


new  bankruptcy  law  describing  who  may 
become  bankrupts.  The  amendment  pro- 
vides that  any  person  who  owes  debts 
amounting  in  the  aggregate  to  $100,  ex- 
cept corporations,  shall  be  entitled  to  the 
benefits  of  the  act  as  a  voluntary  bank- 
rupt; any  person,  except  a  wage  earner, 
and  any  corporation  engaged  chiefly  in 
manufacturing  or  mercantile  pursuits, 
owing  debts  to  the  amount  of  $1,000  or 
over,  may  be  adjudged  an  involuntary 
bankrupt  upon  default  or  an  impartial 
trial. 

SOUTHWESTERN  TRADE  GOOD 


GERMAN  TARIFF  ON  BICYCLES 


CONSERVATIVE    POLICY    LIKELY 


Past  Season  the   Host   Profitable    Known   to    Los 
Angeles  Dealers -Fifty  New  Repair  Shops. 


Los  Angeles,  Dec.  10. — The  past  season 
has  been  an  excellent  one  for  local  cycle 
dealers,  more  bicycles  having  been  sold 
in  Los  Angeles  than  in  any  previous  sea- 
son. During  1897  there  were  many  auc- 
tions of  cheap  machines  shipped  by  car- 
loads into  this  city  from  Chicago  ware- 
houses, but  notwithstanding  1898  has 
been  the  record  breaking  year.  The  large 
volume  of  business  done  here  is  due  to 
the  fact  that  this  is  the  distributing  point 
for  the  southwest,  from  central  California 
to  Mexico  and  from  New  Mexico  to  the 
Pacific. 

There  has  been  a  remarkable  increase 
in  the  number  of  repair  shops  during  the 
past  season.  Probably  fifty  new  shops 
opened  in  Los  Angeles  during  1898  and 
all  found  good  business  except  the  few 
who  failed  from  bad  work  or  poor  loca- 
tion. There  were  already  a  score  and 
these  older  ones  grew  in  business  and  ca- 
pacity. Many  of  these  repair  shops  do 
more  or  less  renting.  In  one  block  on 
West  Fifth  street  there  are  four  repair 
shops  adjoining  each  other. 

W.  K.  Cowan,  who  has  sold  the  Ramb- 
ler for  five  years,  either  as  manager  of  a 
branch  house  or  as  manager  of  the  cycle 
department  of  a  carriage  and  cycle  estab- 
lishment, this  year  launched  into  busi- 
ness for  himself.  He  reports  a  splendid 
cash  trade  for  the  last  three  months  and 
says  he  cannot  get  1899  models  fast 
enough  to  supply  the  demand  that  has 
already  developed. 

Manager  Ostendorf,  of  the  San  Fran- 
cisco house  of  H.  A.  Lozier  &  Co.,  has 
been  in  the  city  for  several  days  arrang- 
ing for  the  opening  of  a  Cleveland  branch 
house  in  which  Bob  Lennie  will  be  inter- 
ested, it  is  said. 

The  Avery  cyclery  put  in  a  stock  of 
golf  goods  the  past  season  and  has  found 
that  they  help  out  trade  greatly. 


Indicted  for  Illegal  Use  of  Mails. 

Toledo,  Dec.  12.— The  United  States 
grand  jury  indicted  D.  Frank  Dreher 
last  Friday  for  using  the  mails  in  pur- 
suance of  a  scheme  to  defraud.  The 
charge  is  based  on  a  circular  letter  sent 
to  Elwood,  Ind.,  pretending  that  he  was 
engaged  in  the  sale  of  high-grade  bicy- 
cles, and  that  on  receipt  of  $3.90  he  would 
ship  one  of  the  new  models,  which,  upon 
receipt,  proved  to  be  but  a  toy  machine. 
The  indictment  also  charges  that  there 
was  no  such  concern  as  the  "Monitor 
Manufacturing  Company,"  for  which 
Dreher  pretended  to  act. 


Elgin  Plant  For  Sale. 

The  assets  of  the  Elgin  Sewing  Machine 
&  Bicycle  Company  of  Elgin,  111.,  are  be- 
ing advertised  for  sale  by  order  of  court, 
on  December  15.  Bids  for  the  company's 
equity  in  the  plant  and  for  the  bicycle 
making  machinery,  tools,  materials  and 
supplies,  in  whole  or  in  part,  will  be  re- 
ceived by  Assignee  Dewitt  Campbell  at 
364  Wabash  avenue,  Chicago,  until  De- 
cember 14. 

Distinctive  labels  long  used  on  patent- 
ed articles  do  not  become  free  to  the 
world  on  the  expiration  of  the  patent. 


The  Commercial  Group  of  Statesmen  Op= 

pose  the  Views  of  Agrarian  and 

Industrial  Champions. 


Though  little  is  heard  at  present  of  the 
threatened  increase  in  the  German  tariff 
on  American  bicycles,  parts  and  material, 
still  the  fears  of  our  makers  are  by  no 
means  allayed,  for  the  danger  is  not  yet 
past.  Politicians  temporarily  check  the 
German  makers  in  their  desire  to  choke 
off  American  competition.  There  are  in 
Germany,  aside  from  merely  political  di- 
visions, the  shades  of  which  are  multi- 
farious and  incomprehensible  to  a  for- 
eigner, three  well-defined  groups,  each 
representing  the  personal  interests  of  its 
members.  They  are  respectively  the  ag- 
rarians, who,  if  unrestrained,  would  abol- 
ish most  of  the  concessions  granted  by 
the  commercial  treaties  that  were  negoti- 
ated with  foreign  countries  during  the  ad- 
ministration of  Chancellor  Caprivi,  and, 
by  cutting  off  the  importation  of  meats 
and  cereals,  advance  the  local  prices  of 
animals  and  food  products,  and  thus  ren- 
der German  agriculture  more  profitable; 
secondly,  the  industrial  group,  which 
would  lower  or  abolish  entirely  the  du- 
ties and  restrictions  against  foreign  meats 
and  breadstuffs,  and,  by  making  food  as 
cheap  as  possible,  facilitate  low  cost  of 
production  in  manufactures;  and,  thirdly, 
the  commercial  group — merchants,  bank- 
ers, and  traders  of  all  kinds — who  urge 
the  utmost  freedom  of  trade,  large  inter- 
national exchanges,  busy  railroads,  canals 
and  inland  river  routes,  increased  subsi- 
dies to  ocean  steamship  lines,  and  a  gen- 
eral open  and  liberal  policy  in  all  matters 
of  trade. 

Conservative  Foreign  Policy. 

Theorists  have  been  studying  the  re- 
sults of  the  recent  elections  to  the  Reich- 
stag and  estimating  the  changes  in  Ger- 
many's foreign  policy  that  may  come  as 
a  result  of  the  weakening  or  strengthen- 
ing of  the  representatives  of  one  or  the 
other  of  these  parties,  but  all  predictions 
on  that  score  are  thus  far  contradictory, 
and  appear  to  be  based  rather  on  the 
hopes  than  the  convictions  of  the  writers. 
The  fact  that  the  agrarians  have  lost  a 
few  seats  is,  however,  generally  accepted 
as  meaning  that  the  difficulties  that  they 
have  helped  to  make  about  food  imports 
will  at  least  not  be  aggravated,  and  the 
poor  success  which  special  groups  of 
manufacturers — as,  for  instance,  the  bicy- 
cle makers — have  met  in  striving  to  ob- 
tain new  and  prohibitive  duties  on  im- 
ported products  in  their  line  would  indi- 
cate that  a  conservative  policy  is  more 
than  probable  in  future. 

Customs  Retaliation  Not  Likely. 

The  shrinkage  of  certain  German  ex- 
ports to  the  United  States  has  led  some  of 
the  more  aggressive  journals  and  econo- 
mists to  favor  the  adoption  of  a  retalia- 
tory policy  against  the  United  States. 
This  project  appears  to  have  gone  so  far 
that  the  Prussian  chambers  of  commerce 
in  the  districts  most  concerned — ^that  is 
to  say,  where  sugar  or  textile  products 
form  the  bulk  of  exports  to  America — 
have  made  a  general  inquiry  to  ascertain 
the  opinions  and  wishes  of  merchants 
and  manufacturers  in  respect  to  the  fu- 
ture commercial  policy  of  the  German 
empire  toward  the  United  States.  The 
result  of  this  inquiry  has  been  over- 
whelmingly against  the  policy  of  a  retali- 
atory customs  war.  Germany  has  had  re- 
cent experiences  in  tariff  wars  with  Rus- 
sia and  Spain,  and  the  result  in  both  cas- 
es has  been  disastrous. 


The  Boston  Cycle  Board  of  Trade  has 
decided '  aginst  holding  a  Boston  bicycle 
show  next  year. 


186 


The  Cycle  Age  and  Trade  Review 


THE  BICYCLES  OF  ALL  BICYCLES 


ARE  THE 


1899-Crescent  Bevel  Bear  Chainless-1899 


STRONG        DURABLE 

EASY  RUNNING  EASILY  ADJUSTED 

THE  GREAT  HILL  CLIMBER 


$60 


$60 


No.  t7. 


$60 


$60 


No.  J8. 

THE  MOST  SATISFACTORY  WHEEL  FOR  LADIES'  USE. 


Best  adapted  of  all  bicycles  for  use  at  any  time,  on  any  road  and  under  any  conditions. 

Equipped  regular  with  CRESCENT  DUNLOP  DETACHABLE 

TIRES  the  wheels  need  not  be  removed  to  repair 

punctures  permanently. 


-CATALOGUE  FREE- 


CHICAGO— WESTERN  WHEEL  WORKS,  "a^ers— new  york 


The  Cycle  Age  and  Trade  Review 


187 


The  CfCLE  Age 

AND  TRADE  REVIEW 

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Copyrighted,  1898.    All  rights  reserved. 


That  the  advertising  matter    in    this    paper 

PIN  HEADS       measured  one  and  a  half  pages  less  one  week 

^j^j)  than  the  week  preceding,  has  been  deemed  so 


PIN  PRICKS 


portentous  a  fact  that  the  Wheel  felt  in  duty 


bound  to  issue  a  solemn  warning  to  its  read- 
ers, exhorting  them  to  quit  the  sinking  Cycle  Age  ship  and  seek 
shelter  under  its  own  protecting  and  hospitable  covers.  Prob- 
ably the  semi-scholarly  ruler  of  the  Wheel's  editorial  destiny— 
and  moderator  of  its  funnygraphs— if  by  any  chance  he  should 
see  the  Atlantic  ocean  at  ebb  tide  would  declare  that  its  volume 
of  water  had  become  reduced  to  a  point  of  danger  for  deep-draft 

vessels. 

Emboldened  by  the  New  York  paper's  little  quip  another 
contemporary,  the  Cycling  Gazette,  which  rarely  ventures  into 
anything  more  original  than  odoriferous  self-laudation,  shortly 
afterwards  took  heart  to  elect  itself  by  pronunciamento  "the  lead- 
ing cycle  paper  of  the  world,"  by  virtue  of  having  in  its  issue  of 
November  24  printed  more  pages  than  any  other  American  cycle 
journal;  especially  reading  pages.  By  this  performance  the 
Cycling  Gazette  "dispelled  whatever  doubt  might  have  existed" 
as  to  its  high  grade  quality  and  usefulness  to  the  trade. 

There  are  people  who  buy  paintings  by  the  yard,  and  conse- 
quently there  are  also  artists  who  paint  by  the  yard;  authors 
who  write  by  the  yard,  speakers  who  gain  eminence  by  speaking 
by  the  yard.  To  those  in  the  cycle  trade  who  have  done  with 
the  mere  lingo  of  cyclism  and  the  mess  of  self-neutralizing  laud- 
atory press  notices  which  the  Cycling  Gazette  claims  is  the  pab- 
ulum still  mostly  wanted,  the  Cycle  Age  caters,  and  is  quite  con- 
tent to  have  the  division  recognized  which  thus  separates  it  from 
contemporaries. 


This  time  a  year  ago  the  agent's  usefulness 
AGENTS   ARE     ^^  distributing  bicycles  was  assailed  in  many 
BEING  quarters,  chiefly  because  he  had  for  the  first 

time  in  the  history  of  the  trade  failed  to  re- 
COURTED  spond  to  the  impatient  demand  of  manufac- 
turers and  early  order  goods  in  quantity.  Mistaking  this  evi- 
dence of  conservatism  for  faintheartedness,  the  makers  turned 
to  the  department  store  and  wooed  it  with  a  warmth  which  re- 
sulted in  consequences  that  were  as  disastrous  as  they  were 
poetically  just.  But  now  the  record  of  the  past  trading  season 
has  been  written  up,  and  the  manufacturers  can  clearly  distin- 
guish between  genuine  and  spurious  friends,  an  eagerness  is 
being  displayed  again  to  cultivate  cordial  relations  with  the 
agent  which  contrasts  curiously  with  the  supercilious  treatment 
he  received  a  twelvemonth  ago. 

It  is  a  commonly  accepted  belief  today  that  had  the  agent 
succumbed  to  the  temptations  of  the  manufacturers  last  year, 
and  fed  their  sanguine  expectations,  the  season  of  1898  would 
havt  been  calamitous  in  the  extreme.  It  was  the  coldness  of 
the  agent  which  operated  to  prevent  the  manufacturer  from 
communicating  the  fever  which  raged  in  him  to  the  people  from 
•whom  be  bought  parts  and  material.  In  fine,  if  the  agents  of 
the  country  had  failed  to  profit  by  past  experience,  it  would  not 
have  been  possible  to  point  to  the  safe  conditions  which  charac- 
terize the  trade  at  this  moment.    For  undeniably  the  trade,  both 


wholesale  and  retail,  is  in  enjoyment  of  more  than  common 
good  fortune,  the  agents  having  fewer  mistaken  to  mourn  and 
the  manufacturers  lighter  stocks  and  freer  markets  than  ever 
before. 

So  much  importance  is  now  attached  to  the  trade  functions 
of  the  agent  that  in  their  ardent  quest  for  his  favor  there  is 
danger  of  manufacturers  adding  to  ranks  that  are  already  over- 
crowded if  they  fail  to  find  suitable  representation  for  their 
models  as  quickly  as  they  would  like.  The  example  set  by  one 
giant  concern  is  being  imitated  by  many,  and  soon  it  will  be 
possible  to  find,  not  one  or  two  agents,  but  a  score  of  them,  or 
perhaps  half  a  hundred,  selling  the  same  model  in  every  large 
city.  Only  well  known  machines  can  be  marketed  in  this  man- 
ner, for  they  are  sure  to  be  in  demand.  On  the  other  hand,  even 
the  best  known  bicycle  with  the  fairest  reputation  is  not  likely 
to  be  marketed  so  profitably  by  ten  houses  as  by  one  or  two 
good  firms  in  a  large  city,  for  the  reason  that  the  profits  are  too 
widely  distributed  and  the  chance  of  continuing  to  handle  the 
line  is  too  problematical.  When  such  an  argument  is  presented 
to  the  traveling  men  of  the  makers  in  question  they  invariably 
report  that  it  will  pay  one  substantial  firm  to  sign  a  contract 
for  the  exclusive  agency  for  the  goods  and  so  shut  off  competi- 
tion.   It  is  a  neat  policy. 

But  there  is  another  policy  which  leads  to  the  same  end,  and 
yet  is  as  indirect  in  method  as  the  foregoing  one  is  direct.  It 
has  been  in  successful  operation  for  a  couple  of  years  with  a 
large  manufacturing  concern.  Its  method  is  to  offer  its  goods 
to  any  agent  who  will  agree  to  do  as  well  by  them  as  other 
lines  he  may  be  handling.  Then,  if  at  the  end  of  a  year's  proba- 
tion the  agent  has  demonstrated  his  ability  to  sell  the  machines 
to  advantage  in  competition  with  other  lines,  he  is  granted  an 
exclusive  agency. 

These  two  policies  are  rival,  yet  similar  in  results.  One  is 
tried;  the  other  is  just  emerging  from  the  experimental  stage. 
But  enough  is  known  of  both  to  believe  they  will  last. 


There  are  now  very    few    American    bicycle 
BRAZING  manufacturers  who    have    not    experimented 

gY  with  liquid  brazing,  and  a  large  number  of 

IMMERSION  them  have  finally  adopted  the  method  for  a 
part  of  the  brazing  work  in  their  factories. 
Among  all  the  uncertainties  and  drawbacks  to  the  method  of 
which  some  of  the  experimenters  have  complained,  this  one  fact 
stands  out  preeminent  that  several  factory  men  whose  judgment 
on  such  things  it  is  impossible  to  set  aside  as  incompetent,  pro- 
nounce the  process  of  brazing  by  immersion  a  success  mechanic- 
ally and  satisfactory  as  an  improvement  in  shop  economics.  And 
they  continue  to  employ  the  process.  This  one  fact  is  preemi- 
nent because  it  overbalances  all  indications  that  point  in  the 
opposite  direction,  just  in  the  same  manner  as  the  producement 
of  a  missing  person  alive  and  well,  disproves  at  once  all  rumors 
or  theories  according  to  which  he  should  be  dead. 

Under  the  circumstances  the  process  of  liquid  brazing  may 
therefore  now  unhesitatingly  be  declared  a  success.  The  state- 
ment may  be  qualified  by  saying  that  it  is  a  success  only  under 
the  proper  conditions  and  when  properly  done,  but  that  is  a  limi- 
tation that  may  be  applied  to  everything.  The  bicycle  is  a  suc- 
cess; yet  it  can  be  made  so  badly  that  it  is  fit  only  for  the  scrap 
heap  after  a  month's  use;  and  even  the  best  made  bicycle  cannot 
be  ridden  comfortably  by  one  who  is  doubled  up  with  rheumatism, 
etc.,  etc.  Liquid  brazing  saves  work  and  money  for  those  best 
versed  in  the  application  of  the  process.  No  inference  is  left, 
then  for  those  who  have  arrived  at  a  different  result  but  that 
they  are  not  well  versed  in  the  process,  or  else  that  the  condi- 
tions in  their  factories  are  very  different  from  those  prevailing 
in  the  factories  where  success  has  been  accomplished.  It  is 
possible  that  brazing  work  may  have  cost  one  manufacturer  two 
thousand  dollars  under  the  flame  brazing  system  and  that  he 
considers  liquid  brazing  a  success  because  it  reduces  this  expense 
to  twelve  himdred,  and  that  another  manufacturer  with  the 
same  capacity  but  who  has  managed  to  get  all  his  brazing  done 
for  twelve  hundred  dollars  by  the  old  system,  would  see  no  suf- 
ficient reason  for  making  a  change.  Such  cases  are  theoretically 
possible  but  very  unlikely  to  be  actual;  that  is:  between  manu- 
facturers of  bicycles  of  the  same  numerical  capacity  there  is  now- 


188 


The  Cycle  Age  and  Trade  Review 


adays  very  little  difference  in  the  cost  of  brazing  work  by  the 
flame  brazing  process  except  such  as  would  mean  a  great  differ- 
ence in  quality  if  investigated  and  explained.  The  difference 
in  cost  which  may  be  caused  by  variations  in  construction  of 
joints  and  in  number  of  operations"  required  for  each  complete 
bicycle  are  undoubtedly  of  minor  importance;  and  furthermore 
are  most  likely  to  be  duplicated  by  any  other  system  of  brazing. 

It  is  only  when  the  position  of  the  repairman  and  the  as- 
sembler of  bicycles  to  order  is  considered,  that  the  experience  of 
the  competent  manufacturer  on  a  larger  scale  ceases  to  be  appli- 
cable. Whether  liquid  brazing  can  be  made  a  success  for  the  , 
builder  who  produces  each  bicycle  separately,  still  remains  a 
question  unanswered.  But  that  liquid  brazing  In  Its  best  form 
represents  an  economy  and  an  improvement  in  which  the  local 
builders  perhaps  cannot  share,  will  probably  not  be  considered 
a  drawback  to  the  method  by  manufacturers  who  are  straining 
every  nerve  to  make  the  public  understand  that  factory-made 
bicycles  are  as  much  superior  to  built-to-order  bicycles  as  the  best 
factory-made  shoes  are  superior  to  the  more  expensive  home- 
m.ade  footwear  which  the  cobbler  around  the  corner  pronounces 
a  masterpiece  of  anatomical  fitness. 

When  a  few  authentic  facts^ — connected  by  a  "long  logic" — 
are  sufficient  to  establish  it  as  a  certainty  that  liquid  brazing 
must  eventually  prevail  where  bicycles  of  the  present  type  are  to 
be  produced  in  quantity  by  economical  factory  methods,  it  is  at 
once  seen  that  manufacturers  who  have  already  made  the  pro- 
cess a  success  have  no  great  inducement  to  publish  the  details  of 
the  shop  practice  by  which  they  have  accomplished  so  much. 
There  is  apparently  nothing  patentable  about  the  whole  process, 
and  they  must  rely  upon  secrecy  alone  for  maintaining  the  ad- 
vantage which  they  have  gained  by  dint  of  faith,  perseverance  . 
and  skill.  On  the  other  hand,  those  who  have  not  yet  reached 
so  far  or  who  have  abandoned  their  experimenting  under  the 
influence  of  unscientific  shop  foremen  and  others  who  are 
chronical  objectors  to  new  things,  would  seem  to  have  every  rea- 
son for  resuming  their  quest  and  reconsidering  the  subject  in  all 
its  phases. 

The  main  trouble  with  those  who  have  condemned  the  pro- 
cess seems  to  have  arisen  from  a,  fundamental  misunderstanding. 
They  have  looked  upon  the  idea  of  brazing  by  dipping  as  a  full- 
fledged  invention  to  be  tried  as  a  new  hub,  a  new  seat  post  or 
handlebar  is  tried.  In  reality  it  was — and  is  yet  to  the  majority 
— an  infant  thought,  handed  over  to  them  for  fostering  and 
schooling.  While  the  special  requirements  of  each  factory  are 
not  by  any  means  of  great  importance  in  the  application,  yet  they 
are  not  to  be  slighted.  Certain  forms  of  tube  joints  require  special 
manipulation  of  the  frame  to  avoid  waste  of  spelter,  "rattlers" 
or  accumulation  of  metal.  The  duration  of  immersion  is  some- 
what conditioned  by  thickness  of  metal,  etc.  Screw  threads 
need  to  be  protected.  Brazed  tubing  requires  special  precau- 
tions in  composition  of  the  spelter.  These  and  other  special  re- 
quirements have  been  readily  understood,  but  in  compliance  with 
the  more  general  requirements  which  are  common  to  all  bicycle 
manufacturers  there  has  evidently  been  a  shortcoming,  arising 
from  the  thought  that  the  process  as  delivered  to  the  manufac- 
turer, with  or  without  furnace,  was  already  adapted  to  all  prac- 
tical needs. 

Thus  trouble  was  experienced  in  keeping  the  spelter  at  an 
even  temperature  all  through  the  molten  mass.  The  antiflux 
offered  in  the  market  was  not  so  readily  applied  but  what  most 
firms  quickly  dispensed  with  it  and  preferred  to  remove  the 
superfluous  spelter  by  filing,  sandblast  or  other  means.  One 
large  firm  is  said  to  have  devised  a  wiping  system  which  removes 
this  objection;  others  accomplish  the  removal  by  pickling,  and 
a  new  method  which  promises  still  better  results  is  projected. 
The  functions  of  the  flux  floating  on  top  of  the  bath  were  not  al- 
ways well  understood.  The  thickness  of  the  layer  used  even 
now  varies  from  %  to  3  inches.  The  zinc  in  the  spelter  would 
burn,  out  and  the  fumes  would  be  objectionable.  The  graphite 
crucibles  were  not  renewed  in  time  and  operations  had  to  be 
stopped.  Clay  crucibles  were  tried  and  are  yet  being  tried.  A 
few  firms  tried  to  enamel  on  top  of  a  thin  spelter  coating  and 
were  doomed  to  disappointment. 

In  spite  of  all  these  tribulations  the  successful  establish- 
ments have  reached  practical  conclusions  and  others  will  do  like- 


wise in  the  future  if  they  approach  the  subject  of  each  and  every 
factor  that  has  a  bearing  upon  the  success  of  the  process  in  its 
entirety.  When  all  the  science  that  enters  into  the  subject  shall 
have  been  mastered  the  process  bids  fair  to  become  as  nearly 
automatic  as  any  other  class  of  work  that  is  done  in  American 
bicycle  factories. 

4:  4:  4:  4: 

All  sorts  of  rumors  are  afloat  with  respect  to  the  future  in- 
tentions of  makers  of  high-priced  bicycles  toward  those  who  slap 
parts  together  and  distribute  the  assembled  machines  in  home 
and  foreign  markets  to  the  great  chagrin  of  the  folks  who  have 
opened  them  up.  Since  it  is  impossible  to  bridge  over  the  gulf 
which  separates  the  bicycle  makers  from  the  parts  and  material 
houses,  it  is  being  considered  if  it  is  not  prudent  to  take  the 
fullest  advantage  of  the  opportunities  which  the  latter  class  hold 
out  to  the  former  as  well  as  to  their  competitors.  It  is  acknowl- 
edged with  grief  and  bitterness  that  a  large  slice  of  trade  is  cap- 
tured each  year  by  firms  which  have  staked  nothing  in  the  way 
of  oiiginal  enterprise,  and  that  so  far  from  wearing  down  this 
order  of  competition  the  well  established  makers  are  by  declining 
to  participate  in  it  actually  giving  it  the  protection  needful  to 
make  it  flourish.  Of  late,  however,  a  violent  change  of  feeling 
toward  low  priced  manufacture  has  cropped  out  in  several  parts 
of  the  country.  And  here  and  there  makers  of  good  machines 
may  be  found  conferring  upon  the  subject  of  mass  production  of 
cheap  stock,  made  up  from  parts  which  are  for  sale  to  every- 
body, and  meeting  the  assemblers  at  their  own  game.  Two  well 
known  eastern  houses  have  already  engaged  in  such  an  undertak- 
ing. In  the  state  of  Ohio  others  are  contemplating  to  follow 
suit.  The  plan  is  this:  each  firm  which  is  harassed  by  the  com- 
petition of  low  priced  machines  is  to  make  a  certain  number  of 
cheap  models,  identify  them  with  the  firm's  reputation  for  good 
construction,  though  not  brand  them  with  the  nameplate  of  the 
house,  solicit  orders  everywhere,  meet  quotations  on  competing 
machines,  and  by  concerted  action  get  control  of  a  class  of  trade 
which  through  inattention  to  its  wants  has  passed  into  the  hands 
of  people  who  are  indifferent  to  the  fate  of  the  whole  industry  so 
long  as  they  themselves  are  afforded  a  profit.  Factories  are  to  be 
leased  and  the  experiment  launched  at  once.  The  fruit  of  this 
blossoming  enterprise  will  ripen  a  year  hence. 


While  the  country  abounds  with  people  who  can  talk  foreign 
languages  in  a  fashion  and  who  pretend  to  speak  and  write  them 
with  proficiency  and  correctness,  it  is  lamentably  poor  in 
that  class  of  translators  who  really  can  and  will  do  meritorious 
work.  The  reasons  for  this  condition  are  sufficiently  plain, 
when  a  little  thought  is  given  to  the  subject,  yet  the  fact  is  often 
overlooked  when  catalogues  for  foreign  markets  are  to  be  pre- 
pared. In  the  absence  of  licensed  translators,  the  manufacturer 
too  often  braves  the  risk  of  provoking  derision  or  impatience 
among  his  foreign  customers  by  placing  his  translating  work  in 
the  hands  of  tyros  or  mere  pretenders.  Very  few  of  the  foreign- 
ers living  in  United  States  and  compelled  to  earn  their  living  by 
translating  have  thorough  knowledge  of  their  own  vernacular 
and  are  especially  at  sea  in  technical  terms.  Those  who  have 
the  knowledge  are  usually  engaged  in  more  profitable  work.  It 
would  probably  be  a  good  plan  to  have  all  translation  work 
which  is  now  being  done  for  the  1899  export  trade  tested  before 
expense  is  incurred  for  printing  and  binding. 


If  a  manufacturer  "salted"  a  gold  mine  he  would  not  be  in  a 
hurry  to  buy  the  property.  But  he  finances  a  cycle  show — salts 
it — buys  his  way  into  it,  and  then  brags  about  his  investment. 
And  the  promoter  has  a  fit  of  cacchination. 


The  Cycle  Age  and  Trade  Review 


189 


STEARNS  BICYCLES 


The  object  of  advertising  is  to  bring  business. 

Upon  the  cordial  co-operation  of  maker  and  dealer  rests  the  foundation  of  success  in 
selling  bicycles. 

The  agents  for  Stearns  Bicycles  are  regarded  as  a  large  family  whose  interests  are  our 
interests^  whose  wishes  are  consulted  and  for  whose  appreciation  and  approval  it  is  our 
pleasure  to  strive. 

The  agent  who  handles  Stearns  Bicycles  is  sure  of  a  successful  season.  Each  1899 
model  has  been  produced  with  the  view  of  COMPELLING  business.  Each  model  is  high-class 
and  distinctive.  There  are  no  patterns  of  previous  years  to  compete  with  the  more  profitable 
ones  of  the  new  season.     Each  detail  of  equipment  is  the  finest  known  to  the  trade. 

A  large  stock  is  on  hand  ready  to  be  promptly  shipped. 

We  invite  correspondence  with  dealers  who  desire  a  PERMANENT  and  PROFI- 
TABLE arrangement. 


The  trade  on  thet^<>* 
Pacific  Coast  supplied 
from  oof  branch  store, 
£.  C.  Steams  &  Co.t 
2J0  McAllister  Street, 
San  Francisco.  S^^ 


E^  C*  Stearns  &  Company^ 

Syracuse,  N*  Y* 


The  trade  in  the  S  ^ 
Dominion  of  Canada 
supplied  from  our  S 
Canadian  factory,  v?t 
E.  C.  Steams  &  Co., 
67  Adelaide  St.  West, 
Toronto,    Ontario.  ^ 


r 


MILWAUKEE  TIRES 

-PUNCTURE  PROOF 


Pneumatic 
Single  Tube 

JOSEPH  SCHLITZ  BREWING  CO. 

Milwaukee.  Nov.  21, 1898. 
Milwaukee  Patent  Puncture-Peoof 
Tire  Co.,  Milwaukee,  Wis. 
Gentlemen:    Replying  to  your  inquiry  as  to  my 
experience  so  far  with  your  puncture-proof  tire, 
I  wish  to  state  that  I  am  well  pleased  with  it.    I 
have  used  a  pair  of  your  tires  all  of  last  season, 
and  have  ridden  over  all  sorts  of  roads,  never 
tried  to  avoid  broken  glass  or  anything  else  liable 
to  cause  a  puncture  ordinarily,  and  my  tires  to- 
day are  as  sound  as  when  I  first  used  them. 

In  starting  out  on  a  trip  now,  I  do  so  with  a 
feirlins  of  safety  that  nothing  like  a  puncture  can 
happen  to  me,  which  I  formerly  apprehended  all 
the  time.    I  remain,        Your.s  truly, 

(Signed)     Eugene  Wuesthoff, 
Manager  Joseph  Schlitz  Brewing  Co. 

P.  C.  JOHNSON,  Lawyer, 

FULLER  BLOCK  Winfield,  Kas.,  Nov.  23,  1898. 

Milwaukee  Patent  Puncture-Peoof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:  I  have  been  usine;  your  puncture-proof  tiies  on  mv  whee'  for 
aboi.t  eiaht  months,  and  I  find  them  to  be  the  most  durable  and satisfartory 
tires  I  have  ever  been  able  to  buy.  Since  my  experitnce  with  your  tire  and 
your  manner  of  doing  business,  if  I  were  to  buy  any  new  tires  I  would  buy 
your  make  of  tires.    I  regard  them  as  the  best  tirts  made.     Yours  truly, 

(Signed)       F.  C.  Johnson. 


Resilient 
Easy  Riding 


GEO.  L.'TATE, 
Gunsmith  and  Bicycle  riachlnist. 

Livingston,  Mont.,  Nov.  22, 1898. 
Milwaukee  Patent  Puncture- Peoof 
Tire  Co.,  Milwaukee,  Wis 
Gentlemen:    Your  favor  of  17th  inst.  at  hind. 
The  pair  of  your  tires  that  I  purchased  are  fitted 
to  a  wheel  that  is  used  to  carry  mail  over  a  very 
rough  route.  Since  they  were  put  on  the  machine, 
Oct.  10th.  1898,  thsy  have  made  the  tr  p,  22  miles 
every  day,  tnroueh  all  kinds  of  weather  and  over 
all  kinds  of  roads   and  these  roads  are  through 
some  of  the  worst  cactus  country  to  be  found,  and 
many  times  the  mail  carrier  has  to  leave  the  road 
to  avoid  certain  bad  places,  this  being  done  with- 
out a  single  puncture  or  any  attention  to  the  tires. 
RefcpectfuUy, 
(Signed)       Geo.  L.  Tate. 


Menominee,  Mich.,  Nov.  21, 1898. 

Milwaukee  Patent  Punctuee-Peoof  Tire  Co..  Milwaukee,  Wis. 

Gentlemen:  Before  using  your  Milwaukee  Patent  Puncture-Proof  Tire  I 
was  puncturing  my  tires  about  twice  a  week.  Since  riding  your  tires  1  have 
never  had  a  puncture,  and  this  is  so  desirable  to  me  I  would  not  change 
back  at  twice  the  cost  of  your  tire.  Yours  truly, 

(Signed)       H.  0.  Carpenter. 


Representatives  Wanted.        Write  for  Prices  and  Other  Information. 

I  MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO.,  MILWAUKEE.  WIS,,  U.  S.  A.   , 

l»  II       ■      ■!        ■      ■■■II       \mm.      MM        ■       ■  ^J 


190 


The  Cycle  Age  and  Trade  Review 


OUR  CYCLE  TRADE  IN  ENGLAND 


Increasing  Demand  for  Stampings — Factory  Managers  Out' 
growing  Their  Prejudice  Against  Our  Goods 


To  show  the  opportunities  existing  in 
Great  Britain  for  our  bicycle  makers  it 
may  be  mentioned  that  a  large  American 
house  with  direct  representation  in  Lon- 
don sold  to  a  Scotch  firm  a  short  time 
ago  1,000  machines,  to  be  delivered  dur- 
ing the  forthcoming  season.  Unctuestion- 
ably,  if  bicycles  are  sent  over  according 
to  English  requirements,  and  the  tastes  of 
buyers  in  the  various  details  cultivated, 
there  is  no  reason  why  a  large  business 
should  not  be  done.  Thoroughly  good  bi- 
cycles are  now  sold  in  England  from  $50 
to  $60. 

If  orders  are  filled  promptly  and  with 
exactness  bicycle  fittings  can  be  sold 
with  better  advantage  than  in  any  of  our 
foreign  markets.  There  is  a  good  demand 
and  ready  sale  for  well-made  saddles, 
hubs,  pedals,  etc.  iSheet-steel  stampings 
are  growing  in  favor.  Malleable  iron 
castings  are  also  in  demand,  and  the 
high-class  work  of  this  description  turned 
out  in  the  United  States  finds  a  ready 
sale. 

stampings  Are  Pushed  Hard. 

Sheet-steel  stampings,  as  applied  to 
lugs,  bottom  brackets  and  other  fittings 
ot  a  bicycle,  are  not  a  new  feature  in 
Great  Britain,  but  are  now  being  pushed 
hard  by  Americans.  The  fact  is  that  the 
application  of  sheet-steel  stampings  to  bi- 
cycle uses  was  first  made  in  England, 
but  without  satisfactory  results,  due  to 
the  very  high  grade  of  castings  made 
there  at  the  time,  and  also  because  there 
was  a  failure  to  improve  on  the  early 
stampings,  which  turned  out  badly. 

Our  Rear  Fork  Ends  Unsuitable. 

The  American  idea  of  building  bicycles 
is  to  get  good  results  with  the  least  possi- 
ble complexity  of  parts.  Some  English 
makers  seem  to  prefer  intricacy  of  con- 
struction. Thus  the  first  diflSculty  which 
arises  before  the  salesman  is  that  he  can- 
not quite  conform  to  several  features  of 
the  English  design.  This  means  that  a 
machine  frame  set  of  stampings  must  be 
made  up  of  fewer  parts,  several  not  quite 
applicable  here  being  left  out,  and  the 
sale  is  not  so  profitable.  One  part  not 
applicable  is  the  rear  fork  end  which  is 
furnished  by  the  American  manufactu- 
•rers,  and  a  sale  is  often  lost  because  this 
fitting  is  not  adjustable.  The  English 
pattern,  although  much  more  bulky  in 
appearance,  enables  the  manufacturer  to 
adjust  it  to  any  height  of  frame,  while 
the  fitting  furnished  by  the  American  is 
available  for  one  angle  only;  therefore, 
the  change  in  the  height  of  the  frame  ne- 
cessitates using  a  different  rear  fork  end. 
The  English  post  lug  is  in  a  single  piece, 
and  the  back  stays  are  fastened  with  a 
bolt,  and,  as  the  stays  are  adjustable  to 
different  heights,  the  angle  at  that  lug 
changes,  affecting  at  the  same  time  the 
angle  of  the  fork  end.  Fork  ends  are 
cheap,  and  many  angles  may  ultimately 
be  stocked;  or  the  American  stamped 
post  lug  or  cluster,  having  either  two, 
three,  or  four  branches,  as  necessary,  may 
be  adopted. 

The  great  difficulty  is,  of  course,  to 
overcome  past  prejudices.  While  it  is 
very  hard  and  discouraging  work,  prog- 
res!7  is  being  made,  and  most  of  the  man- 
ufacturers are  ready  to  take  a  look  at 
the  samples — something  few  of  them 
would  think  of  doing  last  spring. 

Factory  Managers  Are  Timid. 

The  next  trouble  is  that  everything 
that  can  be  classed  as  American  is  con- 


demned, until  its  superiority  is  clearly 
proven.  There  is  something  equivalent 
to  a  high  tariff  in  this  fact.  The  state- 
ment that  the  use  of  an  article  would 
close  a  portion  of  a  plant  is  frequently 
found  to  be  an  argument  for  not  using  it, 
as  there  are  many  reasons  why  some  peo- 
ple would  and  even  should  prefer  to  keep 
a  plant  going.  There  are  managers  who 
frankly  admit  the  advantages  and  supe- 
riority of  sheet-steel  stampings,  but  who 
prefer  to  build  machines  on  old  lines,  as 
there  is  no  necessity  then  of  their  having 
to  conduct  a  campaign  of  education  with 
their  customers,  the  agents,  and  of  the 
agents  in  turn  convincing  the  bicycle 
riders. 

Some  stampings  were  sold  last  year, 
and  there  was  delay  in  deliveries.  While 
most  of  those  who  bought  are  buying 
again  this  year,  it  is  only  because  they 
liked   the  article. 

Worlt  of  Salesmen  is  Laborious. 

It  might  be  well  to  remember  that  sell- 
ing goods  here  is  not  an  easy  task.  There 
are  no  notions  of  hospitality  for  salesmen, 
and  while  waiting  to  see  the  manager 
their  time  is  spent  standing,  not  sitting, 
in  a  cold  and  shabby  looking  area  way, 
with  no  certainty  but  that  the  errand  boy 
or  the  card  clerk  has  sized  them  up  as  in 
his  opinion  of  no  importance,  with  the 
result  that  he  will  not  deliver  the  card 
promptly.  He  may  even,  without  deliv- 
ering it  at  all,  say,  "Nothing  in  your  line 
is  wanted  to-day." 

So  long  a  time  is  spent  at  lunch  in  this 
country  that  the  hours  in  which  a  sales- 
man can  do  business  are  few.  This  means 
a  great  cost  in  selling.  So  much  time  is 
consumed  in  trying  to  see  the  buyers  of 
houses,  who  frequently  assert  their  im- 
portance in  that  way,  that  few  sales  can 
be  made  in  a  day,  and  this  means  further 
cost.  In  English  trade,  this  has  required 
an  increase  in  the  number  of  commercial 
travelers,  and,  as  only  so  much  money 
can  be  afforded  in  selling  goods,  it  has 
also  caused  lower  salaries  and  cheapened 
the  class  of  men.  The  American  salesmen 
have  found  their  ingenuity  tested  to  the 
utmost,  but  frequently  manage  to  escape 
the  petty  buyer  and  his  small  ways  and 
see  the  head  of  the  house. 

Bad  Packing  Leads  to  Trouble. 

About  six  months  ago,  when  bicycle 
prices  were  higher  in  England  than  they 
are  to-day,  a  rich  and  reputable  firm  of 
Birmingham  merchants  with  a  big  con- 
tinental trade  ordered,  at  a  figure  consid- 
ered high  at  home,  two  hundred  Ameri- 
can bicycles  for  shipment  to  a  port  in 
Russia,  where  the  shipment  was  to  be  di- 
vided and  forwarded  to  several  different 
points.  Men's  and  ladies'  machines  were 
wanted  in  a  stated  proportion  and,  of 
course,  with  different  frame  heights,  and 
both  maroon  and  black  enameling  was 
desired.  It  was  directed  that  six  frames 
be  packed  in  each  frame  case,  and  six 
wheels  in  each  wheel  case,  and  that  a 
combination  system  of  lettering  and  num- 
bering be  adopted,  so  that  sets  of  six  bi- 
cycles of  any  kind  could  be  identified. 

But  the  American  manufacturer — and" 
the  concern  is  well  known — did  not  rise 
to  the  occasion,  and  with  one  exception 
not  a  numbered  or  lettered  case  corre- 
sponded, and  no  purchaser  got  just  what 
he  wanted.  Twenty-six-inch  wheels  were 
coupled  with  shipments  of  frames  with 
28-inch  front  forks  and  fitted  with  28-inch 
mud  guards,  making  it  impossible  for  the 
brakes  to  reach  the  tires  by  over  an  inch; 


maroon  was  mixed  with  black  parts; 
pedals  were  packed  so  badly  they  arrived 
with  broken  centers,  spindles,  or  cones; 
and  it  is  stated  that  the  chains  were  ac- 
tually tied  around  the  saddle  post  lug, 
and  so  loosely  that  they  had  swung 
around  among  the  frames  and  chipped 
the  enamel. 

Not  According  to  Specifications. 

In  addition  there  is  a  charge  of  bad 
faith  in  shipping  goods  not  up  to  an  hon- 
est standard.  It  is  held  that  there  is  an 
incrustation  which,  having  set  up  under- 
neath the  enamel,  indicates  that  the 
frames  were  rusty  before  the  enamel  was 
put  on.  It  is  also  claimed  that  old-pat- 
tern frames  were  sent,  and  that  cata- 
logues clearly  show  that  the  frames  were 
second  grade  of  the  previous  season, 
equivalent  to  a  third  grade  of  the  pres- 
ent. It  must  be  patent  to  any  American 
that  with  this  kind  of  a  story  current, 
even  people  anxious  to  purchase  hesitate 
about  paying  cash  against  documents. 

Foreign  Buyers  Are  Very  Alert. 

An  American  salesman  living  in  Bir- 
mingham was  engaged  by  an  American 
firm  to  handle  its  bicycles  in  England. 
As  he  learned  afterwards,  the  firm  was 
regarded  as  "sharp  traders."  This  sales- 
man had  not  been  home  for  a  couple  of 
years,  and  was  not,  in  consequence,  an 
up-to-date  American,  and  believed  his 
employers  when  they  said  the  sample 
bicycle  was  their  1898  model.  He  states 
that  he  placed  450  machines  with  small 
dealers  at  $60,  a  big  figure,  and  he  got  it 
because  the  machine  had  borne  a  very 
good  reputation;  but  before  the  deliveries 
were  completed,  a  few  samples  of  the  real 
1898  model  arrived  in  England,  and  an 
English  bicycle  paper  happened  about 
that  time  to  print  the  fact  that  the  firm 
in  question  were  selling  their  1897  model 
in  the  United  States  at  retail  for  $30,  and 
that  the  machines  were  being  sold  at  that 
price  extensively  throughout  the  United 
States.  The  1897  models  which  the  sales- 
man had  sold,  believing  they  were  1898 
models,  were  promptly  returned,  and  the 
firm  had  hurt  not  only  themselves,  had 
lost  the  respect  of  their  salesman,  but 
had  injured  the  American  bicycle  trade 
generally. 

Bitter  Experience  of  Lamp  Makers. 

A  large  American  bicycle  lamp  concern, 
manufacturing  a  first-class  article,  was 
so  anxious  to  introduce  its  goods  into 
Great  Britain  that  it  accepted  the  offer  of 
a  big  London  jobbing  house  to  buy  20,000 
lamps  at  a  very  low  or  so-called  intro- 
ductory figure.  In  this  lamp,  a  felt  and 
not  a  knitted  wick  is  used,  and  a  felt 
wick  requires  the  very  best  quality  of  pe- 
troleum. It  is,  however,  very  difficult 
to  buy  good  petroleum  in  England.  Pe- 
troleum oils  have  fancy  names;  the  fan- 
cier the  poorer.  The  name  petroleum  is 
almost  unknown,  and  coal  oil  and  kero- 
sene, unheard  of.  Now,  to  make  this 
lamp  a  success,  there  was  needed  a  cam- 
paign of  education,  and  the  purchasers 
would  have  had  to  be  taught  to  demand 
and  insist  upon  white  rose  oil — a  high 
grade,  refined  American  petroleum — and 
be  impressed  with  the  absolute  necessity 
of  taking  no  other;  for  many  shopkeepers 
in  England  will  never  sell  you  anything 
you  want,  but  always  insist  on  selling 
you  something  else,  until  they  realize 
that  you  will  only  have  what  you  asked 
for.  The  big  jobbing  house  did  not  em- 
ploy a  campaign  of  education  and  had 
most  of  the  lamps  left  on  its  hands. 

Early  last  spring — just  a  year  too  late — 
the  lamp  manufacturers  determined  to 
enter  into  a  well-organized  campaign  in 
behalf  of  their  lamp.  They  had  an  1898 
model  which  was  superior  to  the  1897, 
but  the  jobbing  house  demanded  that 
they  take  back  the  14,000  lamps  they  had 
left  out  of  the  20,000,  and  fought  them 
when  no  attention  was  paid  to  their  de- 
mand, and  wherever  the  Americans  went 
they  found  the  1897  model  advertised  at 


The  Cycle  Age  and  Trade  Review 


191 


50  per  cent,  and  they  discovered  that  the 
6,000  lamps  which  had  been  sold  had 
proven  unsatisfactory  because  had  oil  had 
been  used;  and  the  American  concern 
had  to  give  up  British  trade.  This  is  a 
case  of  a  good  business  spoiled  by  a  bad 
start.  If  they  had  put  their  men  in  the 
field  the  year  before  to  co-operate  with 
the  jobbing  house,  there  would  have  been 
a  great  success. 


TEN  MONTHS'  CYCLE  EXPORTS 


IN  THE  FOREIGN  MARKETS 


Imposture  Practised  by  English  Firms  Desiring  Ex- 
clusive Agencies— Credits  in  Colombia. 


Quite  recently  attention  was  drawn  to 
the  dangerous  haste  with  which  Ameri- 
can manufacturers  granted  exclusive 
agencies  for  continental  Europe  and 
Great  Britain,  when  they  were  personally 
sought  by  well-accredited  foreigners  who 
represented  houses  of  undoubted  financial 
responsibility,  frequently  ready  to  pay 
70,  80,  or  90  per  cent  on  consignments,  or 
even  as  a  tempting  bait,  "cash  f.  o.  b.. 
New  York."  It  was  then  urged  that  they 
take  time  for  investigation  and  satisfy 
themselves  that  the  motive  behind  such 
a  proposition  was  not  an  intention  to 
control  and  hamper  a  possible  future 
competitor.  There  is  a  great  deal  of  such 
trickery  practiced  against  Americans.  It 
can  be  prevented  if  manufacturers  will 
test  the  first  strong  house  which  bids  for 
an  exclusive  agency.  Offer  an  exclusive 
contract  for  a  term  of  years;  but  retain, 
in  a  carefully  worded  paragraph,  the 
right  to  supplement  the  merchant's  efforts 
by  sending  American  salesmen,  who  are 
to  work  in  harmony  with  the  merchant 
firm,  yet  to  be  subject  to  home  orders. 
Make  the  commission  less  when  men  are 
in  the  field,  during  the  introductory  and 
educational  campaign  period,  and  larger 
when  they  are  recalled;  but  retain  also 
the  right  to  make  the  decision  when  that 
period  shall  end.  Sell  all  goods  through 
the  agents,  and  never  sneak  a  commission 
from  them.  Live  up  to  the  spirit  as  well 
as  the  letter  of  the  contract.  Most  of  the 
successful  businesses  in  England  in 
American  automatic  machinery  and  pig 
iron  have  been  built  on  these  lines. 

In  Colombia  the  matter  of  credits  is  al- 
ways of  deep  interest.  European  houses 
give  six  and  twelve  months  credit,  and 
some  of  them  extend  this  to  eighteen 
months,  charging  interest  on  the  sales. 
When  one  considers  that  the  time  re- 
quired to  ship  some  goods  is  from  six  to 
twelve  months,  it  is  not  to  be  wondered 
that  merchants  complain  of  short  credits; 
for  it  sometimes  happens  that  the  time 
for  payment  expires  some  months  before 
they  receive  the  goods.  During  the  year 
the  United  States'  exports  to  Colombia 
have  languished  on  account  of  the  com- 
mercial depression  there  prevailing  and 
the  small  coffee  crop. 

Guatemala  is  very  mountainous.  In  gen- 
eral it  may  be  said  that  American  goods 
are  too  good  for  this  market.  They  should 
be  made  to  sell  cheaply,  and  should  be 
showy.  The  Germans  and  English  are 
our  most  active  competitors. 

India,  with  its  population  of  250,000,000, 
is  a  good  market  for  American  bicycles, 
though  the  demand  is  chiefly  confined  to 
that  portion  of  the  country  which  is  un- 
der British  control.  The  following  table, 
showing  the  imports  of  merchandise  in 
the  last  three  years,  enables  the  student  of 
our  foreign  trade  to  locate  the  position  of 
the  United  States  among  competing  na- 
tions: 

1895-9S.  1896-97.  1897-98. 
TJnited  King-- 

dom $146.100.fiflr)  $15R?94,253  $144,485,801 

Germany  .    . .      7.290  505  7J54.245  7.547.008 

Belg-Ium 8,461,902  7,451,479  7,083,000 

Austria-Hun- 
gary       4.107.100  4.612.142  6.655  058 

United  States     3.532.257  4,547.541  4.436,332 

France 3,034,807  2,852,397  2,736.667 


QERflANY    IS    BUYING    HEAVILY 


Gratifying  Increase  in  Our  Trade  With 

Argentine  Republic— African  Demand 

Slackened  in  October. 


Exports  of  bicycles  and  bicycle  mate- 
rial from  the  port  of  New  York  for  the 
week  ending  December  6  are  recorded  as 
follows: 


Bicy- 
cles. 

.$  3,888 

40 

.     7,822 

.    8,547 

52 

1,830 


England    

Ireland    

France    

Germany    

Belgium    

Holland  

Denmark  1J770 

Sweden  53,469 

Russia  15,560 

Italy  275 

Egypt    709 

Portugal   75 

British  East  India Ill 

Australia  

Canada  

Cuba  50 

British  West  Indies  450 

British  Guiana  829 

Dutch  Guiana  35 

Ecuador  222 

Peru  

United  States  of  Colombia 

Venezuela  100 


Mate- 
rials. 
$  4,980 


2,269 
13,410 

603 
1,303 
3  681 
1,795 

248 
1,864 


186 
7,C68 


397 

255 


20 
32 


The  Crown  Electrical  Works,  of  St. 
Charles,  111.,  has  recently  received  an  order 
from  Europe  for  5,000  Crown  cycle  chains. 


Totals   ?95,834    $38,111 

American  Exports  for  October. 

Governmental  returns  on  the  exports 
of  cycles,  parts  and  accessories  for  the 
month  of  October  (1896,  1897  and  1898 
compared)  are  as  follows: 

1896.  1897.  1898. 

United  Kingdom $117,299  $58,630  $49,507 

France   2,376  7,400  3,648 

Germany  11,413  27,928  30,458 

Other  Europe  57,289  31,134  39,918 

British  America 9,970  9,716  8,293 

Central  America 9,020  50  981 

Mexico  4,465  3,748  2,032 

Santo  Domingo 440  58       

Cuba  5  517  524 

Puerto  Rico   250  451  997 

Other  West  Indies 8,600  7,143  3,736 

Argentina  2,031  5,134  22,481 

Brazil  1,150  7,056  6,661 

Colombia    1,832  2,141  470 

Other  South  America  ..      3,647  5,339  8,229 

China  550  5,763  2,384 

British  East  Indies  ...      1,548  4,123  14,489 

Hong  Kong 317  2,853 

Japan  635  7,100  8,391 

Australia  86,148  24,538  9,886 

Other  Asia 2,911  6,511  4,588 

Africa   13,107  24,835  11,966 

Other  countries 155       

American  Exports  for  Ten  flonths. 

Crovernmental  returns  on  the  exports 
of  cycles,  parts  and  accessories  for  the 
ten  months  ending  with  October  (1896, 
1S97  and  1898  compared)  are  as  follows: 

1896.  1897.  1898. 

United  Kingdom  ...$1,138,270  $1,967,510  $1,597,340 

France   116,136  247,043  463,535 

Germany  216,202  1,147,776  1,411,961 

Other  Europe 394,250  1,027,727  892,093 

British  America  .   ..     514,915  697,802  561,804 

Central  America  ...       58,255  18,758  6,535 

Mexico 42,152  59,860  52,983 

Santo  Domingo  ....           918  8,780  598 

Cuba 4,686  7,476  3,930 

Puerto  Rico   8,134  3,555  2,351 

Other  West  Indies.       37,584  109,833  60,403 

Argentina 16,019  41,258  101,512 

Brazil  17,990  30,509  88,701 

Colombia 18,780  17,871  7,372 

Other  South  Amer.       31,223  51,998  42,747 

China  7,963  22,186  20,721 

British  East   Indies        9,890  25,302  120,357 

Hong  Kong 5,938  9,289 

Japan  34,969  65,521  114,894 

Australia 349,(^9  396,568  185,150 

Other  Asia 29,444  58,769  65,858 

Africa  33.735  132,022  146,380 

Other  Countries 762  1,699 

The  past  season  has  not  been  satisfac- 
tory for  the  Belgian  trade.  Many  houses 
have  big  stocks.  The  main  cause  of  this 
quietness  in  the  industry  has  been  the 
American  competition.  The  production 
and  the  imports  increased  in  dispropor- 
tion and  the  introduction  of  some  heavy 
customs  duties  in  foreign  countries  to 
which  Belgium  exported  was  not  less 
damaging.  The  statistics  show  progress 
over  former  years,  but  this  progress  is 
not  proportionate  with  the  growth  of  for- 


mer years.  During  the  month  of  October 
the  cycle  exports  amounted  to  $20,000,  as 
against  $15,000  in  October,  1897.  For  the 
first  ten  months  of  1898  the  total  value  of 
cycle  exports  was  $500,000,  as  against 
$400,000  in  1897  and  $300,000  in  1896.  In 
1897  the  imports  made  up  a  sum  of  $500,- 
000,  while  in  1896  they  reached  only  $350,- 
000.  The  exports  to  England  and  France 
increased,  those  to  Germany  lessened, 
and  the  exports  to  Holland  remained 
stationary, 

SPAULDING  SCREW  PLANT  SOLD 


Buffalo  Factory  Is  Bid  in  By  Assignee  Keim  Under 
First  riortgage— His  Plans. 


Buffalo,  Dec.  12.— The  entire  plant  of  the 
Spaulding  Machine  Screw  company,  which 
went  into  the  hands  of  a  receiver  Septem- 
ber 15  as  a  preliminary  move  toward  dis- 
solution of  partnership,  was  sold  at  pub- 
lic auction  last  Thursday  to  satisfy  a 
first  mortgage  held  by  John  R.  Keim  of 
New  York  city. 

Of  the  150  or  more  creditors  of  the  con- 
cern but  two  were  present  at  the  sale  and 
but  one"  bid  was  received,  that  of  Mr. 
Keim,  who  offered  $10,000,  and  the  prop- 
erty was  knocked  down  to  him  at  that 
figure.  The  sale  is  subject  to  an  incum- 
brance of  about  $22,000.  A  deficiency 
judgment  to  the  amount  of  about  $42,000 
is  to  be  entered  against  the  stockholders 
of  the  company. 

The  Spaulding  company  was  incorpo- 
rated about  five  years  ago  for  $300,000  to 
manufacture  bicycle  parts.  About  a  year 
or  so  ago  a  chattel  mortgage  for  $50,000 
in  favor  of  Mr.  Keim  was  recorded  on  the 
company's  property.  Mr.  Keim  was  con- 
nected with  the  company  from  the  time  of 
its  assignment  some  two  years  ago.  He 
was  made  assignee  and  managed  the  re- 
organization which  followed. 

It  is  not  known  definitely  what  Mr. 
Keim's  intentions  are  with  regard  to  the 
future  of  the  plant,  but  it  is  expected,  Re- 
ceiver Lewis  says,  that  a  company  will  be 
organized  in  the  near  future  to  carry  on 
the  business,  and  he  believes  that  the 
factory  will  be  in  full  operation  within  a 
very  short  while.  He  says  there  were  suf- 
ficient orders  on  the  company's  books 
when  proceedings  were  begun,  to  keep 
the  plant  running  for  three  months  or 
more.  He  worked  the  plant  up  to  the 
day  of  the  sale  and  used  up  all  of  the 
stock  on  hand. 


To  Wind  Up  Machine  Screw  Co.'s  Affairs. 

All  persons  interested  in  the  Spauld- 
ing Machine  Screw  Company,  of  Buffalo, 
are  required  by  court  to  show  cause  be- 
fore Fred  B.  Skinner,  who  has  been  ap- 
pointed referee  for  that  purpose,  at  his 
office,  28  Church  street,  on  December  22, 
at  11  o'clock  in  the  forenoon,  why  the 
corporation  should  not  be  dissolved  in  ac- 
cordance with  the  petition  in  insolvency 
and  for  voluntary  dissolution  heard  Sep- 
tember 15  at  a  special  term  of  the  su- 
preme court  of  New  York.  The  referee 
will  then  make  his  report  as  soon  as  pos- 
sible and  be  dismissed. 


Building  Up  a  Foreign  Trade. 

Failure  in  export  efforts  is  nearly  al- 
ways due  to  American  impatience  and  to 
unwillingness  to  accept  new  trade  condi- 
tions. Salesmen  are  not  given  time  to 
build  up  a  new  business.  In  most  cases 
it  is  senseless  to  expect  a  profit  the  first 
year.  Building  up  a  foreign  business  is 
as  much  an  investment,  requiring  time 
and  money,  as  is  the  building  of  a  new 
wing  to  a  factory. 


A  common  carrier  cannot,  by  contract, 
limit  its  liability  for  damages  resulting 
from  its  liability  to  exercise  ordinary 
care. 


192 


The  Cycle  Age  and  Trade  Review 


CYCLE  SHOWS  IN  DISFAVOR 


Testimony  of  flanufacturers  is  Overwhelmingly  Against 
the  Exhibitions — Local  Shows  Favored 


Further  evidence  of  the  disrelish  of 
manufacturers  for  that  unpalatable  thing, 
the  cycle  show,  is  presented  on  this  page. 
It  is  not  the  intention  to  smother  the 
views  of  those  who  may,  for  some  reason 
or  other,  favor  exhibitions,  and  on  this 
account  the  Cycle  Age  throws  open  its 
reading  columns  to  all  who  have  an  in- 
clination to  dispute  the  soundness  of  the 
opinions  heretofore  put  forward  in  con- 
nection with  the  subject.  Minority  opin- 
ion, though  often  eclipsed,  is  of  value. 

A  correspondent  of  this  paper  com- 
plains that  it  is  unfair  to  asperse  the  mo- 
tives of  Promoter  Van  Sicklen,  who  is 
whooping  up  the  Chicago  show.  The 
critic  does  not  stop  to  consider  that  Van 
Sicklen,  who  he  asserts  is  promoting  a 
show  which  may  exert  a  local  usefulness, 
is  endeavoring  to  persuade  makers  that  it 
is  of  national  importance.  If  Van  Sicklen 
had  elected  to  conduct  a  local  show,  and 
not  tried  to  persuade  agents  that  it  was 
to  be  an  exposition  of  all  the  new  cycle 
wares,  he  would  have  been  immune  from 
reproach.  His  sin  is  that  of  misrepre- 
sentation. 

An  Idea  That  Is  Spreading. 

In  the  following  letter  is  found  an  ex- 
pression of  thought  that  by  this  time  is 
pretty  generally  shared  by  makers  of  all 
kinds: 

To  the  Editor:— We  have  been  asked  by  a 
dealer  in  Chicago  to  contribute  towards  tak- 
ing space  for  him  to  exhibit  our  goods  in 
the  cycle  show.  We  have  written  and  given 
him  the  substance  of  our  ideas  on  cycle 
shows. 

The  writer  always  maintained  that  it  was 
an  imposition  on  the  part  of  the  cycle  show 
managers  to  ask  manufacturers  and  dealers 
to  bring  their  products,  which  go  to  make 
up  the  show,  and  then  ask  them  to  pay  for 
exhibiting  them.  I  am  sure  that  if  man- 
agers of  opera  or  playhouses  would  ask 
actors  to  pay  for  the  privilege  of  giving 
their  shows  on  the  stage,  there  would  be  no 
shows.  I  think  this  illustration  should  ap- 
ply in  the  same  way  to  cycle  shows,  for  if 
the  dealers  and  manufacturers  did  not  make 
an  exhibit  there  surely  would  be  no  cycle 
shows.  There  is  no  question  in  my  mind 
but  that  the  admission  fees  have  always 
paid  the  expenses  and  a  fair  margin  on  all 
shows  in  the  past. 

Ed.  a.  Thiem. 

The  Chicago  show  will  contain  136 
spaces — not  72,  as  stated  in  the  last  issue 
of  this  paper — and  the  revenue  from  their 
sale  is  expected  to  be  as  follows: 

12  spaces  at  $125 $1,500 

72  spaces  at    100 7,200 

3  spaces  at      90 270 

49  spaces  at      75 3,675 

Total  $12,643 

Another  batch  of  opinions  on  the  sub- 
ject of  cycle  shows  is  herewith  presented: 

No  Show  Boom  Needed. 

The  bicycle  business  needs  a  boom. 
That  is  the  cry  of  the  showman  and  the 
daily  newspapers.  Boom  is  a  very  un- 
healthy word.  It  means  inflation  and  a 
consequent  collapse.  About  every  town  in 
the  union,  from  Plymouth  Rock  to  Seattle, 
has  had  a  boom  and  the  after  effects  have 
always  been  disastrous.  The  greatest 
boom  Chicago  ever  had  was  during  the 
World's  Pair,  and  it  never  wants  another. 
In  other  words  a  boom  is  apt  to  be  a  boom- 
erang. 

We  get  our  Ideas  of  cycle  shows  from 
England,  a  tight  little  island  that  you  can 
run  over  in  a  few  hours.  There  the  agent 
at  slight  expense  can  run  up  to  London 
and  go  home  the  same  day;  but  with  us 
the  agent  is  from  500  to  1,000  miles  away 
and  the  walking  Is  not  good  in  January. 
When  he  gets  to  the  cycle  show  the  noise 
and  excitement  Is  so  great  that  before  he 
has  seen  half  a  dozen  lines  he  is  so  dazzled 
that  he  does  not  know  where  he  is  at,  and 
if  he  is  a  cool  hand,  he  will  say:    "I  guess 


I  will  wait  until  the  salesmen  come  to  my 
town." 

Bicycles  are  past  the  missionary  period, 
they  have  resolved  themsel-ves  into  a  fixed 
type,  it  is  a  question  of  price,  quality  and 
reputation.  Nothing  but  freaks  attract  at- 
tention at  the  shows. 

If  you  could  abolish  the  traveling  sales- 
men then  let  us  have  shows.  But  why 
have  both?  Agents  used  to  come  to  the 
shows,  usually  with  the  money  they  owed 
the  manufacturers,  and  spent  a  week  hav- 
ing a  roaring  good  time,  but  they  can't 
afford  to  do  it  now  on  the  present  margin 
of  profit. 

Speaking  from  experience  every  show  we 
have  ever  had  has  been  a  failure  from  the 
point  of  view  of  securing  agents  and 
booking  orders.  Held  in  January  they  up- 
set the  salesmen's  plans  on  the  road.  A 
show  held  in  March,  to  help  the  local  trade, 
might  be  encouraged,  but  you  can't  sell 
straw  hats  when  the  snow  flies,  or  retail 
bicycles,  much  less  ride  them,  with  the 
thermometer  at  zero. 

If  we  follow  in  the  footsteps  of  the  older 
industries  we  will  learn  from  their  experi- 
ence that  there  are  no  booms  or  shows. 
They  do  not  need  an  absinthe  cocktail  to 
give  them  a  brace.  The  goods  are  sold  in 
the  regular  channels  of  trade,  and  the 
sooner  the  bicycle  gets  there  the  better  it 
will   be   for  all   concerned. 

The  best  bicycle  show  we  know  of  is  a 
line  of  samples  with  a  smart  salesman  to 
explain  their  talking  points,  traveling  from 
town  to  town  and  making  a  personal  can- 
vass of  the  trade. 

The  bicycle  is  an  instrument  of  pleasure 
and  of  utility,  and  is  able  to  stand  alone 
on  its  merits  without  the  aid  of  the  wet 
nurse  or  the  mollycoddler. 

McKee  &  Harrington. 

Can  Spend  Time  and  Money  More  Profitably. 

We  do  not  believe  in  shows,  either  national 
or  local,  and  do  not  think  they  are  any  bene- 
fit to  either  manufacturers  or  dealers.  Con- 
ditions have  not  materially  changed  since 
the  National  Cycle  Board  of  Trade  had  this 
subject  in  hand  for  discussion.  All  the 
points,  both  pro  and  con,  were  thoroughly 
thrashed  out  and  the  decision  arrived  at 
that  shows  were  detrimental.  It  is  not  our 
present  intention  to  again  take  part  in  them. 
We  think  the  same  amount  of  time  and 
money  spent  in  other  ways  would  promote 
our  business  to  a  much  greater  extent. 

Union  Cycle  mfg.  Co. 

Have  Always  Opposed  Shows. 

We  have  always  opposed  cycle  shows,  and 
see  no  reason  for  changing  our  opinion. 

Day  Mfg.  Co. 

Will  Not  Exhibit  in  New  York  or  Chicago. 

This  company  is  not  In  favor  of  cycle 
shows,  and  we  do  not  expect  to  be  repre- 
sented at  the  Chicago  and  New  York  shows 
now  being  arranged  for. 

The  Bristol  Bell  Co. 

Only  the  Promoters  Benefit. 

We  do  not  see  where  bicycle  shows,  either 
national  or  local,  would  be  of  the  slightest 
benefit  to  us.  We  have  yet  to  find  the'  man- 
ufacturer who  has  found  shows  profitable. 
The  promoters  are   the   beneficiaries. 

Record  Pedal  Mfg.  Co. 

Would  Exhibit  If  Forced  To. 

It  would  hardly  be  judicious  for  us  to  con- 
demn cycle  shows  from  the  manufacturers' 
standpoint.  That,  of  course,  rests  solely  with 
the  bicycle  manufacturers.  If  they  deem  it 
necessary  for  their  welfare  to  encourage  the 
reincarnation  of  the  cycle  show,  of  course 
we  should  have  no  complaint  to  make,  and 
should  probably  make  a  small  exhibit,  mere- 
ly for  the  purpose  of  having  a  place  to  sit 
down  and  talk  to  our  friends. 

The  B.  F.  Goodrich  Co. 

Heartily  in  Favor  of  Shows. 

We  are  heartily  in  favor  of  the  large  cycle 
shows,  and  believe  that  the  small,  if  con- 
ducted on  a  proper  basis,  will  result  to  the 
advantage  of  both  dealer  and  manufacturer. 
The  same  easily  holds  true  with  reference  to 
the  local  cycle  shows. 

Waltham  Mfg.  Co. 

Too  Late  For  Shows. 

We  believe  that  the  national  shows  are  not 
at  all  helpful  to  the  maniufaoturer,  entail 
a  great  deal  of  exipense  and  no  correspond- 
ing benefit  is  derived.  It  may  be  advisable, 
sometimes,    to   have   local    shows,   with    the 


idea  of  arousing  Interest  among  the  riders, 
but  taking  the  matter  of  expense,  delays, 
etc.,  incident  to  holding  an  exhibition  of  this 
kind,  we  do  not  believe  that  either  the  man- 
ufacturer or  agent  is  benefited.  As  a  mat- 
ter of  fact,  we  believe  that  the  cycle  trade 
has  passed  beyond  its  incipient  stage,  and 
while  exhibitions  four  or  five  years  ago 
sei-ved  a  good  purpose  in  that  they  Interest- 
ed the  general  public  in  the  machines,  the 
industry  has  now  settled  down  on  a  perma- 
nent, legitimate  basis  and  shows  in  this 
line  are  not  any  more  needful  than  exhibi- 
tions of  any  other  article  manufactured. 
Since  the  opening  of  the  bicycle  trade  is  so 
close  at  hand,  exhibitions  for  next  season 
are  entirely  out  of  the  question. 

Relay  Mfg.  Co. 


IN  LITIGATION 


Petition  of  Bankruptcy  Filed  Against  Anderson  Cy 
cle  Co.— New  Evidence  in  Worcester  Case. 


A  petition  asking  Judge  Swan  to  de- 
clare the  Anderson  company,  of  Detroit, 
Mich.,  bankrupt  was  filed  December  5  in 
the  United  States  district  court  by  the 
Detroit  Screw  Works,  the  Detroit  Free 
Press,  Octavia  W.  Bates  and  George  W. 
Bates,  of  Detroit,  and  the  Excelsior  Need- 
le Co.,  of  Torrington,  Conn.  The  claims 
held  by  these  creditors  aggregate  $799.36. 
Last  September  the  cycle  company  gave 
a  chattel  mortgage  to  secure  these  and 
other  claims  amounting  altogether  to 
$7,457.92,  with  George  Angell  as  trustee. 
On  the  following  day  it  executed  another 
chattel  mortgage  on  the  same  effects,  it 
is  claimed,  in  which  the  petitioners  are 
included.  This,  they  allege,  constituted  a 
preferential  act,  contrary  to  the  bank- 
ruptcy act.  Proceedings  were  begun  at 
the  eleventh  hour  and  the  subpoena 
served  on  the  trustee  just  in  time  to  stop 
a  sale  under  the  first  mortgage. 

J.  Frank  Frier,  of  the  Globe  Cycle  Co., 
of  Buffalo,  N.  Y.,  has  been  declared  a 
bankrupt  on  his  own  application.  The 
first  meeting  of  creditors  was  set  for  De- 
cember 19.  As  a  member  of  the  firm  he 
was  liable  on  bonds  of  the  company.  In 
this  way  his  total  liabilities  amounted  to 
about  $200,000.    There  are  no  assets. 

The  Central  Trust  company  of  New 
York  has  filed  a  motion  to  set  aside  the 
recent  decision  holding  its  mortgage  of 
$500,000  against  the  Worcester  Cycle  com- 
pany, of  Middletown,  to  be  invalid.  It  is 
claimed  there  is  new  evidence. 


Talk  of  Amalgamating  English  Shows. 

The  concurrent  holding  of  the  Stanley 
and  National  shows  in  London  gave  rise 
to  the  expression  of  many  opinions  as  to 
the  possibility  of  amalgamating  the 
clashing  interests  of  the  two  annual  ex- 
hibitions so  that  in  the  future  the  trade 
will  not  be  tossed  on  the  horns  of  a  di- 
lemma and  finally  cajoled  into  the 
trouble  and  expense  of  making  two  dis- 
plays where  one  is  quite  sufficient  and 
very  probably  more  than  enough  in  the 
present  state  of  development  of  the  in- 
dustry. For  many  reasons  such  a  com- 
bination is  much  to  be  desired,  according 
to  the  English  trade  papers,  but  the  dif- 
ficulties are  great,  though  not  by  any . 
means  insuperable.  The  selection  of  a 
building  of  suitable  size  for  holding  the 
consolidated  shows  seems  to  be  one  of 
the  main  obstacles,  but  if  the  Crystal 
Palace  were  used  a  reduction  of  the  areas 
occupied  by  the  larger  makers  could  be 
made  with  an  increased  charge  for  each 
machine  shown.  It  is  not  impossible, 
however,  that  the  effect  of  the  only  par- 
tial success  of  these  last  exhibitions  will 
so  deter  makers  from  further  lavish  ex- 
penditure in  this  direction  that  the  Crys- 
tal Palace  will  prove  fully  adequate  to 
contain  all  the  exhibits  that  manufactur- 
ers will  feel  disposed  to  make  next  year. 


Cycle  taxation  is  being  adopted  in  all 
the  leading  cities  in  Canada.  The  aver- 
age tax  upon  a  rider  is  $1  per  year. 


The  Cycle  Age  and  Trade  Review 


193 


TRADE 
MARK     U 


38 


MANUFACTURERS   ARE   FURNISHING 

Dunlop  Detachable  Cire$ 


On  theif  wheels  AT  NO   EXTRA   COST,  eithef  wholesale 
or  tcizil.JtJt^^^^ 

Agents  should  see  that  the  manufacturers  whom  they  repre- 
sent are  among  this  number.    Write  us  about  ii.^^^^^,^^^ 

1899  IS  GOING  TO  BE  A  DUNLOP  YEAR.^^ 

Cbe  Jfmerican  Dunlop  Cire  Company 

134  Cake  Street,  €bicaso.  Belleville,  (Dortb  newarK)  n.  3.  36-3$  Combard  St.,  Coronto. 


TRADE 
MARK 


INVEST  YOUR  MONEY 


where  you  can  secure 


GREATEST  RESULTS. 

In  handling 

SNELL  BICYCLES 


the  Dealer  gives 


HONEST  VALUE 


for  the  money  he  gets,  and 
can  secure 


GREATER  PROFITS 


thereby. 
An  investigation  of  the  line  is 


CONVINCING  PROOF. 

Three  Models— Up-to-Date  POPULAR  PRICES. 
Write  for  catalogues. 

THE  SNELL  CYCLE  FITTINGS  COMPANY 

TOLEDO,  OHIO,  U.  S.  A. 


ffvi'v^rw^v^^vw^pv^v^ivff^^ir^i^TC^v  Wii 


WHEELER  SADDLES  1 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BAC|C. 

OUR  LINE  FOR  '99  COMPRISES  BUT  POUR  DISTINCT  MODELS : 
"EXTRA"  Woman's    .     .     .     Broad,  Soft  and  Easy.  Jtjt 
"EXTRA"  flen's      .,    .     .     .     Hygienic  and  Durable.  ^^ 
"SPECIAL"  Roadster  .     .     .    An  ornament  to  any  vrheel. 
"CORK=TOP"  Racer     .     .     .     Light  and  Graceful.  ^^^      > 

These  saddles  are  made  and  finished  in  the  care- 
ful and  stylish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  iwpular  saddle  on 
the  market. 

:  THE  WHEELER  SADDLE  CO. 

1427=1457  Woodward  Ave.,  DETROIT,  MICH. 


Chicago  Distributing  Agents:    HIBBARD,  SPENCER  &  BARTUETT. 
New  York  Distributing  Agents:    HARTLEY  &  GRAHAH. 


ijy 


Hk 


tAMA^a^feM 


^ii^SM 


dhflidl^ 


194 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Automatic  Tilting  Saddle — Handle  Bar  Reversible  While 

I 
Riding — Double  Band  Brake — New  Step      - 


Self-Adjusting  Saddle. — The  object  of 
the  .saddle  is  to  offer  accommodation  to 
the  fchange  of  positions  which  a  rider  may 
desire  to  assume  when  endeavoring  to 
ride  with  the  greatest  possible  sp^d. 
The  saddle  top  is  of  ordinary  padded  or 
unpadded  pattern  and  is  mounted  on  a 
central  lug  which  is  pivoted  to  the  top 


of  the  seat  post  clamp  from  which  an  arm 
extends  forwardly,  to  a  point  under  the 
extreme  pommel  of  the  saddle.  A  seg- 
mental rod  extends  downwardly  from  the 
pommel  and  enters  a  hole  in  the  front 
end  of  the  extension  from  the  clamp. 
Between  the  extension  piece  and  the  bot- 
tom of  the  saddle  and  surrounding  the 
depending  rod  is  a  coil  spring.  When  the 
rider  sits  well  back  on  the  saddle,  as 
when  riding  easily,  the  saddle  remains 
firm  under  him,  but  when,  as  in  sprint- 
ing, he  crowds  to  the  front  end  of  the 
saddle  the  spring  gives  underneath  him 
and  the  pommel  lowers  enough  to  afford 
the  desired  freedom  of  action.  The  in- 
ventor is  L.  D.  Lovekin,  of  Philadelphia, 
assignor  to  the  Lovekin  Saddle  Ck).,  of 
the  same  place. 

Adjustable  Bar. — The  bar  is  of  the  or- 
dinary plain  adjustable  type  with  the  ex- 
ception that  the  bars  can  be  inverted 
from  their  low  position  and  swung  to 
their  high  upward  position  without  the 
rider  having  to  dismount.  Inside  the  tee 
at  the  top  of  the  stem  is  fixed  a  short 
sleeve  with  saw  teeth  on  one  end,  which 
engage  the  teeth  of  a  corresponding  ring 
secured  to  the  handlebar.  A  spiral  spring 
back  of  the  toothed  sleeve  and  a  lock  nut 


at  the  opposite  end  of  the  tee  completes 
this  part  of  the  bar.  By  loosening  the 
nut  the  bars  may  be  pulled  to  one  side 
against  the  pressure  of  the  spring  a  suffi- 
cient distance  to  allow  them,  after  hav- 
ing been  freed  from  the  engaging  teeth, 
to  be  turned  into  whatever  position  is  de- 
sired. On  the  lower  reduced  end  of  the 
handlebar  stem  is  a  nut  on  top  of  which 
rests  a  spiral  spring  abutting  at  the  top 
against  a  collar  brazed  to  the  stem.  The 
collar  has  two  projections  at  the  top  that 
enter  corresponding  notches  in  the  shoul- 
der  formed  by  the  enlarged  upper  end 


o^the  stem.  The  spriifg  holds  the  notch- 
es and  projeffeons  normally  in  engage- 
ment, but  when  the  rider  wishes  to  con- 
vert his  bars  from  drop  into  up-turned, 
or  vice  versa,  he  loosens  the  binding  nut 
on  the  tee,  turns  the  bars  up  and  then 
by  pulling  them  upward  against  the  pres- 
sure of  the  spring  in  the  stem,  releases 
the  engaged  projections  and  turns  the 
bars  around.  The  inventor  is  Albert  Ross, 
of  Woodstock,  Canada. 

Back-pedaling  Brake.— At  the  sprocket 
end  of  the  crank  bracket  is  secured  a 
leather  covered  disk  adjacent  to  the  inner 
face  of  the  driving  sprocket.  The  sprock- 
et is  not  keyed  to  the  axle  but  merely  fit- 
ted so  that  it  can  turn  in  its  rotation  di- 
rection for  a  limited  distance,  and  also 
so  that  it  can  move  in  a  lateral  direction 
along  the  crank  shaft.  The  crank  is 
firmly  attached  to  the  shaft.  On  the  outer 
face  of  the  sprocket  are  segmental  in- 
clines which  correspond  in  their  action  to 
one  part  of  a  set  of  internal  and  exter- 
nal screwthreads.  The  other  part  of  the 
segmental  thread  is  on  the  inner  face  of 
the  enlarged  crank  hub.  When  the  ped- 
als are  rotated  backward  a  short  distance 
this     segmental     threading     causes     the 


sprocket  to  be  forced  inwardly  against 
the  leather  covered  disk  on  the  crank 
bracket,  thus  braking  the  bicycle.  A  for- 
ward movement  of  the  pedals  and  cranks 
causes  the  sprocket  to  be  turned  outward 
to  its  normal  position  away  from  the 
brake  disk.  The  segmental  threading  is 
formed  by  means  of  bosses  on  the  outer 
face  of  the  sprocket  which  have  thread- 
like under-cut  edges  along  their  inner 
sides,  forming  the  internal  threading 
which  matches  the  external  threading  cut 
on  blocks  on  the  crank  hub.  The  inven- 
tor is  G.  C.  Mandleberg,  of  Manchester, 
and  J.  J.  Young,  of  London,  England. 

Double  Band  Brake. — A  brake  wheel  of 
a  larger  diameter  than  is  common  in 
band  brakes  is  attached  to  the  rear  hub 
and  is  also  braced  from  the  wheel  rim 
by  two  or  more  spokes  running  tangenti- 
ally  in  opposite  directions  to  the  regular 
wheel  spokes.  The  flange  of  the  brake 
wheel  has  a  flat  outer  surface  and  a  V- 
shaped  groove  extending  around  its  in- 
ner periphery.  Segmental  brake  bands 
of  spring  steel  and  of  V-shaped  cross  sec- 
tion are  hung  within  the  brake  wheel 
flange,  being  normally  free  from  contact 
with  the  flange.  The  rear  end  of  each 
segment  is  attached  to  a  double  link 
which  is  pivoted  to  a  forwardly  extending 
arm,  the  front  end  of  which  is  slotted, 
sliding  upon  a  stud  supported  upon  an 
arm  connecting  with  the  bent  actuating 
lever.  The  connection  is  made  at  the  an- 
gle of  the  lever.  The  stud  on  the  rear  end 
of  the  connecting  arm  holds,  besides  the 
slotted  arm,  a  double  link  the  ends  of 
which  support  the  rear  extremities  of  the 
two  segmental     brake    bands.    Running 


from  the  bracket  on  the  rear  fork  tube 
of  the  frame  which  supports  the  fulcrum 
of  the  actuating  lever  is  an  exterior  brake 
band,  also  of  spring  steel,  which  entirely 
surrounds  the  brake  drum  and  has  its 
other  end  attached  to  the  actuating  lever 
at  the  same  point  where  the  arm  operat- 
ing the  interior  bands  connects.  The 
front  end  of  the  lever  arm  may  be  either 
fitted  with  a  foot  piece  or  may  be  at- 
tached to  connecting  rods  or  wires  run- 
ning to  a  hand-operating  lever  on  the 
handlebars  of  the  bicycle.  When  the  for- 
ward end  of^the  lever  is  pushed  down- 


ward, the  outer  band  is  contracted  and 
caused  to  bind  on  the  outer  face  of  the 
brake  wheel  flange,  while  the  distance 
between  the  ends  of  each  inner  segmental 
band  is  lessened,  causing  the  bands  to 
bulge  in  the  middle  and  to  bind  upon  the 
inner  V-shaped  surface  of  the  brake 
drum.  To  assist  the  natural  spring  of 
the  bands  in  keeping  them  out  of  con- 
tact when  it  is  not  desired  to  operate  the 
brake,  a  small  spiral  spring  may  be  ad- 
ded, as  shown  in  the  illustration.  The 
inventor  is  L.  E.  Clark,  of  Shenandoah, 
Pa. 

Anti- Vibration  Device. — ^The  invention, 
which  comprises  air-cushioned  handle- 
bars and  seat  post,  is  carried  out  by  sup- 
porting the  telescopic  tube  holding  the 
seat  post  or  handlebar  stem,  upon  a  pis- 


ton held  on  a  rod  erected  in  the  seat  mast 
or  head  tube,  a  cushion  of  compressed  air 
being  maintained  between  the  piston  and 
the  air  tight  partition  near  the  top  of  the 


The  Cycle  Age  and  Trade  Review 


195 


THE  SCHOOL  OF  BUSINESS 


m 


THE  CLAUS  THE  CL  A  US 

EXPANSION  PLAIN  STEM 

STEM  THB ClaOS  AOJU^TnENT 


THE  CLAU5  ADJUbTtieNT 
SHOWING  STEM  DETACHED 


^^       eUAHANTEEO     ^^ 


ADJUSiTABLE 


^^       QUARANTEtD     ^^ 


ADJUSSTABLE 


In  the  school  of  business  common  sense 
is  a  good  teachex» 

It  teaches  you  to  sell  what  the  people 
want — to  cater  to  a  popular  demand. 

Cbe  0au$  Bar 

is  creating  a  non-resistant,  unwavering  demand  for  itsslf.  Its  mjihinical  perfection 
is  doing  the  work. 

No  other  bar  is  so  simple,  strong,  durable,  so  easy  to  adjust,  so  sure  to  stay  adjusted. 

It  is  the  only  bar  that  can  be  adjusted  without  a  wrench.  The  only  bar  that 
retains  its  width  at  all  adjustments.  The  only  bar  in  which  all  parts  interlock— it 
cannot  wriggle.    And  the  only  bar  guaranteed  forever. 

These  are  selling  point*  the  bicycle  dealer,  jobber  and  manufacturer  cannot 
overlook.    May  we  quote  you  prices? 

CDe  €lan$  Randle  Bar  mrs.  €o. 

muwaukce,  mi$.,  U.  $.  n. 


^'iJSfeSO 


L/f^ 


Y- 


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AW 


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THE  Cf^^f^BR  WAY, 


196 


The  Cycle  Age  and  Trade  Review 


telescopic  tube.  The  piston  rod,  which  is 
adjustable  in  len^h  for  the  purpose  of 
regulating  the  elasticity  of  the  cushion, 
is  based  at  its  lower  end  upon  a  partition 
which  has  to  be  built  into  the  seat  mast 
of  the  bicycle  frame.  The  piston,  com- 
prising a  pair  of  leather  cups,  carries  a 
quantity  of  heavy  oil  in  order  to  render 
its  contact  with  the  walls  of  the  tube  air 
tight.  Air  is  admitted  into  the  tube  above 
the  piston  through  a  small  hole  in  the 
wall,  the  hole  being  below  the  piston,  so 
that'the  compressed  air  cannot  escape  af- 
ter the  piston  has  been  pushed  to  its  nor- 
mal position  in  the  tube.  To  keep  the 
tube  and  its  seat  post  or  handlebar  from 
turning  in  the  seat  mast  or  head  stem, 
detachable  links  in  pairs  are  attached  be- 
tween the  top  of  the  frame  and  the  clamp 
which  secures  the  post  to  the  telescopic 
tube,  thus  forming  a  flexible  coupling 
which  steadies  the  device  laterally  but 
does  not  interfere  with  its  longitudinal 
movement  in  the  frame.  The  inventor  is 
Francis  Beauchamp,  of  London,  England. 

Sidwell  Pedal. — This  patent  is  for  a 
pedal  constructed  on  the  now  well  known 
pattern  of  a  body  shorter  than  the  entire 


pedal  and  cross  arms  supporting  at  their 
ends  side  plates  composed  of  one  piece  of 
metal  of  suitable  form  bent  in  U  shape 
with  the  rounded  closed  end  project- 
ing beyond  the  outer  extremity  of  the 
pedal  body  and  protecting  it.  The  side 
plate  piece  is  thus  entirely  independent 
of  the  bearing  parts.  The  inventor  is  Ar- 
thur Sidwell,  of  Waltham,  Mass.,  assignor 
to  Walter  Measure,  of  Needham,  Mass. 

Detachable  Tire  Improvement.— This 
invention  consists  in  the  improvement 
of  the  flexible  flap  on  one  of  the  inner 
edges  of  the  casing  of  a  detachable  tire 
of  the  G.  &  J.  construction  designed  to 
cover  the  joint  of  the  two  edges  of  the 
casing  when  the  tire  is  in  place  on  the 
rim,  by  making  the  flap  so  wide  that  it 
cannot  catch  the  rim  grooves  while  the 
tire  is  being  placed  on  the  wheel,  and 
further  by  making  the  flap  of  sufficient 
stiffness  to  insure  against  .its  doubling 
under.  The  flap  is  very  flexible  to  the 
point  where  it  leaves  the  edge  of  the  cas- 
ing; there  it  becomes  so  stiff  that  it  just 
allows  the  necessary  bending  to  conform 


to  the  interior  shape  of  the  tire  when 
inflated.  Quick  and  easy  assembling  of 
the  tire  is  thus  attained.  The  inventor  is 
T.  B.  Jeffery,  of  Chicago. 

Combination  Step  and  Washer. — By 
constructing  a  hollow  step  piece  with  an 
in-turned  flange  on  its  inner  end  and 
with  a  portion  of  the  shell  shaped  inter- 
nally at  that  inner  end  to  conform  with 
the  rear  axle  nut,  it  is  possible  to  slip 
the  step  on  over  the  nut  before  the  nut  is 
screwed  to  the  axle  and  thus  form  both 
a  casing  and  a  washer  for  the  nut.  The 
exterior  of  the  step  shell  may  be  either 
round  or  hexagonal;  if  the  former,  span- 


ner holes  must  be  supplied  in  the  step; 
if  the  latter,  a  common  wrench  can  be 
used.  The  interior  of  the  step  being  of 
the  same  shape  as  the  axle  nut,  and  fit- 
ting it  closely,  the  latter  turns  with  the 


step.  While  the  in-turned  flange  forms 
a  sort  of  washer  for  the  nut  it  does  not 
act  as  a  perfect  washer,  inasmuch  as  it 
turns  with  the  nut  and  therefore  brings 
the  binding  power  of  the  nut  upon  the 
frame  side  in  practically  the  same  manner 
as  though  there  were  no  washer  of  any 
kind  round  the  axle.  The  inventor  is  A. 
R.  Demory,  of  Milwaukee. 


n.  &  W.  TIRES  WITHOUT  LACING 


Self°Closing  Slits  to  Facilitate  Repairs  of   Double 
Tube  Tires — Inner  Side  Smooth. 


In  construction  of  double  tube  tires  an 
innovation  of  notable  importance  is  pre- 
sented for  the  trade's  consideration  in  a 
device  for  which  Fred  W.  Morgan,  of  the 
firm  of  Morgan  &  Wright,  Chicago,  has 
been  recently  granted  a  patent.  The  in- 
vention is  a  recent  one,  the  application 
having  been  filed  September  9  of  this 
year,  and  it  comprises  means  for  allowing 
the  opening  of  the  casing  of  double  tube 
tires  of  the  Morgan  &  Wright  type  for 
the  removal  and  repair  of  the  inner 
tubes,  without  making  necessary  any  cut- 
ting of  lacing  or  relacing  after  the  re- 
placement of  the  tube.  In  carrying  out 
the  invention  a  number  of  longitudinal 
slits  are  cut  along  the  under  side  of  the 
casing  at  regular  intervals,  these  slits  be- 
ing similar  to  the  slit  commonly  found 
near  the  valve  on  the  rim  side  of  double 
*i,ube  tires.     The   object  in    having  more 


than  one  slit  is  to  enable  inner  tube  re- 
pairs to  be  sometimes  made  without  the 
entire  removal  of  the  tube  from  the  cas- 
ing. 

The  slitted  portions  of  the  cas- 
ing are  reinforced  so  that  the  slit  will  be 
normally  closed  and  incapable  of  stretch- 
ing laterally  or  longitudinally,  by  the  in- 
troduction of  thin  oblong  spring  stay 
plates.  Each  plate  has  a  narrow  slit  run- 
ning lengthwise  through  it,  and  wnen  the 
plate  is  placed  in  the  tire  this  slit  coin- 
cides with  the  slit  in  the  casing.  The  stay 
plates  may  be  either  molded  into  the  tire 
or  otherwise  suitably  secured,  a  simple 
way  being  to  mold  the  plate  between  the 
canvas  and  rubber  layers  of  the  casing. 
While  the  spring  plate  makes  it  impossi- 
ble for  the  slit  surrounded  by  it  to  open 
laterally,  it  is  possible  by  pressing  down- 
ward on  one  side  of  the  plate  and  pulling 
upward  on  the  opposite  side  to  make  an 


opening  in  the  casing  which  will  permit 
the  removal  of  the  inner  tube.  This  bend- 
ing of  the  plate  sides  is  shown  in  the  il- 
lustration in  a  side  view  of  one  of  the 
stay  plates  separated  from  the  tire.  As 
soon  as  the  sides  of  the  plate  are  released 
they  will  spring  together  again,  thus  clos- 
ing the  slit  in  the  casing.  If  the  slit  in 
the  plate  is  made  wide  enough  so  that 
there  will  be  a  slight  margin  of  free  or 
non-reinforced  casing  along  either  side  of 
the  latter  and  inside  the  edges  of  the  slit 
in  the  stay  plate,  the  removal  and  re- 
placement of  the  inner  tube  will  be  ren- 
dered more  facile.  The  exact  form  of  the 
spring  plates  can  be  varied  to  suit  any 
needs  that  may  arise  in  tne  construction 
of  the  tire,  and  one  plate  can  be  arranged 
with  an  enlargement  at  one  end  of  the  slit 
for  the  passage  of  the  valve  stem.  As  the 
stay  plates  can  be  made  comparatively 
thin  the  casing  will  not  be  materially  or 
undesirably  thickened  in  the  vicinity  of 
the  slits.  The  presence  of  the  slits  in  the 
tire  does  not  increase  the  liability  of  the 
casing  to  unduly  stretch  either  laterally 
or  longitudinally.  The  self-closing  slits 
have  the  advantage  ovev  the  old  laced 
slit  besides  that  of  convenience,  that  they 
present  a  smooth  surface  inside  and  out, 
thus  giving  the  inner  tube  no  chance  to 
chafe  on  the  casing. 


CHANGES  AnONG  RETAILERS 


Bard  Branch  Store  in  Westfield  Closed— Burtis  & 
Zimmerman  Sell  Out— Barden  Co.  Dissolved. 


W.  L.  Peeler  has  sold  his  bicycle  shop 
in  Bloomington,  111.,  and  will  travel  for 
A.  G.  Spalding  &  Bro. 

The  Bard  Cycle  company,  which  has 
had  a  branch  store  in  Westfield,  N.  J., 
for  two  years,  has  closed  the  branch  store 
and  taken  the  stock  to  Plainfield. 

A.  W.  Brock,  of  Alma,  Mich.,  has  sold 
out  his  business  to  J.  McKay,  formerly 
with  Pinney  &  Horr,  at  Ithaca,  who  will 
keep  a  line  of  bicycles  and  a  tin  repair 
shop. 

The  bicycle  business  of  Burtis  &  Zim- 
merman, at  Asbury  Park,  N.  J.,  has 
been  bought  by  M.  L.  Ferris,  who  has 
been  manager  of  the  store  for  several 
years. 

The  Barden  Cycle  company,  which  has 
been  in  business  for  some  years  in  Dor- 
chester, Mass.,  has  been  dissolved  by  the 
retiring  of  F.  J.  Carle.  E.  Barden  has 
secured  a  larger  store  and  will  remove 
his  cycle  supplies  and  add  a  line  of  sport- 
ing goods,  retaining  the  firm  name  of 
the  Barden  Cycle  company. 


The  Rudge=Whitworth  Reduction. 

So  many  rumors  have  been  current  re- 
garding the  reduction  of  the  prices  of 
Rudge-Whitworth  bicycles  that  the  Eng- 
lish company  has  found  it  necessary  to 
call  attention  to  the  fact  that  as  long  ago 
as  July,  1897,  it  adopted  a  system  of  net 
cash  prices,  and  lowered  the  list  of  its 
standard  machines  to  $60  and  its  specials 
to  $80.  The  last  reduction,  which  took 
effect  November  18,  places  the  retail  price 
of  the  standard  Rudge-Whitworth  at  $50 
and  the  special  at  $75. 


New  Jobbing  House  for  Iowa. 

A  new  stock  company,  with  Chicago 
and  Council  Bluffs  manufacturing  houses 
as  principal  holders,  will  open  for  busi- 
ness as  wholesalers  of  bicycles  in  Cedar 
Rapids,  la.,  January  1.  A  stock  valued 
at  about  $15,000  will  be  carried,  no  re- 
tail business  being  done.  A  large  storage 
room  will  be  secured,  with  a  business  of- 
fice in  Dows'  auditorium. 


A  custom  to  be  binding  must  be  shown 
to  be  universal  in  the  locality  and  of  long 
existence. 


The  Cycle  Age  and  Trade  Review 


197 


MOTOCYCLE  GEARING 


Graduated  Speed  Changes  by  Regulation  of  Power  Supply 
Superior  to  Change  by  Gear  Only 


Since  the  explosion  motor  lias  not  yet 
been  shown  in  any  form  capable  of  re- 
■versing  its  direction  of  motion,  wagons 
driven  by  this  motor  must  always  have 
a  reversing  gear  with  some  form  of 
clutch  to  throw  it  out  of  action,  and  at 
least  two  forward  gears,  one  fast  and  one 
slow,  each  with  its  clutch.  It  is  very 
common  to  arrange  an  explosion  engine 
with  three  gear  speeds  forward  and  one 
gear  speed  backward,  when  used  for  wa- 
gon driving.  Many  very  simple  and  in- 
genious arrangements  of  gearing  have 
been  devised  for  use  in  this  connection, 
besides  many  others  which  were  neither 
ingenious  nor  simple,  and  were  violent 
and  noisy  in  action. 

Winton,  with  his  foot-actuated  govern- 
or, obtains  a  great  simplicity  of  construc- 
tion, using  two  forward  speeds,  one  high 
and  one  low,  and  one  low  speed  back- 
ward, and  modifying  these  speeds  by  this 
governor  action. 

Three  Different  Conditions. 

In  order  to  successfully  change  the 
speed  of  a  piston  and  cylinder  driven 
wagon  by  reducing  the  power  of  the  en- 
gine, it  is  evident  that  the  engine  must 
be  considerably  larger  than  would  be 
needed  if  the  speed  of  the  engine  could 
always  be  kept  at  its  maximum.  This 
feature,  however,  can  hardly  be  consid- 
ered as  objectionable  from  any  point  of 
view,  because  it  is  always  best  to  have  a 
very  large  surplus  of  power  available. 
With  the  explosion  engine  this  large  pow- 
er can  be  maintained  for  any  length  of 
time,  since  it  is  only  the  best  normal  ef- 
fect of  the  mechanism.  With  an  electric 
motor  or  a  steam  motor  the  conditions 
are  quite  different.  With  the  electric  mo- 
tor there  is  only  a  certain  pressure  and 
volume  of  current  available;  this  may  be 
used  slowly  or  rapidly,  but  cannot  be  in- 
creased except  by  recharging.  With  the 
steam  motor  the  maximum  effect  can  be 
had  for  a  short  time  only,  as  the  boiler  is 
not  at  all  likely  to  be  made  large  enough 
to  supply  the  utmost  demands  which  the 
engine  may  make  upon  it.  But  it  must 
be  remembered  that  the  boiler  has  suf- 
ficient capacity  for  the  normal  effort  of 
the  engines,  and  that  the  extreme  of  pow- 
er is  only  needed  for  a  short  time,  as  in 
passing  through  a  stretch  of  very  diflicult 
road,  or  up  a  steep  hill,  or  through  a 
snow  drift.  It  must  also  be  borne  in 
mind  that  this  extra  power  demand  on 
the  steam  boiler  merely  results  in  lower- 
ing the  steam  pressure  for  a  short  time, 
and  does  not  in  any  way  affect  the  range 
of  the  wagon,  which  remains  unlimited. 

The  Docile  Steam  Engine. 

Unfortunately,  there  are  very  few  fig- 
ures available  in  regard  to  the  actual  per- 
formance of  steam  driven  wagons.  In 
his  2:11  mile  at  Charles  River  Park,  Bos- 
ton, Stanley  had  a  pair  of  cylinders  2% 
inch  bore  by  3%  inch  stroke,  130  lbs.  of 
steam  to  begin  with,  and  between  85  and 
90  lbs.  at  the  end  of  his  run.  His  drivers 
made  720  revolutions  to  the  mile,  and 
they  are  geared  down  2i/^  to  1,  from  the 
engine  shaft.  The  total  weight  of  the 
wagon  and  driver  was  about  665  lbs.  The 
engines  made  about  830  revolutions  per 
minute,  but  as  the  throttle  was  partly 
closed  all  through  the  run,  it  is  impossi- 
ble to  tell  what  power  the  engines  ex- 
erted. 

With  the  same  engines  and  gear,  2% 
to  1  reduction  and  150  lbs.  of  steam,  Stan- 
ley ran  up  to  the  top  of  the  hill  in  the 
hill  climbing  test,  as  has  been  previously 
detailed. 


Here  there  is  a  piston  and  cylinder 
driven  wagon  with  a  fixed  gear,  chain 
and  sprocket  reduction,  which  can  make 
a  mile  in  2:11,  and  can  climb  a  hill  which 
loolied  to  be  impossible  for  horses  and 
was,  in  its  final  incline  of  35  degrees,  next 
to  insurmountable  for  pedestrians.  There 
is  no  clutch  and  no  change  of  gear  on 
this  wagon,  the  speed  of  which  is  gov- 
erned solely  by  moving  a  single  small 
lever  backward  or  forward. 

Resources  of  Explosion  Engine. 

The  Winton  motor  is  as  nearly  the 
equivalent  of  Stanley's  as  is  possible  with 
a  single  cylinder  explosion  engine,  otto 
cycle;  this  form  of  engine  depends  so 
largely  on  fly  wheel  velocity  that  its 
speed  cannot  safely  be  reduced  below  a 
certain  number  of  rotations  per  minute. 
With  the  high  and  low  gear  and  the  foot 
governor,  the  Winton  wagon  obtains  a 
great  range  of  speeds,  although  the  gear 
has  but  the  two  changes  forward. 

Duryea,  with  his  3-cylinder  explosion 
motor,  as  made  in  his  new  Peoria  model, 
approaches  the  constant  torque  of  the 
steam  engine,  and  "can  of  course  more 
nearly  approximate  steam  engine  effects. 
Duryea's  gearing  is  therefore  simple, 
while  his  three  cylinders  make  a  motor 
more  certain  in  action  than  the  single 
cylinder  explosion  engine. 

It  is  a  far  easier,  more  certain,  and 
less  expensive  matter,  to  change  a  valve 
opening  than  to  change  a  pair  of  gear 
clutches,  throwing  one  in  and  the  other 
out  of  action,  and  this  constitutes  a  great 
point  of  advantage  for  all  of  the  piston 
and  cylinder  driven  wagons,  where  the 
motor  is  placed  under  control  of  a  hand 
or  foot  governor. 

It  is  impossible  to  imagine  a  vehicle 
under  more  perfect  control  than  the 
Whitney  steam  wagon,  which  has  a  fixed 
reduction  gear,  a  pair  of  cylinders  larger 
than  the  boiler  can  supply  continuously 
with  the  throttle  wide  open,  and  is  fitted 
with  a  link  valve  motion. 

Backing  notion  Required  by  Law. 

In  regard  to  the  backing  motion,  Am- 
erican motocycle  builders  will  do  well  to 
remember  that  undBr  the  "Light  Locomo- 
tives Act,"  which  is  the  English  motocy- 
cle law,  all  motocycles,  no  matter  of  what 
style  or  class,  must  be  fitted  with  a  back- 
ing motion  before  they  can  be  allowed  on 
the  highway. 

The  steam  engine  reverses  readily,  and 
the  steam  engine  can  be  run  at  as  slow  a 
speed  as  may  be  desired;  these  are  two 
points  of  great  advantage  for  a  motocy- 
cle motor.  If  practice  proves  that  the 
Stanley  automatic  boiler  can  really  take 
care  of  itself  without  troublesome  repairs, 
then  the  steam  engine  appears  to  be  the 
best  road  wagon  motor  so  far  shown. 

The  explosion  engine  has  no  boiler,  and 
so  avoids  all  the  possibilities  of  trouble 
which  belong  to  steam  generators  at 
large,  and  this  goes  far  to  make  up  for 
the  inflexibility  of  the  motor.  It  is  not 
impossible  to  construct  reliable  clutches, 
and  hard-block  chains  working  with  hard 
sprockets  can  be  made  to  give  a  silent 
and  satisfactory  change   of  speeds. 

From  all  this  it  would  appear  that  the 
probabilities  of  successful  use  are  in  fa- 
vor of  changing  motocycle  speeds  by 
means  of  cylinder  governing,  rather  than 
by  a  multiplicity  of  gear  changes  and 
clutches. 

It  also  appears  that  Duryea  has  made 
a  step  in  the  right  direction  by  increas- 
ing the  number  of  his  cylinders  up  to 
three. 


The  great  variety  of  rates  of  travel  ob- 
tainable by  the  steam  motocycles  is  one 
of  the  most  strikingly  favorable  features 
of  the  action  of  those  vehicles,  and  very 
strongly  impresses  observers  previously 
familiar  with  motocycles  which  change 
the  rate  of  progress  only  by  shifting 
gears.  Hugh  Dolnar. 


riAKINQ  A  GOOD  SPANNER 


Those  Commonly  Sold  with  Hubs  and  Hangers  Use- 
less for  Rapid  and  Satisfactory  Work. 

Of  all  the  small  tools  constantly  needed 
by  repairmen  and  riders  and  commonly 
poorly  made,  the  spanner  ranks  first. 
Spanners  of  many  kinds  have  been  de- 
vised, but  it  is  seldom  that  a  workman 
has  one  which  will  answer  the  desired 
purpose  in  an  efficient  manner.  More 
than  a  few  repairmen  can  tell  tales  of 
minutes  wasted  and  temper  lost  in  trying 
to  turn  in  or  out  some  refractory  cone  or 
cup  with  a  poorly  designed  spanner,  and 
of  finally  resorting  to  the  old  blacksmith 
method  of  driving  the  cup  around  with  a 
punch  or  small  cold  chisel  and  hammer. 
Several  of  the  well  known  crank  hangers 
are  now  so  constructed  that  a  spanner  is 
a  necessity  in  assembling  them.  For  that 
reason  it  pays  a  repairer  to  make  such 
spanners  as  will  accomplish  his  work  in 
the  most  efficient  manner.  Universal 
spanners  have  never  been  successes  to 
any  great  degree,  it  having  always  been 
found  necessary  to  make  individual  span- 
ners for  the  different  sizes  of  cups  and 
cones  to  be  turned.     In  the  illustrations 


is  shown  a  simple  spanner  which  can  be 
used  with  cups  or  cones  of  the  variety 
now  common  in  hangers  in  w^ich  the 
spanner  holes  are  on  the  periphery  of  the 
cups  and  lock  nuts. 

The  first  operation  is  to  taks  a  piece  of 
steel  about  %  inch  by  %  inch  in  cross 
section  and  start  a  curve  at  one  end, 
also  upsetting  the  end  to  form  a  rough 
teat,  as  shown  at  A  in  Fig.  1.  With  an 
end  or  socket  milling  cutter  like  that 
shown  at  B,  the  teat  on  the  spanner  piece 
is  formed  as  shown  at  C.  When  only  one 
or  two  spanners  are  to  be  made,  this  work 
might  be  done  with  a  file,  but  if  a  quan- 
tity of  spanners  are  to  be  turned  out,  it 
is  best  first  to  make  a  milling  cutter  that 
may  be  operated  in  an  ordinary  breast 
drill,  thus  enabling  one  to  form. all  of 
the  teats  exactly  alike  and  of  the  proper 
size  and  shape.  Such  end  milling  cutters 
of  various  sizes  are  at  all  events  very 
handy  tools  to  have  around  any  kind  of 
a  bicycle  shop  or  factory.  With  them 
any  form  of  stud,  large  or  small,  which 
has  to  be  dressed  up  projecting  from  a 
squared  and  level  seat  may  be  readily 
formed.  The  milling  cutters  are  easy  to 
make  and  inexpensive. 

Returning  to  the  spanner,  the  next  op- 
eration is  to  bend  it  to  conform  to  the 
cup  for  which  it  is  designed.  This  can 
be  best  done  when  more  than  one  span- 
ner is  to  be  made  by  rigging  up  on  an 
iron  plate  a  form  comprising  a  thin  disk 
of  metal  of  the  same  size  as  the  bearing 
cup  for  which  the  spanner  is  being  made. 
This  disk,  D  in  Fig.  2,  is  bolted,  screwed 
or  riveted  to  the  iron  bed  plate,  after  a 
hole  iias  been  drilled  at  some  point  in  its 
periphery  corresponding  to  the  spanner 


198 


The  Cycle  Age  and  Trade  Review 


REDUCCO    CUT 


The  1899  Specialties  of 


Patented. 

The  'Ideal"   Adjustable  Holder. 


Q.   W.     COLE    &    CO.,     141    Broadway, 


Irice.  25  cents. 


NEW   YORK. 


Catalogues  and  Electro     pes  Sent  on  Request. 

Mention  The  Cycle  Age 


The  Cycle  Age  and  Thade  Review 


199 


Anti=Rust 

SPRING 

BRASS 


The  2-HookB  Prevent  TUtlog  and 
Hold  Tbese  Clips  Securely  to 
tbe  Pedals„..- 


BABY  SEATS 

Camera  sm  Parcel 
CARRIERS 


STEEL 

TOE 

CLIPS.. 


Tbe  2-Hbol(S  Prevent  Tilting  and 
Hold  Clips  Securely  io  tbe  Pedals. 


No.  1.    Cole's  Rac«r. 

Price,  «!.(K> 


Hercules  Hand  Pump  and  Brace. 

As  powerful  as  a  Foot  Pump. 
Price,  20  Ceula. 


nice,  t2.eo 


/  * 

DoDile  Rol(er-Beani)ii  Spring  Seat  Post. 

Vrice,  |1. 50  each. 


G.  W.  COLE  &  CO.  Muaawai  New  York 


200 


The  Cycle  Age  and  Trade  Review 


hole  in  the  cup.  A  short  way  from  the 
aisk  and  about  opposite  to  the  hole  a  stud 
Is  erected  from  the  bed  plate.  The  span- 
ner piece,  G  in  Fig.  2,  is  then  placed  on 
the  plate  with  its  teat  in  the  hole  in  the 
disk,  D.  A  rod  of  some  sort  is  inserted 
between  the  stud,  B,  and  the  spanner 
piece,  and  by  bringing  an  inward  pressure 
on  its  outer  end  it  is  made  to  bind  against 
the  spanner  piece,  thus  holding  the  teat 
from  slippingout  of  its  hole  in  the  disk.D. 
By  pulling  on  the  back  end  of  the  spanner 
bar  the  latter  may  then  be  bent  to  con- 
form to  the  curve  of  the  disk,  and  con- 
sequently of  the  cup  for  which  it  is  in- 
tended. It  should  be  bent  far  enough 
around  to  bring  the  point  of  tangency 
between  its  straight  shank  and  the  curved 
portion  to  a  point  nearly  diametrically 
opposite  to  the  teat.  As  will  be  seen  from 
Fig.  3,  the  spanner  when  in  use  binds  on 


ELECTRIC    WAGONS    IN   SNOW 


the  cup  at  the  points  H  and  J,  and  so 
pulls  the  teat  tighter  against  the  cup  hole 
the  harder  the  lever  arm  of  the  spanner 
is  pulled.  The  lever  arm  may  be  left  as 
long  as  deemed  necessary.  A  good,  long 
arm  is  desirable  for  removing  cups  whicb 
turn  with  much  resistance. 


COMING  MOTOCYCLE  SHOWS 


International  Motor  Vehicle  Exhibitions  for  London 
and  Berlin— Space  in  Ghent  and  flunich. 


The  Berlin  International  Automobile 
Show,  promoted  by  the  Central  Europe 
Automobile  Union  will  open  In  May.  This 
exposition  promises  to  be  the  most  im- 
portant motor  show  ever  held  in  Europe 
and  will  be  arranged  and  conducted  sim- 
ilarly to  the  show  in  Paris  last  summer, 
everything  being  exhibited  by  classes  as 
follows:  motor  bicycles,  petroleum  wag- 
ons, steam  wagons,  electric  vehicles,  etc. 

In  June  another  international  motocy- 
cle  show  will  be  opened  in  London,  in 
which  forty  exhibitors  have  already  ap- 
plied for  space. 

At  Ghent,  Belgium,  a  provincial  expo- 
sition will  be  held  in  June  and  July  and 
the  motor  vehicle  section  promises  to  be 
very  important.  A  special  section  will  be 
reserved  for  heavy  weight  vehicles,  and 
one  of  the  stipulations  for  these  wagons 
is  that  they  must  transport  2,500  or 
5,000  kilograms  at  a  maximum  speed  of 
twenty  kilometers  per  hour.  At  Munich, 
a  mechanic  exposition  will  be  opened 
probably  in  July,  and  motor  vehicles  will 
have  a  special  department. 

A  cycle  and  motor  vehicle  show  will  be 
held  in  Lyons,  France,  from  January  15 
to  30.  

To  Try  Army  Tricycle. 

A  trial  is  to  be  made  by  the  French 
army  of  a  tricycle  which  weighs  121 
pounds  and  has  two  quick  firing  guns 
placed  in  the  rear,  one  on  each  side, 
weighing,  with  their  fittings,  66  pounds. 
A  thousand  charges,  with  their  cases,  are 
also  carried,  bringing  up  the  total  weight 
to  270  pounds.  Two  riders  are  needed  to 
propel  the  machine.  Upon  good  roads, 
experts  claim,  this  device  will  be  very  ef- 
fective. 

The  cycle  market  in  Germany  is  said 
to  be  overstocked  with  wheels  of  1898 
production.  It  is  reported  that  there  are 
fully  170,000  machines  left  unsold.  This 
condition  of  affairs  is  ascribed  to  the 
reckless  manufacture  of  bicycles  by  small 
firms,  which  had  no  outlet  to  dispose  of 
their  wares. 


MAKE  A  CREDITABLE  SHOWING 


With  Wheels  Wound  With  Rope  Electric 

Cabs  Negotiate  51ush  One  Foot  Deep 

—Horses  Stalled. 


The  recent  severe  snow  storm  in  New- 
York  and  Boston  gave  the  electric  wagons 
a  test  which  they  have  not  had  before  in 
those  towns. 

The  cab  company,  which  now  has  35 
vehicles  in  use,  wrapped  its  5-inch  pneu- 
matic tires  with  chains  or  with  %-inch 
cord,  so  as  to  obtain  a  roughened  tread, 
and  found  that  their  heavy  wagons,  when 
so  equipped,  would  travel  through  snow 
of  such  depth  as  to  keep  many  of  the  cab 
horses  in  the  stable.  These  electric  cabs 
have  only  4  h.  p.,  nominai,  as  their  nor- 
mal power,  but  by  simply  varying  the 
controlled  handle  position  they  can  exert 
8  h.  p.,  for  an  hour  at  a  time,  if  needful, 
without  injury  or  the  slightest  inconve- 
nience. In  deep,  wet  snow,  such  as  lay  on 
the  streets  of  New  York  all  the  week  up 
to  Friday  night,  some  electric  cabs  sent 
out  with  no  "winding"  on  their  tires, 
found  trouble  with  wet  slush  over  a  foot 
in  depth.  But  all  the  wagons  with  rope 
or  chain  on  their  tires  did  perfectly  well 
so  far  as  ability  to  handle  themselves  was 
concerned — better,  in  fact,  than  was  ex- 
pected. When  it  comes  to  such  a  depth 
of  snow  the  weight  of  the  vehicle  seems 
to  help  its  wheel-adhesion,  and  so  make 
the  wagon  able  to  run  much  more  strong- 
ly than  might  be  anticipated. 

The  cab  company  expects  to  have  the 
full  hundred  of  their  wagons  in  opera- 
tion by  January  15,  1899.  The  35  now  in 
use  are  busy  all  the  time,  and  the  com- 
pany pay  the  drivers  $2.00  per  day,  and 
add  a  bonus  after  a  certain  per  day-earn- 
ing has  been  reached;  for  the  month  of 
November  over  half  of  the  electric  cab 
drivers  had  a  bonus  coming  to  them  un- 
der this  arrangement,  and  the  month  of 
December  promises  to  be  even  better  than 
November. 

Delivery  Wagons  Continue  Traveling. 

Stanley  writes  that  he  saw  a  Riker  elec- 
tric delivery  wagon  advertising  itself  in 
fine  form,  by  running  at  a  good  rate 
through  the  snow  in  Sumner  street,  Bos- 
ton, where  horses  could  only  make  head- 
way with  great  diflaculty. 

The  three  Riker  wagons  operated  by 
B.  Altman  &  Co.,  proved  much  superior 
to  horse  drawn  delivery  wagons  in  the 
snow,  owing  to  the  fact  that  the  electric 
vehicle  can  instantly  double  its  power 
in  a  snow  drift,  while  under  the  same 
conditions  the  horses  are  hardly  able  to 
propel  themselves,  let  alone  drawing  a 
heavy  wagon  after  them. 

This  good  performance  of  the  automo- 
biles in  the  snow  will  be  no  surprise  to 
those  who  can  remember  the  Times-Her- 
ald contest,  November  28,  1895.  There 
had  been  eight  or  ten  inches  of  snow  be- 
fore the  day  of  the  run,  which  had  been 
cut  up  into  all  sorts  of  shapes  by  the  wa- 
gon wheels,  the  weather  being  warm. 
The  night  of  November  27  this  hum- 
mocky  road  had  froze  up  hard,  and  then 
about  six  inches  of  fine  dry  snow  fell  on 
top  of  it  before  morning  of  the  28th, 
making  a  smooth,  slippery  surface  over 
the  very  rough  road-bed  below. 

It  did  not  seem  possible  that  any  four- 
wheeled  wagon  having  only  two  of  its 
wheels  driven,  could  possibly  make  head- 
way over  such  a  track,  but  the  event 
proved  the  ability  of  the  wagons  to  nego- 
tiate a  track  of  this  sort  without  diffi- 
culty. The  Duryea,  and  the  Benz  wa- 
gons, all  gasoline  engine  driven,  were 
able  to  propel  themselves  with  ease,  and 
though  all  had  accidents,  none  of  these 
were  due  to  lack  of  adhesion  of  the  driv- 
ers. 

Probably  the  easiest  way  to  gain  ad- 
hesion in  wet  snow,  is  to  wind  the  tires 


with  a  small  rope.  This  costs  little,  is 
quickly  done,  and  is  quite  effective. 

I  do  not  understand  that  the  Altman 
wagons  had  anything  done  to  their 
wheels,  nor  did  Stanley  say  that  the 
wheels  of  the  Boston  wagon  had  been  in 
any  way  given  a  rough  tread. 

This  eastern-coast  snow  storm,  which 
was  very  sudden  and  severe,  and  resulted 
in  the  loss  of  250  lives  in  the.  many  ship- 
wrecks which  it  caused,  may  be  said  to 
have  fully  demonstrated  the  ability  of 
very  heavy  mechanically  driven  wagons 
to  propel  themselves  over  any  road  where 
horses  can  draw  a  loaded  wagon,  or 
where  a  cab  horse  can  travel  with  a  cab. 

On  the  occasion  of  the  great  storm  in 
1888,  the  streets  were  much  worse  than 
in  this  storm,  and  all  horse  travel  stopped 
entirely  for  several  days;  indeed,  busi- 
ness of  all  kinds  was  at  a  standstill,  and 
many  down-town  stores  were  not  opened 
for  days  together. 

This  present  snow  fall  was  not  any- 
thing like  that  of  1888,  but  was  still  so 
severe  that  it  is  not  likely  to  be  equaled 
very  soon,  and  the  work  shown  by  the 
electric  wagons  was  extremely  encour- 
aging. 

Trolley  Lines  in  Trouble. 

The  electric  street  cars  did  not  fare  so 
well,  not  so  much  from  want  of  driving 
power  on  the  passenger  cars,  as  from 
want  of  power  and  weight  on  the  electric 
snow  ploughs,  which  ran  up  on  the  snow 
drifts  and  whirlec^  their  wheels  in  vain 
attempts  to  move  in  either  direction. 

The  underground  trolleys  also  had  con- 
siderable trouble,  but  not  much,  if  any, 
more,  after  all,  than  the  overhead-wire 
lines. 

Taken  altogether  this  severe  early 
snow  storm  has  given  mechanical  trac- 
tion advocates  great  encouragement,  and 
will  materially  advance  the  prospects  of 
the  electric  delivery  wagons,  which  were 
already  favorites  with  their  users,  though 
many  feared  that  the  handsome  vehicles 
would  be  able  to  do  very  little  in  snow 
covered  streets.  Hugh  Dolnab. 


Electric  Omnibuses  in  Paris. 

Very  satisfactory  attempts  have  lately 
been  made  in  Paris  with  electric  omni- 
buses. Each  carriage  is  moved  by  two 
motors  of  five  horse-power  each,  a  third 
motor,  situated  in  front,  being  specially 
used  for  guiding.  The  vehicle  weighs 
8,000  kilogrammes,  while  the  speed 
reached  is  twelve  kilometers  per  hour. 
Next  spring  the  regular  service  of  these 
electric  omnibuses  will  commence. 


Motor  Power  for  Artillery  Transport. 

The  military  technical  committee  in 
Vienna  has  made  experiments  with  mot- 
or cars,  carrying  five  tons  load,  for  trans- 
porting cannon  and  ammunition.  The 
trials  have  been  successful  and  will  be 
continued  with  a  view  to  using  motor 
power  for  all  artillery  transport. 


Several  bevel  gear  cutting  machines  are 
being  shipped  to  Belgium  by  Brown  & 
Sharpe,  Providence,  R.  I.  It  is  understood 
that  these  machines  will  be  used  by  Bel- 
gium bicycle  makers  for  cutting  bevel 
gears  such  as  are  used  in  bevel  gear 
chainless  bicycles  as  they  are  now  made 
in  this  country.  Orders  have  also  been 
received  from  Belgium  for  bevel  gears  al- 
ready cut. 

The  automobiles  which  took  part  in 
the  Paris-Amsterdam  race  have  been  sold 
at  high  prices,  the  average  amount  per 
vehicle  being  $8,000.  Their  regular  price 
was  $1,400  to  $1,800  each. 


Russian  cycle  manufacturers  have  pe- 
titioned the  government  to  levy  the  same 
tax  on  bicycle  frames  as  on  flnishe.d  cy- 
cles. 


The  Cycle  Age  and  Trade  Review 


201 


I 


I  National     * 
1  New  Ideas.. 


gr?= 


ARE  FOUND  ON  NO  BICYCLES  i" 

BUT  NATIONALS  -WE  ORIGINATE  .. 

THE  IDEAS  AND  MAKE  THE  OM 

PARTS  IN  OUR  OWN  FACTORY.  :  "^ 


When  you  sell  National  bicy- 
^  cles  you  are  making  a  trade  in 
3  your  town  on  a  distinctive,  ex- 
.^    elusive  line  of  machines  which 

:4      aRE  sPEeiacTiES. 

:•••        The  old  National  rider  buys  a 
-i    ne\i'  National  because  he  wants 
"'■    a  National  and  not  because  he 
"■-    wants  a  bicycle.    Practical  busi- 
ness men  know  that  that  kind  of 
trade  is  a  steady  money  maker— 
If  you  want  to  get  it  write  us. 
There's   no    cross    competition 
i-"     In  Nationals— every  bicycle  we 
ii__i    make  carries  our  trade-mark. 

m  National  Cycle  Mfg.  Co. 

\P"     25  BAY  CITY,  MICH. 

!tii|i... ^ ^  ..,.,.  - 


lib 


Mil 

gi 


i 


Mention  The  Cycle  Age 


m 


T 

We  Have  the 

H 

E 

Same  Aeents... 

Year  after  year.     There 

X  ^ 

must  be  a  reason  for  this. 

Y 

It  is  not  difficult  to  guess. 

T 

Our  BICYCLES  always 

please. 

A 

THE  KIRK  MFG.  CO. 

1 

TOLEDO,  OHIO. 

L 

E 

Distributing  Agento: 

Conroy  Mfg.  Co.,  28  John  St.,  New  York. 
H.  B.  Shattuck  &  Son,  Boston,  Mass. 
Jas.  Bailey  Co.,  Portland,  Me. 
Carlln  &  Fulton,  Baltimore,  Md. 
Mistrot  Bros.  &  Co.,  Hoiiston,  Tex. 
Boutell  Bros.,  Minneapolis,  Minn. 
Powell  &  Clement  Co.,  Cincinnati,  Ohio. 
P.  E.  Allison,  Louisville,  Ky. 

Mention  The  Cycle  Age 

m 
i 

m 

I 
■ 


m 

m 


mi) 


m 

m 


1 

m 
m 
m 
m 

Pi 
S 

i 


Andrae  Cycles  Never  Disappoint. 

The  Gap  the  Andrae 
Regent  Fills 


The  agent  of  a  line  of  strictly  high  grade  bicycles  has 
always  had  one  trouble — meeting  the  "low-priced- 
made-to-order-bicycle"  competition.  Cheap  bicycles 
could  be  bought,  of  course,  but  reliable  agents  would- 
n't sell  cheap  wheels — that  they  didn't  know.^^  j* 

m  AINDRAE  REGENT 

($30.00  LIST) 

is  a  cheap  bicycle  in  price  only.  In  every  other  way 
it  is  far  ahead  of  the  "made-to-order,  slapped-to- 
gether"  bicycle.  It  is  made  in  the  same  factory  in 
which  Andraes  are  made,  on  the  same  machinery,  by 
the  same  men;  as  much  Andrae  quality  is  put  into  it 
as  the  price  will  allow.  It's  the  best  $30  bicycle  any 
agent  will  sell. 

ANDRAE  REGENTS  CAN  BE  SHIPPED  PROMPTLY  NOW. 


Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 

Eastern  Export  Branch:    95  Reade  St.,  New  York  City. 


Mention  The  Cycle  Age 


How  Would  This  Look 
on  Your  Bicycle? 


HOLLENBECK  SADDLE  CO. 

flakers  of  the  Famous  Twelve  Ounce  Rawhide  Saddle, 
SYRACUSE,   N.  Y. 


! 


202 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


niNER  &  FISK'S  BALL  ROLLER  GEAR. 

A  driving  gear  of  peculiar  formation  is 
being  placed  on  the  market  by  the  Miner  & 
Fisk  company  of  Rochester.  It  is  of  the 
roller  gear  type,  but  has  some  features  in 
common  with  the  crown  gear  as  well  as 
with  the  bevel-gear.  It  escapes  the  require- 
ment for  great  accuracy  of  gear  adjustment 
and  frame  alignment  of  the  bevel  gear,  by 
having  the  axes  of  all  rollers  at  an  angle 
somewhere  near  forty-five  degrees  with  the 
pinion  shaft.  This  should  make  the  manu- 
facture of  the  gears  convenient  and  gives  a 
wide  range  of  gear  combinations  without 
serious  trouble  for  the  maker.  It  goes  with- 
out saying  that   the  meshing   of   two   gear 


wheels  of  different  diameters  and  both  bev- 
eled at  forty-five  degrees  cannot  be  on  the 
principle  of  line  contact  without  excessive 
friction  being  created.  The  rollers  in  this 
gear  are  therefore  in  the  form  of  steel  balls 
mounted  to  revolve  upon  pins.  The  steel 
balls  of  one  pinion  engage  the  steel  balls 
of  the  other  pinion,  and  both  the  balls  in 
engagement  accommodate  themselves  by  ro- 
tation on  their  journal-pins  to  the  require- 
ments of  the  gear  motion.  The  contact  is 
always  at  a  single  point  on  both  balls,  but 
the  rotation  causes  this  point  to  travel  over 
both  balls  in  an  S-shaped  line,  thereby  dis- 
tributing the  wear,  which  on  account  of  the 
purely  rolling  contact  is  very  insignificant 
anyway.  Side  thrust  is  eliminated  very 
largely  by  shaping  each  pinion  with  escal- 
loped  edges  and  mounting  the  balls  in  the 
scallops.  By  this  arrangement  the  ball- 
rollers  of  one  pinion  are  made  to  reach 
deeply  into  the  engaging  pinion  so  that  the 
driving  force  is  exerted  in  an  approximately 
vertical  line  without  marked  tendency  to 
push  the  two  pinions  apart  from  one  an- 
other at  point  of  engagement.  The  design 
of  the  gear  has  been  experimentally  devel- 
oped to  such  a  degree  of  accuracy  it  is 
stated  that  the  inter-meshing  is  continuous 
and  no  backlash  is  noticeable.  In  roller- 
gears  of  any  description  this  point  is  in- 
variably one  which  must  be  proved  by  the 
practical  running  of  the  gear,  as  theory  is 
unavailable,  or  at  least  too  difficult  to  ap- 
ply-   

BUFFALO  HANGERS  AND  FITTINGS. 

A  complete  line  of  frame  fittings  for  both 
28-inch  and  30-inch  wheeled  machines,  a  one 
and   a  two-piece   crank  hanger  and  a   new 


^^ 


///eCrcii^':'^ 


expander  handle  bar  fastening  comprise 
in  the  main  the  line  of  goods  which  the 
Buffalo  Cycle  Supply  Co.  of  Buffalo  is  in- 
troducing to  the  trade.  The  new  company 
is  composed  of  men  of  long  experience  in 
the  bicycle  business  who  are  aiming  at  the 
economical   production   of  up-to-date   parts. 


The  capacity  of  the  factory  Is  rated  as  fol- 
lows: 500  complete  frame  sets,  600  crank 
hangers  and  1,100  handle  bars  daily.  The 
hanger,  which  is  here  illustrated,  combines 
an  original  sprocket  design,  oval  section 
cranks  and  a  two-part  axle,  the  members 
of  which  are  drawn  together  by  a  long  bolt 
running  the  entire  length  of  the  complete 
axle  and  screwing  into  the  hub  of  the  left 
crank.  The  head  of  the  bolt  comes  fiush 
with  the  right  crank  and  is  turned  by  means 
of  a  square  key  used  in  connection  with 
corresponding  hole  in  the  end  of  the  bolt 
head.  

ELASTIC  TIP  CO.  REORGANIZING. 

The  Elastic  Tip  Co.  of  Boston  is  now  un- 
dergoing reorganization,  which  will  doubt- 
less be  completed  in  a  few  days,  when  the 
same  general  jobbing  business  in  all  kinds 
of  bicycle  parts  and  sundries  will  be  taken 
up  again  on  the  old  lines.  There  will  be 
no  change  in  the  management  and  all  of 
the  old  traveling  men  will  be  retained.  The 
catalogue  for  '99  Is  now  in  the  hands  of  the 
printer  and  as  soon  as  It  is  completed 
copies  will  be  mailed  to  all  bicycle  dealers 
and  earnest  efforts  will  be  made  to  push 
the  business  even  harder  than  ever  before. 
The  line  of  parts  and  materials  will  be 
complete  and  as  attractive  as  usual. 


PUSHING  GESSLER  LOCKS. 

The  Gessler  bicycle  lock  shown  In  the  ac- 
companying drawing  has  won  favor  because 
It  is  an  invisible  preventive  against  theft. 
It  Is  provided  with  a  rubber  expanding  disk 
or  collar  which  permits  It  to  be  fitted  into 
the  steering  stem  of  any  machine,  new  or 
old.  In  a  few  minutes  without  special  tools. 
By  the  use  of  a  key  this  lock  fastens  the 
front  wheel  at  an  angle  to  the  frame,  mak- 
ing the  riding  of  the  machine  an  impossible 
feat.     The  Gessler  lock  Is  very  light,   and. 


Vf^eCra^^o^^ 


bemg  Jnside  o(f  the  machine  head  Instead 
of  in  the  rider's  pocket,  cannot  get  lost  and 
is  always  just  where  It  Is  needed.  It  Is 
manufactured  by  the  Slaymaker-Barry  Co., 
of  Connellsville,  Pa.,  and  has  been  subjected 
to  every  practical  test  during  the  past  two 
years  that  it  has  been  before  the  public.  As 
a  special  feature  of  their  line  for  '99  the 
value  of  this  device  has  been  recognized  by 
leading  manufacturers,  who  are  fitting 
them  to  their  machines.  John  H.  Graham 
&  Co.,  113  Chambers  street.  New  York,  have 
taken  the  sole  agency  for  this  lock  and  also 
for  the  Gessler  bicycle  holder  and  lock,  illus- 
trated and  described  In  Cycle  Age  for  Sep- 
tember 15.  Electrotypes  of  both  these  devices 
in  several  sizes  are  ready  and  will  be  fur- 
nished by  Max  Gessler,  133  Michigan  street, 
Milwaukee,  Wis.,  to  any  who  wish  to  insert 
them  In  nefw  catalogues. 


THE  P.  &  A.  AUTOriATIC  GAS  LAHP. 

It  has  for  some  time  been  evident  that  a 
notable  feature  of  the  '99  season  will  be  ad- 
vent and  general  adoption  of  acetylene  bi- 
cycle lamps  as  a  desirable  improvement  in 
cycle  sundries.  Until  last  season  gas  lamps 
were  in  an  experimental  stage,  and  '98  was 
a  probationary  period  which  demonstrated 
their  superiority  and  safety  to  the  satisfac- 
tion of  the  riding  public.  Assured  of  a  de- 
mand from  the  latter,  lamp  makers  through- 
out the  country  are  making  energetic  efforts 
to  capture  a  large  share  of  the  trade  and 
new  gas  lamps  are  being  brought  out  in 
rapid  succession.  One  of  the  latest  is  the 
one  herewith  illustrated.  It  is  the  product 
of  the  Plume  &  Atwood  Mfg.  Co.  of  Water- 
bury,  Conn.,  having  a  western  branch  house 
at  199  Lake  street,  Chicago.  The  arrange- 
ment of  the  water  reservoir,  burner,  carbide 
chamber  and  other  parts  Is  readily  seen 
from  the  drawing.     No  solder  is  used  in  the 


flame  chamber,  whose  several  parts  are  riv- 
eted or  pressed  together,  and  the  water 
reservoir  is  separated  from  it  sufficiently  to 
allow  a  free  circulation  of  air  to  keep  the 
water  cool.  The  burner  is  of  the  two  jet 
type,  producing  the  satisfactory  fish-tail 
flame  now  being  generally  adopted.  The 
top  of  the  chimney  is  removable  and  the 
lens  is  held  in  place  in  the  hinged  front  by 
means  of  an  instantly  removable  spring 
wire.  There  are  several  new  features  in  the 
construction  of  this  lamp.  The  carbide 
chamber  is  proportionately  very  large  and 
contains  a  thin  metal  cylinder  attached  to 
the   screw-threaded   base   by   means   of   the 


^^CrcLCiAae- 


common  interrupted  flange  device.  A  num- 
ber of  small  grooves  are  pressed  in  the  low- 
er end  of  this  cylinder  to  admit  the  water 
at  the  bottom  of  the  carbide  instead  of  at 
the  top,  the  water  feed  tube  from  the  reser- 
voir entering  the  gas  chamber  at  the  rear 
side  and  being  prolonged  to  within  half  an 
inch  of  the  bottom.  A  perforated  cap  cov- 
ers the  carbide  cylinder.  Any  form  of  car- 
bide can  be  used.  The  advantage  in  this 
construction  lies  in  the  fact  that  the  ex- 
hausted ashes  of  the  carbide  can  be  quickly 
removed  by  detaching  the  metal  cylinder 
from  the  base  and  removing  the  cap,  when 
the  ashes  can  be  shaken  out.  The  burner 
rises  direct  from  the  top  of  the  gas  cham- 
ber and  provision  is  made  for  inserting  a 
little  wad  of  cotton  to  filter  the  gas  before 
it  enters  the  burner.  A  new  form  of  water 
feed  cock  constitutes  another  new  feature. 
It  consists  of  a  metal  rod  seated  in  a  screw- 
threaded  socket  at  the  bottom  of  the  reser- 
voir and  rising  through  the  top.  The  socket 
has  a  central  opening  communicating  to  the 
feed  water  duct  in  the  carbide  chamber. 
Turning  the  rod  by  means  of  the  thumb- 
screws at  the  top  opens  or  closes  this  hole 
in  the  socket  to  admit  or  shut  off  the  water. 
The  metal  rod  is  bored  centrally  and  con- 
tains a  spring  actuated  wire,  which,  when 
depressed  by  the  finger  pushes  out  of  the 
end  of  the  water  duct  any  lime  that  may 
have  collected  to  clog  it  up.  The  lamp  at- 
taches to  the  bracket  by  a  ball  and  socket 
joint  tightened  by  a  thumb  sciew,  and  the 
bracket  is  made  for  both  head  and  fork- 
side.  The  manufacturers  claim  the  follow- 
ing exclusive  advantages  for  the  Automatic 
gas  lamp:  It  is  self-governing  and  requires 
no  attention  after  being  once  charged  and 
lighted;  there  is  no  restriction  on  the  water 
supply,  which  is  controlled  entirely  by  the 
gas;  it  does  not  use  any  absorbents,  wicks, 
blotting  paper  or  pads,  and  has  no  parts  to 
be  replaced  from  time  to  time;  it  stores 
any  surplus  generation  of  gas  and  con- 
sumes It  before  generation  takes  place 
again;  it  has  no  gas  joints  to  leak  where 
the  lamp  separates  for  charging;  the  op;r- 
ating  parts  are  made  of  hard  rubber,  and 
will  last  as  long  as  the  lamp;  when  lamp  is 
open  for  charging,  every  working  part  is 
within  view,   and  easy  reach  for   cleaning. 


AHERICAN  CYCLE  CO.'S  PLANT. 

The  building  which  will  contain  the  com- 
plete manufacturing  plant  of  the  American 
Cycle  Co.  of  Akron,  Ohio,  Is  fast  being 
equipped  and  in  the  Immediate  future  will 
be  ready  to  handle  a  probable  output  of 
about  200  bicycles  per  day.  Both  the  manu- 
facturing and  office  departments  of  the  plant 
will  be  lighted  by  electricity  and  all  equip- 
ments are  being  put  In  In  first  class  style. 
The  officers  of  the  company  are:  J.  H.  War- 
man,  president  and  general  manager;  F.  B. 
Rockwell,  secretary;  J.  Benner,  treasurer, 
and  Carl  Wenter,  superintendent.  The  line 
of  machines  made,  samiples  of  which  are 
already  on  the  market,  include  ladies'  and 
men's  patterns  of  the  Pathfinder,  listing  at 
$50.    These  (bicycles  Eire  built  on  stylish  lines 


The  Cycle  Age  and  Trade  Review 


203 


with  flush  joints,  arch  crowns,  large  sprock- 
ets ajid  other  popular  fittings  and  options. 
A  special  feature  is  the  handle  bar  and  seat 
post  expander,  in  which  the  operating  nut 
screws  down  into  the  post,  the  interior  of 
which  Is  threaded.  The  rnit  is  turned  by  a 
suitable  key  fitting  into  a  square  hole  cut  in 
the  top  of  the  nut.  The  angles  of  the  bevel- 
ed plug  and  stem  end  are  such  that  the  stem 
expands  against  the  outer  tube  for  several 
inches,  affording  a  large  binding  surface  and 
preventing  the  bulging  of  the  seat  mast.  A 
neat  knurled  hand  nut  closes  the  top  of  the 
post,  rendering  the  adjusting  means  entirely 
invisible.  A  tricycle  parcel  carrier  also  be- 
longs to  the  line  and  is  offered  at  a  figure 
intended  to  create  a  large  trade  in  these  ma- 
chines which,  being  carried  in  stock,  can 
be  delivered  promptly.  Besides  making  com- 
plete bicycles  the  company  will  also  market 
fittings.  

COLE  &  CO.'S  SPECIALTIES. 

As  a  typical  example  of  the  development 
of  the  sundries  and  specialties  manufac- 
turing business,  it  would  be  difficult  to 
make  any  better  selection  than  that  of  G. 


W.  Cole  &  Co.,  of  New  York,  who  have 
recently  moved  into  new  quarters  at  141 
Broadway.  When  "Three  -  In  -  One"  was 
first  put  in  the  market,  it  was  no  better 
than  it  is  now,  but  its  intrinsic  merit  was 
backed  by  judicious  advertising  and  busi- 
ness methods  that  were  sound  and  honest. 
It  is  in  consequence  of  this  that  today  this 
oil  is  a  widely  known  articles,  used  exclu- 
sively by  many  gunners,  typewriters  and 
others,  as  well  as  bicyclists.  A  number  of 
the  largest  makers  use  it  in  their  facto- 
ries, fill  the  oil  cans  of  their  tool  bags 
with  it,  and  recommend  it  to  those  who 
buy  their  bicycles.  It  has  stood  the  test 
of  time  and  made  itself  and  the  name  of 
its  makers  famous.  The  history  of  the 
success  of  Three-In-One  is  the  history  of 
G.  W.  Cole  &  Co.,  a  firm  that  is  today  one 
of  the  largest  manufacturers  of  specialties 
that  caters  to  the  cycling  trade.  Next 
year  the  firm  will  be  before  the  jobbing 
and  retail  trade  as  the  sole  manufacturers 
and  sellers  of  more  than  fifty  specialties. 
Recently  it  acquired  control  of  a  new  toe 
clip  invented  by  Bach  which  has  patent 
hooks  that  keep  it  from  shifting  on  the 
pedal.  A  hook  with  two  forks  to  hang 
bicycles  on  in  various  positions  was  also 
bought  in  by  Cole  &  Co.  as  soon  as  it  was 
seen  to  be  the  best  thing  of  the  kind. 
"Very  recently  Colonel  Latimer  of  the  Victor 
Mfg.  Co.  of  Detroit,  concluded  to  sell  out 
because  of  his  regiment  being  enlisted  in 
the   army.    The    Victor     nipple     wrenches. 


baby  carriers,  spring  seat  posts  and  other 
articles  were  recognized  by  this  shrewd 
firm  as  superior  and  in  a  twinkling  the 
Victor  products  became  Cole  specialties. 
This  New  York  house  now  practically  con- 
trols the  market  on  round  nipple  wrenches. 
It  has  an  unapproachable  line  of  luggage 
and  camera  carriers,  toe  clips,  bicycle 
racks,  lubricants  and  a  score  of  other  arti- 
cles. Several  of  its  1899  devices  are  novel. 
One  is  a  camera  and  package  carrier  that 
permits  of  the  camera  being  removed  from 
the    carrier    or    the   carrier    and    all    taken 


from  the  bicycle  in  a  second  and  carried 
from  the  shoulder  by  a  strap.  A  network 
carrier  that  weighs  only  ten  ounces  yet 
has  a  rigid  frame  of  wire  is  another  new 
thing  in  this  line.  A  spring  seat  post  with 
a  double  roller  is  not  new,  but  for  next  year 
Cole  &  Co.  offer  one  that  has  the  obvious 
superiority  of  having  the  rollers  on  the  in- 
side of  the  post  tube  instead  of  outside.  An 
article  that  is  likely  to  be  universally  pop- 
ular because  of  the  want  that  it  fills  is  a 
toe  clip  that  is  light  and  springy,  will  not 
rust    and    cannot    shift   its   position    on    the 


factory.  He  was  once  chief  shipping  clerk, 
was  promoted  until  he  became  general  pur- 
chasing agent,  and  is  familiar  with  the  con- 
struction of  Stearns  bicycles  and  the  meth- 
ods  employed   in   marketing   them. 


pedal.  These  requirements  are  all  fulfilled 
in  their  Anti-Rust  clips.  They  are  made 
of  spring  brass  and  nickeled  and  are  turned 
out  with  double  hooks  that  grasp  the  pedal 
plate  and  prevent  tilting.  Besides  Three- 
In-One,  "Pacemaker,  the  graphite  that 
melts"  is  one  of  Cole's  famous  products. 
This  is  now  being  put  out  in  collapsible 
tubes  having  a  small  brush  with  a  handle 
that  when  fitted  constitutes  the  cap.  It  is 
also  furnished  in  tubes  having  a  brush 
permanently  fixed  in  the  top  through 
which  the  soft  graphite  is  squeezed  when 
it  is  desired  to  apply  it.  A  new  thing  in 
connection  with  "Pacemaker"  is  a  white 
preparation  off  it  in  which  mica  forms  a 
component  part.  This  also  is  put  up  in  the 
clean  and  convenient  forms  mentioned. 
Last  year  Cole's  saddles  were  introduced 
and  although  they  were  not  "pushed"  they 
made  so  many  friends  that  they  promise 
to  be  a  leading  line  this  year  with  this  en- 
terprising New  York  concern.  A  part  of 
the  success  of  Cole  &  Co.  may  be  attrib- 
uted to  the  care  they  take  of  their  custo- 
mers by  liberal  advertising  in  their  terri- 
tory.   

WOLFF-AMERICAN  MODELS. 

R.  H.  Wolff  &  Co.,  Ltd.,  New  York,  offer 
for  the  coming  season  three  models  of  sin- 
gle bicycles  built  on  lines  similar  to  those 
which  have  earned  wide  success  in  the 
past.  The  models,  which  comprise  a  rac- 
ing machine,  diamond  frame  road  model, 
and  a  cycle  for  women,  retain  the  main 
constructive  features  of  last  year,  the  nota- 
ble exception  being  the  fork  crown,  which 
this    year    is    of    the    hollow    arch    pattern. 


7i/£Crcz£40£^ 


The  drop  frame  has  gracefully  curved  front 
tubes,  and,  like  the  other  frames  of  the 
line,  brings  out  the  distinctive  feature  of 
Wolff-American  frame  designing — the  giv- 
ing of  less  rake  to  the  seat  mast  than  to 
the  steering  head.  All  frames  have  flush 
joints  and  D-shaped  rear  forks  and  stays. 
The  well  known  eccentric  chain  adjust- 
ment, the  flangeless  hubs  with  self-oiling 
bearings,  and  the  Wolff-American  three- 
piece  crank  hanger,  are  also  features  of 
the  '99  line,  which  includes  besides  the  sin- 
gle machines  two  tandems  and  the  Duplex 
cycle.  All  machines  are  fitted  with  the 
Wolff-American  pedal,  the  special  feature 
of  which  is  the  triangular  foot  rubber  used. 
Steel  plates  on  the  inner  side  of  the  pedal 
side  plates  hold  in  place  four  triangular- 
shaped  rubbers,  which  can  be  turned 
around  when  worn,  bringing  a  new  surface 
to  the  top.  

THE  STEARNS  CANADIAN  FACTORY. 

In  1893  E.  C.  Stearns  &  Co.  established  a 
bicycle  factory  in  Toronto,  being  the  first 
of  our  firms  to  recognize  the  value  of  having 
a  plant  so  located  as  to  expedite  deliveries 
and  escape  Canadian  duties.  The  factory  is 
equipped  with  modern  labor-saving  machin- 
ery, particularly  adapted  to  the  manufacture 
of  bicycles,  and  in  it  are  built  each  year  the 
same  models  which  are  turned  out  at  the 
Syracuse  plant,  employing  during  the  season 
200  to  250  men.  The  business  of  the  Cana- 
dian factory  has  increased  very  satisfactor- 
ily each  year.  Thomas  F.  Byrne  has  just 
been    appointed    manager    of    the    Canadian 


IMPROVED  ACETYLITE  GAS  LAHP. 

Samples  are  now  out  of  the  new  pattern  of 
the  Acetylite  lamp  made  by  the  Schumacher 
Acetylite  Lamp  Co.,  84  LaSalle  street.  Chi- 
cago. In  general  appearance  and  construc- 
tion the  lamp  is  similar  to  previous  patterns, 
the  main  external  difference  being  the 
dropping  of  the  milled  head  at  the  bottom 
of  the  carbide  chamber.  The  new  cart- 
ridge is  of  tin  and  is  not  pierced  at  its  lower 
end,  the  gas  delivery  tube  reaching  only  to 
the  bottom  of  the  cartridge  but  not  passing 
through  it  as  in  former  patterns.  The  pas- 
sage of  the  gas  tube  through  a  tube  run- 
ning from  the  top  to  the  bottom  of  the 
water  reservoir  and  perforated  near  its 
lower  end  for  the  passage  of  water  has  been 
unchanged.     The       spherical       combustion 


chamber  attached  to  the  water  reservoir  by 
a  bayonet  joint,  its  ornamental  chimney 
top,  its  fiaring  lens  door,  and  the  straight 
vertical  cartridge  chamber  below  the  reser- 
voir, give  the  lamp  a  neat  appearance  which 
is  characterized  by  its  similarity  to  some  of 
the  common  forms  of  carriage  lamps. 


GRANT'S  NEW  MILLING  MACHINE. 

The  new  milling  machine  here  illustrated 
has  an  apparent  recommendation  to  bicycle 
manufacturers  since  its  origin  is  due  to 
John  J.  Grant,  who  has  long  been  identified 
with  the  building  of  machine  tools  especially 
applicable  to  such  work  as  is  done  in  cycle 
factories.  It  is  built  by  the  Grant  Machine 
Tool  Works,  Cleveland.  One  of  the  most 
striking  features  of  the  new  machine  is  the 
manner  in  which  the  vertical  adjustment  of 
the  spindle  is  accomplished.  A  cylinder 
mounted  in  the  solid  cast  head  of  the  ma- 
chine is  bored  with  an  eccentric  hole  which 
is  fitted  with  a  phosphor-bronze  sleeve  in 
which  the  spindle  runs.  The  bearing  is  ta- 
pered at  each  end  for  the  taking  up  of 
wear,  and  lock  nuts  at  the  rear  end  pre- 
vent end-play.  The  eccentric  is  rotated  by 
means  of  worm  teeth  formed  upon  its  ex- 
terior, these  engaging  a  worm  on  a  shaft 
passing  transversely  through  the  head  and 
fitted  with  a   crank  handle,   which  is   seen 


at  the  left  of  the  machine  in  the  illustration. 
The  spindle  can  thus  be  set  at  any  desired 
height  above  the  table  and  when  once  ad- 
justed is  clamped  solidly  in  position.  The 
spindle  is  driven  by  a  spur  gear  from  the 
cone  shaft,  which  is  concentric  with  the  ec- 
centric cylinder,  and  therefore  does  not 
move  when  the  spindle  is  moved  for  ad- 
justment. At  the  inner  end  of  the  cone  pul- 
ley is  a  small  flanged  pulley  from  which 
the  feed  drive  is  taken.  Four  changes  of 
speed  are  provided  for.  The  construction 
of  the  foot  stock,  as  will  be  noticed  from  the 


204 


The  Cycle  Age  and  Trade  Review 


Illustration,  is  solid  and  simple  and  allows 
the  ready  removal  of  the  stock  when  not 
wanted.  The  table  feed  is  managed  by  three 
handles.  The  lower  handle  at  the  extreme 
right  of  the  machine  is  used  for  throwing 
the  feed  in  or  out  of  engagement,  while 
the  crank  handle  above  it,  also  on  the  right 
end  of  the  machine,  effects  the  lateral  ad- 
justment of  the  table.  The  screw  which  it 
operates  is  graduated  to  thousandths  of  an 
inch.  The  crank  on  the  front  side  of  the 
machine  near  the  right  is  used  for  making 
the  longitudinal  adjustment  of  the  table. 
The  spindle  has  the  same  hole  as  the  Brown 
&  Sharp  No.  2  universal  machine,  and  is 
threaded  to  take  chucks  or  face  mills.  The 
extreme  height  of  the  center  of  the  spindle 
from  the  table  platen  is  6  5-8  inches.  The 
platen  is  7  inches  wide,  26  inches  long,  and 
the  machine  will  take  a  cut  16  inches  long. 


CARLISLE  LINE  COHPLETE. 

The  building  of  first  class  racing  ma- 
chines, tandems,  triplets  and  quads  for '99  will 
be  the  special  endeavor  of  the  Carlisle  Mfg. 
Co.,  West  Jackson  and  Clinton  streets,  Chi- 
cago. The  company's  line  includes  all  of 
the  models  necessary  to  answer  the  demands 
of  discriminating  ^buyers  and  every  machine 
has  been  designed  to  have  not  only  the  com- 
mon popular  features,  but  as  many  original 
points  in  construction  as  possible.  The  Car- 
lilse  tandem  which  is  built  in  both  double 
diamond  and  drop  front  patterns,  is  a  repre- 
sentative model  of  latter-day  design  in  the 
west.  The  double  diamond  machine  is  dis- 
tinguished by  a  cross  brace  tube  running 
from  the  rear  crank  bracket,  up  through  the 
frame  to  the  middle  of  the  steering  head. 
The  hanger  drop  is  V-k  inches,  with  frames 
built  from  20  to  24  Inches  high.  Twenty- 
eight-inch  wheels  are  used  on  the  tandem 
though  the  single  racing  machine  has  the 
thirty-inch  rear  wheel  which  was  a  feature 
of  the  Carlisle  models  last  year.  TandPm 
weights  run  from  35  to  44  pounds.  The 
equipment  includes  a  carefully  selected 
group  of  well  known  popular  fittings.  On 
both  single  machines  and  tandems  the  spe- 
cial Carlisle  seat  post  and  handle  bar  clamp 
is  used  and  all  machines  have  reinforced 
flush  joints.  

PEARSON  HUB  FORniNG  MACHINE. 

An  interesting  cycle  working  machine  is 
the  hub  barrel  forming  machine  which  has 
the  manifold  objects  of  preventing  the  work 
from  catching  and  riding  on  the  cutting- 
tool,  of  supporting  the  work  against  the 
thrust  of  the  cutting-tool,  of  causing  the 
forming-cutter  and  the  cutting-off  tool  to 
reach  the  ends  of  their  cuts  at  the  same 
time  and  of  relieving  the  delicate  necking- 
tool  of  all  unnecessary  work,  just  allowing 
it  to  begin  to  take  its  cut  in  time  to  finish 
simultaneously  with  the  forming  and  cut- 
ting-off tools.  The  designer  of  the  lathe  is 
"Walter  B.   Pearson   of   Chicago. 

The  back  rest  comprises  two  slides  which 
carry    anti-friction    rollers    one      of      which 


touches  the  work  at  the  rear  and  the  other 
on  top.  The  slides  bearing  the  rollers  are 
so  fixed  in  the  supporting  frame  and  so 
arranged  with  the  operating  means  that 
the  rollers  are  advanced  toward  the  work 
at  the  same  rate  that  the  forming-tool  is 
fed  into  the  work.  The  rollers  insure 
against  the  work  being  roughened  by  their 
contact  as  is  liable  to  occur  when  station- 
ary rests  are  employed  and  heavy  duty  is 


required  of  the  machine.  The  cut-off  tool 
is  supported  upon  the  forming-tool  slide 
and  the  connection  between  the  two  tools 
is  made  in  such  a  manner  that  the  move- 
ment of  the  forming-tool  will  impart  an  ac- 
celerated movement  in  the  same  direction. 
The  driving  connection  between  the  form- 
ing-tool and  the  cut-off  comprises  a  lever, 
one  end  of  which  is  fulcrumed  upon  the 
fixed  saddle  of  the  forming-tool  slide,  and 
the  other  end  of  which  is  connected  to  the 
cut-off  slide.  A  link  connects  the  lever 
between  its  ends  with  the  forming-tool 
slide.  At  the  fulcrum  of  the  lever  a  seg- 
mental gear  formed  thereon  engages  a  rack 
formed  in  the  tool  carriage.  Provision  is 
also  made  for  the  ready  disengagement  of 
the   two    slides    should     it     be     desired    to 


operate  them  independently.  The  necking- 
tool  is  carried  on  a  slide  which  is  fitted  to 
and  movable  in  guides  or  ways  formed  in 
the  horizontal  back-rest  slide  and  is  oper- 
ated by  means  of  a  segmental  gear  which 
engages  a  rack  and  is  also  secured  to  the 
hub  of  a  pinion  which  engages  a  second 
rack  formed  on  the  back  rest  slide.  The 
pitch  diameter  of  the  segmental  gear  is 
greater  than  that  of  the  driving:  pinion. 
Accordingly  the  necking-tool  slide  will 
move  faster  than  the  back  rest  slide,  so 
that  by  proper  adjustment  the  necking- 
tool  may  be  kept  out  of  the  work  during 
almost  all  of  the  entire  cut  of  the  forming- 
tool,  being  advanced  into  its  cut  at  a  cer- 
tain time  and  by  its  accelerated  movement 
finishing  simultaneously  with  the  forming- 
tool.  The  necking-tool  is  thus  subjected  to 
light  duty  in  keeping  with  its  delicate  con- 
struction. The  drill  which  passes  through 
an  accurately  bushed  guide  just  before  en- 
tering the  work  is  driven  directly  from  the 
back  gear  shaft  of  the  machine.  The  con- 
struction of  the  lathe  embraces  several 
other  minor  points  of  novelty  and  im- 
provement and  is  built  as  simply  and  com- 
pactly as  possible. 

ELASTIC  TIP  CO.'S  INTERESTS  BOUGHT. 

B.  H.  Pratt,  president  of  the  Manufactur- 
ers' Agents  &  Supply  Co.,  of  Chicago,  has 
been  east  for  the  past  few  weeks  negotiating 
a  deal  which  has  just  been  completed  where- 
by an  eastern  party  has  purchased  the 
Elastic  Tip  Co.'s  interests  in  the  Chicago 
concern.  The  policy  of  the  company  for  the 
coming  season  has  not  been  fully  decided 
upon,  although  it  will  continue  in  the  cycle 
supply  business  and  will  be  one  of  the  larg- 
est houses  in  the  west,  catering  for  the  job- 
bing and  dealers'  trade,  both  in  the  sundries 
and  fittings  line.  The  1899  catalogue  will  be 
ready  soon  after  the  first  of  the  year  and 
will  be  mailed  to  all  old  customers  and  to 
new  ones  upon  application. 


CONSTRUCTION  OF  CRESCENT  PEDALS. 

Additional  information  regarding  the  con- 
struction of  the  Crescent  pedals,  illustrated 
in  this  paper  December  1,  is  supplied  by  the 
U.  S.  Mfg.  Co.,  of  Fond  du  Lac,  Wis.,  who 
make  them,  as  follows:  Crescent  pedals  are 
made  of  the  best  material  by  skilled  labor- 
ers on  automatic  machines  and  special  tools 
and  are  finely  polished  and  nickeled.  The 
plates  are  in  one  continuous  piece,  and  made 
of  Singer.  Nimick  &  Co.'s  special  cold  rolled 
stock.  The  pins  or  axles  are  carbonized  by 
the  company's  own  method,  giving  a  hard 
and  practically  Indestructible  ball  race  with 
a  soft  core,  adding  great  strength  and  dura- 
bility and  leaving  the  threads  considerably 
softer.  The  cones  and  cups  are  treated  in 
the  same  manner,  all  ground  and  polished, 
making  perfect  ball  races.  A  shoulder  is 
turned  on  each  end  of  the  barrel  and  the 
turned  ends  are  inserted  into  the  frame  and 
swaged  over,  making  a  strong  and  sub- 
stantial joint,  practically  as  of  one  piece  of 
metal.  Adjustments  are  made  at  the  outer 
end.  The  outside  ends  of  left  hand  pins 
are  threaded  left  to  prevent  any  possiblity 
of  tightening  of  the  cones.  Dust  caps  are 
provided  at  both  ends  of  bearings.  The  cor- 
rugations give  additional  stiffness  to  the 
plates.  The  finish  is  nickel  on  copper.  The 
Crescent  No.  1  has  large  end  bearings  with 
3-16-inch  balls,  weighs  15  ounces  per  pair 
and  has  the  inner  bearings  close  to  the 
crank.  The  No.  3  is  of  the  popular  center 
bearing  design,  with  large  bearings  and 
5-32     inch     balls.       It     weighs        14     ounces 


per  pair  and  is  furnished  in  rat  trap  or 
combination.  The  ladies'  crescent  is  a  small, 
neat  pedal  for  ladies'  or  juvenile  machines, 
and  can  be  used  with  either  No.  1  or  No.  3 
men's.  The  design  is  a  combination  of  the 
other  two  styles.  The  bearings  contain  1-8- 
inch  balls,  weight  is  12  ounces  per  pair;  with 
rubbers,  15  ounces;  furnished  in  rat  trap  or 
plates  and  rubbers,  or  with  Straus  univer- 
sal rubbers.  Pedal  pins  in  all  models  have 
shanks  %-inch  in  diameter,  with  right  and 
left  threads,  20  threads  to  the  inch.  For 
foreign  trade  special  sizes  and  threads  are 
made.  Pedals  are  adjusted  and  lubricated 
before  leaving  factory. 


CHICAGO  TUBE  CO.'S  SUPPLIES. 

An  advance  catalogue  of  material  and 
parts  in  sets  complete  for  asseinbling 
frames,  and  of  made-up  frames  and  stripped 
bicycles  is  being  issued  by  the  Chicago  Tube 
Co.,  217  East  Washington  street,  Chicago, 
which  offers  seventeen  different  styles  of 
1899  models.  This  house,  which  has  been  in 
the  trade  for  five  years  and  is  known  for  Its 
production  of  good  goods  at  moderate  prices, 
is  also  sending  out  a  handsome  sheet  to  the 
trade,  illustrating  its  leading  bicycles 
with  specifications  of  full  equipment.  The 
company  has  no  traveling  salesmen,  but  its 
catalogue  of  bicycles,  sundries,  materials, 
bicyicle  tools,   etc..  Is  very  complete. 


KEROSENE  HOTOR  FOR  SHALL  POWER  PLANTS. 

The  gradual  equipment  of  repair  and 
other  small  cycle  shops  always  leads  to 
the  establishment  of  some  kind  of  power 
for  the  driving  of  the  lathes,  drill,  presses, 
grinders,  etc.  Power  in  such  shops  being 
required  only  at  intervals,  the  steam  en- 
gine has  never  been  and  doubtless  never 
will  be  popular.  Among  other  forms  of 
power  that  allow  the  generating  plant  to 
stand  still  at  times  without  waste,  gaso- 
line and  similar  engines  have  proven  them- 
selves very  desirable.  Lately  the  Daimler 
Mfg.  Co.  of  Long  Island  City,  N.  Y.,  have 
adapted  a  pattern  of  their  well  known  and 
eflScient  Daimler  gasoline  and  gas  motor 
to  the  use  of  kerosene  as  generating  power. 
The  new  kerosene  motor  is  constructed 
especially  with  the  idea  of  furnishing 
economical  and  convenient  power  for  small 
users.  Its  operation  is  simple  and  safe. 
The  kerosene  is  carried  from  the  supply 
tank  to  the  vaporizer  and  to  the  burner  at 
a  slight  pressure  which  is  produced  in  the 
tank  by  a  hand  air  pump.  After  the  motor 
is  started  by  giving  the  starting  crank  a 
few  turns,  it  supplies  itself  with  the  nec- 
essary pressure  by  catching  up  a  part  of 
the  exhaust  in  a  pressure-receiving  tube 
and  carrying  it  to  the  supply  tank.  The 
necessary  explosive  mixture  of  gas  and  air 
is  produced  automatically  in  the  vaporizer 
by  the  first  downward  stroke  of  the  piston, 
air  as  well  as  fluid  kerosene  being  drawn 
up  and  entering  the  cylinder  as  explosive 
mixture.  The  height  of  kerosene  in  the  float 
chamber  is  regulated  by  a  float  valve  so 
that  the  suction  of  the  kerosene  remains 
even.    The    further     action     of   the    motor 


^&CrCi£'f'y~ 


proceeds  according  to  the  well  known  prin- 
ciple of  the  Otto  or  four-cycle  gas  engine. 
The  following  upward  stroke  of  the  piston 
compresses  the  explosive  mixture  in  the 
explosion  chamber,  forcing  it  out  into  the 
explosion  cap,  and  this  cap  being  heated 
by  the  burner,  ignites  the  mixture,  the 
expansive  power  of  which  forces  the  piston 
downward  again.  The  next  upward  stroke 
of  the  piston  forces  the  products  of  com- 
bustion from  the  explosion  chamber 
through  the  exhaust  valve. 

The  motor  is  made   in  sizes  from   two   to 
thirty-five  horse-power.    The  smallest  size, 


The  Cycle  Age  and  Trade  Review 


205 


Barnes  Bicycks 


not  on  paper  but 
in  m  wDeel  is 
founa  quality  tbat 
talks.*  «  «  «  «  « 


mil)*;  mi  m  j^ 


The  agfency  for  the  White  Flyer  will  make  monty 

for  you  because — 
The  bicycle  sells  itself. 
The  buyer  is  proud  of  its  individuality  and  a  staunch 

defender  of  its  quality. 
Advance    catalogue    containing-  full    specifications 

mailed  upon  application. 
Secure  the  agency  by  mail  at  once. 
Time  is  more  than  money. 

tU  Barnes  Cycle  Company 

^  ^  ^  jt  SYRACUSE,  N.  Y. 


The  Sterling 


(( 


BUILT  LIKE  A  WATCH 


It 


STRICTLY    UP-TO-DATE  ! 

Our  J  899  Catalog  will  tell  you  the  class  of  material  we  use  to  Build 
them;  also  the  many  changes  we  have  made  with  a  view  to  pleasing 
the  riders.^.^.^^ 


STERLING  QUALITY^— 
ABSOLUTELY  MAINTAINED 


CHAIN  MODELS,  $50, 

CHAINLESS,  $75. 

TANDEMS,  $75. 


ALWAYS  READY 

TO  TALK  AGENCY 

TO  ENERGETIC 

DEALERS 


Sterling  Cycle  Works 


Mention  The  Cycle  Age 


-KENOSHA,  WIS. 


S^ 


■■■BVll. 

STC^IlYI  CYCLC  WORKS. 

CHICftGO, 
NEW  YORK  -  PENVFR  -  5/VM  rRAN.aSCO 


206 


The  Cycle  Age  and  Trade  Review 


that  which  is  most  applicable  to  cycle  re- 
pair shops,  measures  a  little  over  four  feet 
in  height  and  occupies  a  floor  space  of  but 
a  little  over  two  feet  square.  It  is  very 
compact  and  is  so  simple  that  an  ordinary 
mechanic  can  soon  learn  to  look  after  its 
welfare  with  confidence. 


FORSYTH  SHEET  HETAL  ACCESORIES. 

The  Forsyth  Mfg.  Co.,  308  Terrace,  Buf- 
falo, announces  that  its  policy  for  '99  will  be 
to  retain  as  many  of  its  old  customers  and 
gain  as  many  new  ones  as  possible  by  ad- 
hering strictly  to  the  making  of  first  class 
sheet  metal  stampings  which  will  be  sold 
at  the  lowest  prices  admitting  of  a  fair 
profit.  The  line  catalogued  for  the  coming 
season  includes  such  fittings  and  accessor- 
ies as  pedals,  wrenches,  spanners,  coasters, 
brakes,  brake  spoons  and  clamping  parts, 
lamp  brackets.mud  and  chain  guards  and  at- 
tachments, ball  cups,  etc.  The  Forsyth  ped- 
als are  made  in  four  patterns ;  mens  ladies' 
adjustable  and  men's  and  ladies'  with  rigid 
frames.  The  adjustable  rat-trap  pedal  here 
shown  is  proof  against  accidental  loosen- 
ing when  once  adjusted  on  account  of  the 
fact  that  suitable  washers  are  placed  be- 
tween the  plates  around  each  adjusting 
bolt  to  keep  the  bolts  from  working  loose. 
The  parts  and  lines  of  the  rigid  pedals 
are  the  same  as  in  the  adjustable  except 
that  the  foot  plates  being  made  in  one  piece 
have  slightly  different  cuttings  in  their 
faces.  In  the  men's  pedals  7-8-inch  straight 
steel  barrels  contain  ball  cases  each  taking 
eleven  5-32-inch  balls.  One  of  the  com- 
pany's novelties  is  the  rear  fork  end  fitting. 


This  is  made  from  one  piece  of  12-gauge  steel 
with  a  cup-shaped  pressing  upon  one  side 
through  the  walls  of  which  is  bored  and 
tapped  a  hole  suitable  for  the  reception  of 
the  chain  adjusting  screw.  Thimbles  slip 
onto  the  branches  of  the  piece  to  form  seat- 
ing for  the  fork  and  stay  tubes. 


CARBORUNDUM  IN  TIRES. 

A  new  method  of  rendering  pneumatic 
tires  puncture  proof  is  made  use  of  by  the 
Milwaukee  Patent  Puncture  Proof  Tire  Co., 
of  Milwaukee,  Wis.  The  tires  made  by  this 
concern  do  not  differ  from  others  except  In 
the  use  of  carborundum,  a  mineral  product 
from  which  an  attempt  was  made  several 
years  ago  to  manufacture  diamonds,  but 
which  process  proved  too  expensive  to  be 
commercially  successful.  This  substance  is 
forming  the  tire  the  thread  is  built  up  of  five 
gunpowder  and  are  extremely  hard'.  In 
forming  the  tire  the  tread  is  budlt  up  of  fine 
plies  of  faJbric,  interposed  between  which 
are  three  layers  of  carborundum,  so  thin  as 
to  be  scarcely  perceptible  in  the  cross  sec- 
tion. The  side  walls  of  the  tire  are  of  only 
the  usual  thickness  of  two  layers  of  falbric 
and  the  inner  and  outer  walls  of  rulbber,  so 
that  any  resiliency  lacking  in  the  tread  is 
contributed!  by  the  elasticity  of  the  side 
walls.  The  special  quality  that  makes  the 
carborundum  suitajble  for  puncture  proofing 
material  is  the  extreme  hardness  and  sharp- 
ness of  the  grains  which  cut  into  any  metal 
that  penetrates  the  outer  skin  and  by  the 
friction  arrest  further  progress.  As  the 
mineral  is  also  harder  than  glass  it  prevents 
cuts  as  well  as  punctures  by  tacks,  pins, 
nails,  etc.  So  small  a  quantity  is  used,  how- 
ever, that  a  pair  of  these  tires  is  not  no- 
ticeably heavier  tham  the  ordinary  road  tire. 
The  Milwaukee  company  has  during  the  past 


year  placed  a  large  number  of  these  tires 
in  the  hands  of  manufacturers,  agents,  and 
riders  for  practical  test  by  a  season's  use 
and  it  now  has  on  hand  a  most  convincing 
budget  of  testimonials  from  all  these  pro- 
claiming the  positive  non-puncturability  of 
the  diamond-tread  tire.  Thoroughly  con- 
vinced of  the  merits  of  its  goods  and  backed 
up  with  the  testimony  of  the  many  w^ho  have 
tried  them  under  all  conditions,  the  Milwau- 
kee Patent  Puncture  Proof  Tire  Co.  intends 
to  push  their  sale  vigorously  for  next  sea- 
son. 

AHERICA  AND  ORIOLE  MODELS. 

The  David  Bradley  Mfg.  Co.,  73  Fulton 
street,  Chicago,  lists  for  the  coming  season 
two  grades  of  machines.  The  America, 
which  is  of  improved  design  but  is  still  simi- 
lar to  its  predecessor  of  the  past  year,  re- 
taining the  truss  frame  feature,  sells  for  $50, 
while  for  a  popular  model  selling  at  $35,  the 
Bradley  company  is  offering  the  Oriole, 
made  in  both  man's  and  lady's  patterns. 
The  Oriole  is  a  fiush  joint  machine  of  styl- 
ish form  and  with  standard  equipment. 
Several  colors  are  offered  and  a  generous 
line  of  other  options.  It  is  marketed  as  an 
honest  and  reliable  machine  avoiding  ex- 
travagant features  and  intended  for  all 
round  service.  

LARGE  CAPACITY  FOR  WALDORF  CYCLES. 

The  Waldorf  line  of  medium  grade  bicy- 
cles with  which  the  Eclipse  Bicycle  Co.,  of 
Elmira,  N.  T.,  will  supply  all  the  demands 
of  its  customers  for  machines  of  lower  price 
than  the  regular  Eclipse,  is  being  made  in 
Oneonta,  N.  T.  The  company  has  secured 
the  large  plant  formerly  occupied  by  the 
McKammon  Piano  Co.,  with  300,000  square 
feet  floor  space,  and  has  placed  W.  H.  Ives, 
who  has  made  bicycles  for  several  seasons 
under  the  style  of  the  Empire  State  Cycle 
Co.,  in  charge  of  the  factory.  The  facilities 
are  sufficient  for  a  very  large  production. 


CAUTIONED  AGAINST  INFRINGEMENT. 

The  Safety  Oiler  Co.,  65  Nassau  street. 
New  York,  has  just  sent  out  to  the  trade 
a  circular  letter  warning  jobbers  and  deal- 
ers not  to  handle  an  oiler  similar  to  the 
one  made  and  sold  by  the  above  company 
which  may  be  offered  the  trade  and  which 
the  Safety  Oiler  Co.  alleges  is  an  infringe- 
ment of  the  Hirsch  patents  owned  by  it. 
As  soon  as  the  decision  of  the  courts  is 
made  known  the  company  announces  it  will 
talce  steps  to  protect  itself  against  all  who 
in  any  way  have  handled  the  infringing 
device  and  sue  for  an  accounting. 


TRANSFERS  EXTENSIVELY  CATALOGUED. 

The  Meyercord  Co.  of  Chicago  announces 
that  its  line  of  transfer  decorations  will  be 
catalogued  by  two  or  three  times  as  many 
jobbers  as  have  catalogued  same  hereto- 
fore. Most  of  the  important  jobbers  in  the 
United  States  will  catalogue  the  full  line 
of  designs.  The  company  distributes  elec- 
trotypes and  samples  for  salesmen  free  to 
jobbers.  In  addition  to  the  line  of  decalco- 
mania  decorations  the  company  makes 
nameplates  for  the  jobbers  to  sell  to  the 
small   trade. 

TRADE  NOTES. 

Arrangements  have  been  made  by  which 
Daniels  &  Fisher,  of  Denver,  Isecome  dis- 
tributing agents  for  Stearns  bicycles  in  Colo- 
rado and  Wyoming,  as  well  as  retaining 
the  retail  agency  in  Denver.  The  firm  will 
carry  a  large  stock  of  bicycles  and  parts, 
so  that  the  trade  within  their  territory  may 
be  promptly  supplied. 


The  Sunbeam  twisted  or  drill  shaped 
spokes  made  by  the  American  Specialty  Mfg. 
Co.  of  Hartford,  Conn.,  are  meeting  with  a 
growing  demand.  The  attractive,  glistening 
effect  lent  by  them  to  the  wheels  of  a  bi- 
cycle has  won  them  many  admirers. 


A.  S.  Noonan,  of  Rome,  N.  T.,  manufac- 
turer of  cycle  shop  tools,  etc.,  has  secured 
the  exclusive  right  to  manufacture  the  Conn 
cycle  chain  cleaner,  formerly  made  by  J.  C. 
Conn,  the  patentee,  Ilion,  N.  T. 


FROST'S  NEW  GEAR  CASE. 


Is  Wholly  of  rietal  Yet  Noiseless— Rear  Wheel  Re- 
moved Without  Detaching  Case. 


This  gear  case  shown  in  the  accompanying 
illustrations  is  the  result  of  two  years'  ex- 
perience of  its  inventor  in  developing  and 
marketing  gear  cases  for  American  bicycles. 
Probably  no  other  man  in  this  country  has 
had  so  broad  opportunities  as  W.  H.  Frost 
has  enjoyed  for  the  practical  study  of  the 
enclosing  of  running  gear.  Supplying  manu- 
facturers, jobbers,  dealers  and  riders,  fitting 
cases  on  over  200  makes  of  bicycles  and  in 
constant    communication    with    the    users, 


every  phase  of  the  question  has  been 
brought  before  him.  The  original  Frost 
gear  case  manufactured  by  the  Frost  Gear 
Case  company  for  two  years  proved  to  rid- 
ers that  a  gear  case,  even  if  somewhat  diffi- 
cult to  attach  and  separate,  and  with  some 
perishable  parts,  may  be  made  to  do  its 
work  perfectly  when  attached.  About  8,000 
of  this  older  pattern  are  now  in  use.  'The 
shortcomings  in  attachment,  however,  and 
the  criticisms  and  wants  of  the  different 
branches  of  the  trade,  carefully  collected 
and  studied  by  Mr.  Frost,  suggested  a  new 
construction  that  should  please  everybody, 
resulting  in  the  invention  herewith  de- 
scribed. It  is  superior  to  the  older  forms, 
especially  in  allowing  removal  and  replace- 
ment of  rear  wheel  by  the  rider  without 
lengthy  instructions.  'IThe  principle  of  its 
operation  is  self-evident   and   the  operation 


is  simple.  The  chain  is  always  in  sight  and 
easily  accessible.  It  has  no  perishable  rub- 
ber parts,  is  light  in  weight,  noiseless,  and 
susceptible  of  quick  alignment  if  displaced 
by  accident.  Both  sides  of  front  sprocket 
may  be  readily  uncovered.  Another  valuable 
feature  for  commerce  is  that  it  can  be  deco- 
rated by  manufacturers  to  match  varying 
grades  of  bicycles. 

The  case  consists  of  four  principal  parts, 
as  shown  in  the  first  illustration.  The  chain 
runs  telescope  with  the  ears  on  front  box 
and  the  two  parts  of  front  box  fit  together 
with  a  groove  and  knife  edge  joint,  as  do 
also  the  two  parts  of  the  rear  box.  These 
joints  packed  with  rubber  are  water  and 
dust  tight,  and  destroy  all  resonance  in  the 
case.  Around  the  crank  hanger  is  placed  a 
narrow  rubber  band  about  1-16  inch  thick. 
The  two  parts  of  the  front  box  are  brought 
together  by  the  screws  and  the  edges  of  the 
opening  are  set  singly  into  the  rubber  band, 
making  a  tight  joint.  The  clamps  binding 
the  chain  runs  and  front  box  together  are 
also  rubber  packed,  and  the  joints  are  suffi- 
ciently yielding  to  allow  of  separating  the 
rear  box,  as  in  the  first  cut.  In  order  to 
make  it  feasible  to  remove  the  rear  wheel 
when  a  sprocket  of  large  diameter  is  at- 
tached, the  rear  of  case  is  slotted,  as  shown 
in  the  second  illustration,  and  the  slot  is 
closed  by  a  rubber  strip  covered  with  a 
fiexible  strap  fastened  to  the  lower  part  of 
rear  box  and  secured  by  a  thumb  nut  to  the 
upper  part  of  box. 

The  rear  support  of  the  case,  which  is  held 
on  by  the  axle  nut,  is  a  metal  strip,  whose 
ends  are  turned  at  right  angles  and  are 
slotted  to  receive  the  screws  that  bind  it  to 


the  case.  The  slots  allow  for  quick  and 
exact  alignment  of  the  case  at  the  rear,  and 
also  for  the  complete  removal  of  the  rear 
support  when  rear  axle  nut  is  off.  An  ad- 
justable system  of  clamps  that  are  adapted 
to  various  sizes  of  tubing  and  adjustable  as 
to  length  attach  front  box  to  frame.  The 
ends  of  these  braces  are  slotted  and  allow 
of  alignment  of  front  of  case. 

Noiselessness  is  secured  by  a  novel  ar- 
rangement of  pads  in  the  chain  runs. 

A  mica  window  in  the  lower  chain  run 
gives  a  constant  view  of  the  chain,  and  may 
be  unscrewed  for  the  application  of  lubri- 
cant. W.  H.  Frost,  the  designer  of  this 
much  improved  case,  desires  to  open  nego- 
tiations for  having  it  manufactured.  His  ad- 
dress is  2933  Prairie  avenue,  Chicago. 


The  Cycle  Age  and  Trade  Review 


207 


SSSS*SSSSSSSSS*SS*S********SSS***S**S***^SSS^ 


t 
Jt 


PRICES  LOWER-QUALITY  HIGHER 

WE  CHALLENGE  THE  WORLD  TO  PRODUCE  BETTER 
BICYCLES  AT  ANY  PRICE  ^^^^^^^^^^^^^ 


rionarchs 


WILL  BE  SOLD  EXCLU- 
SIVELY THROUGH 
OUR  REGULAR  LOCAL 
AGENTS.  J-  ^  J- 


Our  List 


IS  ATTRACTIVE  AND  OUR 
NET  PRICES  LOWER 
THAN  THOSE  OFFERED  BY 
ANY  MAKER  OF  BICYCLES 
OF  EQUAL  MERIT. 


Mr.  Dealer- 


Drop  us  a  line  and  if  located  in  open  territory  we  can  make  you  an  in- 
terestingf  proposition.    1899  Catalog^ue  ready  January  1st. 


RIDE  A  MONARCH  AND  KEEP  IN  FRONT 


NEW  YORK,    HAMBURG, 
LONDON. 


Monarch  Cycle  Mfg.  Co.,  Lake,  Haisted  and  Fuiton  streets,  Chfcago. 
SaSSSSSSSSSSSSSaSaS^SSS^S^SS^SSSSS* ********** 


t 
s 


Decalcomania  Name  Plates... 

and  Their  Ever  Increasing  Use 


■viv  B ITHIN  the  past  few  weeks  there  has  been  a  marked  increase  in  the  demand  for  transfer  name  plates  for  bicycles.  Quite  a  num- 
#  #  I  ber  of  the  large  manufacturers  and  jobbers  have  placed  orders  with  us.  Nearly  every  manufacturer  is  gradually  tending 
B  A  I  toward  the  use  of  a  trademark,  that  is  to  be  noted  by  an  inspection  of  the  '99  catalogues  now  being  distributed  to  the  trade. 
^^^^  Manufacturers  who  have  been  jSguring  for  name  plates  and  receiving  designs,  realize  that  to  bring  out  a  name  plate  in  nice 
^^  style  colors  are  necessary.  Of  course  the  use  of  a  metal  name  plate  precludes  the  use  of  colors.  Naturally  the  manufacturer 
who  is  adopting  a  trademark  wants  to  see  it  in  first  class  style.  A  transfer  is  really,  therefore,  the  only  plate  he  can  use  to  secure  a  per- 
fect blending  of  colors  in  his  trademark. 

The  fact  that  the  use  of  color  is  of  course,  the  first  and  most  important  point  in  favor  of  the  use  of  a  transfer,  is  not  all  there  is  in 
favor  of  the  transfer.  There  are  other  important  advantages  in  the  use  of  such  a  transfer;  you  can  secure  a  finer  design  for  less  money 
than  with  a  metal  name  plate;  a  metal  name  plate  can  be  taken  off  by  any  dealer  or  rider,  in  fact  is  jerked  ofi",  or  falls  off  of  most  wheels 
after  being  ridden  any  length  of  time;  a  rider  cleaning  a  wheel  finds  the  cleaning  rag  constantly  catching  in  the  name  plate.  Then  again 
the  melal  plate  naturally  tarnishts  very  easily  and  presents  an  exceedingly  shoddy  and  dirty  appearance,  no  matter  how  bright  and 
flashy  it  was  when  shipped  from  the  manufacturer.  It  shows  up  very  dirty  atter  a  short  time  under  the  average  rider's  care.  On  the 
other  hand  the  points  in  favor  of  a  transfer  name  plate  are  first  and  foremost,  the  beauty  of  the  design ;  as  the  name  plate  is  transferred 
under  the  enamel  it  remains  bright  for  a  long  time,  then  again  the  transfer  lying  under  the  enamel,  close  to  the  surface,  presents  no 
obtruding  edges,  and  cleaning  the  frame  is  made  easier.  The  transfer  name  plate  cannot  be  shaken  or  taken  off,  without  marring  the 
finish,  which  no  rider  will  do. 

A  constantly  increasing  field  for  the  use  of  a  transfer  name  plate,  is  that  of  the  dealer  and  jobber.  We  are  selling  large  numbers 
of  name  plates  to  small  dealers  and  jobbers,  who  have  had  designs  made,  and  instead  of  "Made  By"  in  the  name  plate,  they  have  used 
the  words  "Sold  By"  or  "Eepaired  By".  This  is  an  excellent  advertising  medium,  and  we  should  like  to  hear  from  all  the  jobbers  and 
dealers.     We  will  submit  designs  free  of  charge,  and  further  more  will  accept  orders  for  from  fifty  name  plates,  on  up. 

Write  for  samples  and  prices,  and  also  for  catalogue  of  our  '99  line  of  high  art  frame  decorations. 


THE  nEYERCORD  CO.,   Inc. 

AFIERICAN   HANUFACTURERS,  GUARANTEED   DECALCOHANIA   TRANSFERS, 


ST.  LOUIS  OFFICE: 

621  Holland  Bldg. 


Main  Office:     Chamber  of  Commerce  BIdg.,  CHICAGO,  ILL. 


NEW  YORK  OFFICE: 

805  5t.  James  BIdg. 


208 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


MILLER'S  DOUBLE  VICTORY 


Chicago  Gripman  Wins  Six-Day  Race  and  Becomes 
a  Happy  Groom — A  Pretty  Romance. 


New  York  City,  Dec.  12. — Cupid,  Mer- 
cury and  Hymen  made  Madison  Square 
Garden  a  temple  unto  themselves  on  Sat- 
urday afternoon,  wlien  C.  W.  Miller  won 
for  himself  a  bride,  the  world's  142-hour 
championship,  $1,700  in  purse  money  and 
various  valuable  incidental  emoluments 
at  the  conclusion  of  the  six-days'  grind. 

Pat  Powers  had  developed  an  un- 
quenchable match-making  mania  early 
in  the  week  and  set  out  forthwith  to 
overcome  the  seemingly  insurmountable 
obstacles  to  his  suddenly  inspired  scheme 
of  wedding  Charley  Miller  to  his  pretty 
Chicago  sweetheart.  Miss  Genevieve  Han- 
son, who  had  been  applauding  the  con- 
queror of  her  heart  all  the  week,  there  in 
the  hour  of  his  triumph. 

Just  before  5  o'clock  in  the  afternoon 
the  brass  band  "choir"  broke  into  the 
wedding  march  and  a  "congregation"  of 
five  thousand  into  cheers.  The  bride  in 
a  bewitching  dove-colored,  fur  trimmed, 
afternoon  costume,  leaning  on  the  arm  of 
Arthur  Gardiner,  the  best  man,  wended 
her  way  through  a  crowded  aisle  to  a  box 
decorated  with  flags  and  flowers — the 
altar  of  the  ceremony.  Across  the  home- 
stretch were  drawn  up  the  eleven  other 
contestants,  who  had  called  off  the  cy- 
cling contention  for  the  moment  in  honor 
of  the  occasion. 

Then  came  the  gallant  groom  in  after- 
noon garb  of  flowing  bath  robe,  soon 
cast  aside  and  leaving  him  standing  in 
full  racing  togs  of  many  colors.  Alderman 
Wentz  performed  the  ceremony  with  due 
solemnity  and  then  the  great  throng 
burst  into  cheers  as  the  groom  gallantly 
saluted  the  cherry  lips  of  his  bride. 
"Dutch"  Waller  made  a  wild  dash  across 
the  track,  shook  Miller's  hand  and  landed 
a  resounding  smack  on  Mrs.  Miller's 
m.outh.  Arthur  Gardiner  claimed  a  best 
man's  privilege  and  Tom  Cooper  respond- 
ed readily  to  the  bride's  invitation  to  do 
likewise. 

Miller  quickly  mounted  his  bicycle  and 
rode  off  on  his  wedding  journey,  leaving 
his  bride  behind  thus  quickly  deserted. 
His  ride  from  here  on  was  to  down  the 
records.  The  old  figures — 1983  miles — 
were  wiped  out  at  about  6:30  and  at  7:41 
he  had  completed  his  2,000th  mile. 

The  last  hour  the  twelve  men  still  in 
the  race  were  on  the  track,  all  shaved 
and  dressed  in  clean  suits  for  the  occa- 
sion, and  all  marvelously  free  from  signs 
of  the  "torture"  so  vividly  portrayed  by 
the  yellow  journals.  At  10  o'clock  the 
outfit  paraded  in  the  order  of  the  finish 
and  were  cheered  separately.  The  score 
was  as  follows: 

Miles.  Lps.  Miles.  Lps. 

Miller 2,007         4     Aronson  .    ..1,729         5 

Waller 1,985         2     Nawn 1,721         7 

Pierce 1,906         7     Forster  .    ...1,668         8 

Albert 1,822         6     Stevens  .   ...1,519         8 

Gimm 1,782         2     Hale   1,502         2 

Lawson  .  ...1,757         6     Julius 1,166         7 

The  record  by  each  100  miles  is: 
Miles.  Leader.  Time. 

100 Frederick 4:49:00 

200 Miller  10:04:00 

300 Waller   15:30:00 

400.. Pierce  20:54:32 

500 Pierce  27:29:00 

600 Pierce  33:34:00 

700 Pierce  40:08:00 

800 Pierce  46:47:00 

900 Pierce  54:31:00 

1,000 Miller   61:05:30 

1,100 Miller   68:50:00 

1,200 Waller 76:42:00 

1,300 Miller   84:34:00 

1,400 Waller 91:48:00 

1,500 Miller   99:28:00 

1,600 Miller    105:55:00 

1,700 Miller   113:39:00 

1,800 Miller   120:51:00 


1,900 Miller    129:30:00 

2,000 Miller   139:41:05 

The  24-hour  record  was  broken  by 
Pierce,  457  miles  176  yards;  the  36-hour 
by  Pierce,  638  miles  704  yards;  the  48- 
hour  by  Pierce,  812  miles  704  yards;  the 
120-hour  by  Miller,  1,786  miles  1,584 
yards,  and  the  142-hour  by  Miller,  2,007 
miles  4  laps. 

From  the  start  on  Monday  morning 
Miller  had  9%  hours'  sleep,  Walter  8% 
hours.  Pierce  14  hours,  Albert  14  hours, 
Gimm  8%  hours,  Lawson  10  hours  and 
Aronson  18  hours.  Each  of  these  was  off 
the  track  from  three  to  six  hours  more 
than  the  time  spent  in  actual  sleep.  Al- 
bert spent  the  longest  time  off  the  track. 
In  the  142  hours  he  was  absent  22  hours. 

Fred  Schinneer  quit  long  before  the  end 
of  the  race  upon  the  request  of  his  wife 
and  the  advice  of  the  physicians.  Many 
of  the  other  contestants  were  ordered  off 
the  track  by  the  board  of  health  at  the 
suggestion  of  the  examining  doctors. 
Lawson,  who  showed  the  effects  so  badly 
in  the  middle  of  the  week,  recuperated 
remarkably  and  finished  in  sixth  place. 

It  will  be  noted  that  there  is  a  strange 
absence  of  the  names  of  the  French, 
Swiss,  Australian  and  other  foreign  riders 
among  the  leading  six  at  the  finish. 


OPPOSITION  ORGANIZED 


National  Cycling  Association  Formed  to  Control  Rac- 
ing in  the  East— Adopt  Constitution  Later. 


Bald's  Company  Goes  Broke. 

The  "Twig  of  Laurel"  company,  in 
which  E.  C.  Bald  played  the  star  part, 
has  "gone  broke"  on  the  road.  It  had 
been  out  only  a  month  and  had  been  play- 
ing one-night  stands  until  it  reached  Bos- 
ton, where  it  was  billed  for  a  week. 
Whether  the  Bostonians  failed  to  appre- 
ciate the  fine  points  of  the  play,  or  there 
was  some  reason  dating  from  further 
back,  is  not  quite  clear,  but  the  money 
failed  to  hold  out  and  the  troop  was  paid 
off  and  returned  to  New  York.  The 
Luescher-Heffron  company  of  Syracuse, 
which  was  backing  the  show  with  Bald 
as  the  other  partner,  it  is  said,  lost  in  the 
neighborhood  of  $8,000  on  the  venture. 
There  were  twenty-three  high  salaried 
persons  in  the  company.  It  is  possible 
the  play  may  be  rewritten  and  the  com- 
pany started  out  again  the  first  of  the 
year  if  any  capitalists  can  be  found  to 
back  it. 


Paris  Cycling  and  Motocycle  Income. 

In  the  sporting  budget  of  Paris  just 
prepared  for  1899,  it  is  estimated  that 
one-twentieth  of  the  tax  on  motor  vehi- 
cles will  bring  an  income  of  $8,920  and 
one-quarter  of  the  bicycle  tax  $17,500 
into  the  city  treasure.  The  bicycle  stand 
at  the  Palais  de  la  Bourse  is  cited  to  re- 
turn $300,  the  buffet  of  the  municipal 
track  at  Vincennes  $300  and  the  track  it- 
self $2,000.  Thus  the  city  anticipates  an 
income  of  $28,020  from  cycling  and  auto- 
mobiles. In  1898  the  quarter  of  the  bicy- 
cle tax  alone  returned  $28,000  to  the  city 
treasury.  The  expenditures  that  Paris 
will  make  for  cycling  are  $2,000  for  the 
Grand  Prix  du  Paris  and  $460  for  service 
at  the  municipal  track. 


Cycle  Paths  in  Belgium. 

Cycle  paths  are  reported  to  be  in  more 
general  use  in  Belgium  than  in  any  other 
country,  though  little  information  re- 
garding them  has  reached  here.  They  are 
constructed  of  stone,  brick  or  cinders  out 
of  the  proceeds  of  a  small  tax  that  is  lev- 
ied on  all  cycles  and  are  very  general 
throughout  the  country.  Their  character 
is  said  to  be  so  good  as  to  induce  many 
Europeans  to  tour  through  the  sections 
where  they  are  found. 


New  York  City,  Dec.  8. — Opposition  to 
L.  A.  W.  racing  control  took  formal 
and  aggressive  shape  at  a  meeting 
of  representatives  of  tracks,  race  pro- 
moting clubs  and  the  American  Rac- 
ing Cyclists  Union  here  to-day.  An 
organization  was  formed,  to  which  was 
given  the  name  of  the  National  Cycling 
Association,  memorable  to  old  timers  as 
the  title  of  the  cash  prize  league,  which 
first  undertook  to  formally  promote  pro- 
fessional racing.  The  tracks  and  organi- 
zations actually  represented  were  the 
Park,  Washington,  D.  C;  Hills  Grove, 
Providence,  R.  I.;  Hillsdale,  to  be  built 
at  Belleville,  N.  J.;  Waltham,  Waltham, 
Mass.;  the  New  Jersey,  Vailsburg,  N.  J.; 
Ambrose  Park,  Brooklyn,  N.  Y.;  Ameri- 
can Cycle  Racing  Association;  American 
Racing  Cyclists'  Union;  Kings'  County 
Wheelmen,  Brooklyn,  and  Quill  Club 
Wheelmen  and  Riverside  Wheelmen, 
New  York.  Letters  expressing  a  desire  to 
join  in  the  movement  were  read  from 
the  managers  of  the  following  tracks: 
Athletic  Park,  St.  Louis;  Colosseum,  Bal- 
timore; Newby  Oval,  Indianapolis,  Ind.; 
the  athletic  track,  Buffalo;  and  Tioga, 
Philadelphia. 

J.  D.  Lasley,  Washington,  D.  C,  the 
temporary  chairman,  read  an  address 
setting  forth  the  situation.  This  was 
followed  by  a  long  discussion  and  review 
of  racing  conditions,  in  which  every  one 
present  freely  gave  his  experience  and 
views  with  regard  to  league  mismanage- 
ment of  racing  matters. 

Resolutions  were  then  passed  declaring 
that  a  new  association  should  be  formed 
and  that  the  National  Cycling  Associa- 
tion was  then  and  there  organized. 

As  the  representatives  of  the  promot- 
ing clubs  and  of  some  of  the  tracks  were 
not  authorized  to  bind  their  organiza- 
tions before  reporting  to  them,  it  was 
decided  that  the  officers  elected  should 
fill  temporary  positions  until  the  adop- 
tion of  a  constitution  and  by-laws  at  an 
adjourned  meeting  to  be  held  at  the  Fifth 
Avenue  Hotel  on  January  4. 

The  election  was  practically  unani- 
mous and  resulted  as  follows:  Charles  A. 
Johnson  of  Buffalo,  N.  Y.,  president;  C. 
D.  Bloemecke  of  Vailsburg,  N.  J.,  first 
vice-president;  Fred  House,  Harlem 
Wheelmen,  New  York  City,  second  vice- 
president;  A.  G.  Batchelder,  New  York, 
chairman  of  board  of  control;  R.  F.  Kel- 
sey  of  Hartford,  Conn.,  chairman  of  dis- 
trict A,  embracing  all  of  New  England; 
Walt.  Wilson  of  Buffalo,  N.  Y.,  chairman 
of  district  B,  embracing  New  York  and 
New  Jersey;  J.  D.  Lasley,  chairman  of 
district  C,  embracing  the  southern  mid- 
dle states;  George  Bahl,  Jacksonville, 
Fla.,  chairman  of  district  D,  embracing 
the  southern  states;  and  Charles  P. 
Root  of  Chicago,  chairman  of  district  E, 
embracing  the  northwestern  states.  Tom 
Cooper  of  Detroit  was  elected  a  member 
of  the  board,  representing  the  interests 
of  the  A.  R.  C.  U.  A  committee  on  con- 
stitution was  appointed,  consisting  of  A. 
G.  Batchelder,  C.  D.  Bloemecke  and  Jay 
Eaton. 

The  constitution  and  by-laws  outlined 
in  Cycle  Age  of  December  1  will  be  re- 
vised and  submitted  for  adoption  at  the 
next  meeting. 

The  meeting  lasted  nearly  four  hours 
and  every  point  of  the  situation  received 
serious    discussion.     There   was    remark- 


The  Cycle  Age  and  Trade  Review  209 


ARE  YOU  OPEN  TO  CONVICTION? 


IF  SO,  LET  OUR   SALESMEN  CALL 
AND  SHOW  YOU  THE  ^^.^^.^t^.^* 


'99  ORIENT 


THE    WHEEL    ITSELF    IS    A  CON- 
VINCING  .ARGUMENT.jt^^.^.5t.^,^.5t 


IddreTis  ALL  THAT  W  Walthaiii  FXfg.  Co. 

IS  NECESSARY....  g^  __  waitham    MASS. 


ffif  iniii>f  yp>pff<PT>f  ifyfi'ii»i'iiM'iiin»i'i»i'i*i'ii'iyi'i»P'i*p»P'>iM 


--cx) 


C^-r^dt^/^fy^^ 


210 


The  Cycle  Age  and  Trade  Review 


able  unanimity  as  to  the  general  plan 
proposed,  though  there  were  differences 
as  to  the  details. 


KEENAN'S  BOOM  LAUNCHED 


Pittsburg  nan  is  Unanimous  Choice  of  Pennsyl= 
vanians — State's  Delagates  Uninstructed. 


Philadelphia,  Dec;  12. — At  the  annual 
meeting  of  the  board  of  officers  of  the 
Pennsylvania  division  last  Saturday  the 
boom  of  Vice-Consul  Thomas  J.  Keenan, 
Jr.,  of  Pittsburg,  for  next  president  of 
the  L.  A.  W.  was  officially  launched  by  a 
resolution  offered  by  Mr.  Knapp  and  sec- 
onded by  George  D.  Gideon,  presenting 
his  name  as  Pennsylvania's  candi- 
date. Mr.  Keenan  was  present,  and  was 
evidently  gratified  when  the  resolution 
was  unanimously  adopted. 

Among  other  interesting  items  in  Chief 
Consul  Boyles'  report  was  the  showing 
made  in  the  matter  of  legal  protection  to 
League  members  during  the  year,  when 
of  the  277  cases  handled  but  11  were  de- 
cided adversely. 

Secretary-Treasurer  Collins'  report 
showed  that  the  Pennsylvania  division, 
unlike  those  of  Massachusetts,  New  York 
and  other  big  states,  had  met  all  its  finan- 
cial obligations  and  still  had  a  snug  bal- 
ance on  the  right  side  of  the  ledger. 

The  anticipated  resolution  in  favor  of 
the  League  abandoning  racing  control 
was  not  forthcoming,  and  the  forty-seven 
Keystone  State  delegates  will  go  to  Prov- 
idence uninstructed  on  that  auestion. 

For  the  first  time  in  the  history  of  the 
National  Assembly  Pennsylvania  will 
have  a  larger  delegation  than  New  York 
—47  as  against  46.  A  majority  of  the 
total  vote  will  be  132,  which  augurs  well 
for  Keenan's  chances,  while  to  carry  an 
amendment  to  the  constitution  176  votes 
will  be  necessary,  which  seems  to  indicate 
that  a  motion  that  the  League  abandon 
the  control  of  racing  will  have  an  exceed- 
ingly hard  time  in  passing. 


Minnesota  Votes  for  State  Aid. 

Minneapolis,  Dec.  12.— One  of  the  ques- 
tions before  the  voters  at  the  recent  elec- 
tion in  this  state  was  a  proposed  amend- 
ment authorizing  state  aid  for  building 
wagon  roads.  The  returns  are  all  in, 
with  the  exception  of  Watonwan,  St. 
Louis  and  Lyon  counties.  The  vote 
stands  65,041  for  the  amendment  and  36,- 
466  against.  The  question  has  been 
raised,  however,  whether  or  not  the 
amendment  carried,  as  the  vote  in  favor 
of  the  measure  is  short  of  a  majority  of 
all  the  votes  cast  in  the  election.  A.  B. 
Choate,  the  attorney  and  one  of  the  lead- 
ing L.  A.  W.  members  of  the  state,  holds 
that  it  has  carried.  The  act  submitting 
the  measure  follows  the  language  of  the 
constitution  as  to  the  necessary  majority, 
and  reads  as  follows:  "If  a  majority  of 
the  voters  present  and  voting  shall  vote 
in  favor,  etc.,  it  shall  take    effect    and 


force,  etc."  This  language,  Mr.  Choate 
holds,  has  been  construed  by  the  Supreme 
Court  in  a  case  where  the  amendment  to 
the  constitution  submitted  at  a  general 
election  received  less  than  half  the  num- 
ber of  votes  cast  for  governor,  which 
held  that  since  the  amendment  received 
a  majority  of  the  votes  of  those  who 
voted  on  the  measure,  it  was  immaterial 
that  the  votes  in  favor  of  the  amendment 
were  not  a  majority  of  the  votes  cast  on 
some  other  question  submitted  at  the 
same  election. 

BANKER  TAKES  LARGE  PRIZES 


Popular  American  Wins  at  Hontpellier  and  Breziers 
from  Second  Raters— Shows  Good  Form. 


George  Banker  has  shown  an  evident 
return  to  good  form  by  winning  several 
big  first  prizes  recently,  though  the  victo- 
ries lose  somewhat  of  their  honor  by  the 
fact  that  he  was  not  pitted  against  any 
of  Europe's  best  men  in  the  races.  He 
won  the  2,000-  meter  Grand  Prix  at  Mont- 
pellier,  France,  by  more  than  twenty 
lengths,  November  24,  on  a  slippery  track. 
Tommaselli  ran  second  and  Cambelles 
third.  Banker  took  the  lead  from  Cam- 
belles  at  the  bell  and  sprinted  away 
splendidly  on  the  last  turn,  much  to  the 
surprise  of  Tommaselli. 

The  first  prize  of  1,000  francs  in  the 
Grand  Criterium  du  Midi  run  at  the  big 
race  meet  in  Berziers,  France,  November 
27,  was  also  won  by  Banker.  In  the  first 
heat  of  1,000  meters  the  American  led  all 
the  way  and  won  easily  by  half  a  wheel. 
Tommaselli  and  Geo  qualified  in  their 
heats  and  Leynand  qualified  in  the  con- 
solation heat.  In  the  3,000-meter  final 
Banker  took  the  lead  a  lap  and  a  half 
before  the  finish  and  balked  every  at- 
tempt of  his  opponents  to  jump  him,  but 
in  the  sprint  Tommaselli  made  a  des- 
perate effort  and  ran  the  American  al- 
most a  dead  heat  at  the  tape. 

Banker  also  won  the  333-meter  heats 
against  time  in  :24  3-5,  with  Tommaselli 
second  in  :25  2-5. 

Geo  and  Merle  defeated  Banker  and 
Tommaselli  by  a  wheel  in  the  3,000-meter 
tandem  event  in  9:30. 


NEWS  IN  BRIEF. 

Buffalo  is  making  strenuous  efforts  to 
secure   the    League   meet   next    summer. 

A.  A.  Zimmerman  does  not  Intend  to  re- 
turn to  the  track,  but  will  be  joined  by  his 
brother-in-law,  Joe  McDermott,  in  the  man- 
ufacture of  bicycles. 

The  Touring  Club  of  France,  during  the 
year  ending  September  30,  1&98,  added  $32,904 
to  its  treasury.  Receipts  of  the  club  were 
$119,574  and  expenditures  $86,669. 

John  E.  Wing,  San  Jose,  Cal.,  on  Decemi- 
ber  4,  broke  Wilbur  Edward's  quarter- 
mile  record  of  :24  2-5  made  in  '94  on  the 
straight  away  of  a  mile  horse  track. 
Wing's  trial  was  made  on  a  circular  track 
and  his  time  was  :24  flat.  Other  records 
secured    by    Wing    were    the    third-mile    in 


:34,  the  half  in  :52  2-5,  and  the  two-thirds 
in  1:11  2-5,  all  previously  held  by  George  P. 
Fuller. 

Some  of  the  New  York  women  members  of 
the  League  have  recommended  to  Chief  Con- 
sul-elect Beldlng  the  formation  of  a  woman's 
L.  A.  W.  consulate  in  that  state. 

The  Associated  Cycling  Clubs  of  Montreal 
has  forwarded  an  application  to  the  C.  W.  A. 
for  the  Dominion  meet,  to  be  held  in  that 
city  under  the  auspices  of  the  clubs  in 
1899. 

Charles  Harden,  the  once  celet  rated  Eng- 
glish  record  man,  has  abandoned  the  track 
and  will  soon  open  a  soft  drink  and  paper 
stand  in  his  little  town  of  Putney. 

It  is  reported  that  two  new  tracks  will 
be  built  in  New  York  next  year  to  be  run 
under  League  control  in  opposition  to  the 
Manhattan  Beach  and  other  tracks  now 
blacklisted  and  used  by  the  N.  R.  C.  W. 

Miller  says  he  will  probably  enter  no 
more  six-day  races,  but  will  go  after 
world's  records  behind  motor  pacing  with 
wind  shields  in  Europe,  where  he  also 
hopes  to  meet  Huret,  Rivierre,  and  Cor- 
dang. 

The  seventy  amateurs  who  competed  at 
Madison  Square  Garden  have  been  sus- 
pended by  Chairman  Mott,  who  also  fined 
the  competitors  in  the  six-day  race  $50 
each  and  placed  the  track  on  his  black- 
list under  $1,000  fine. 

An  effort  has  been  made  in  Hartford, 
Conn.,  to  govern  the  riding  of  bicycles  to 
fires,  but  the  committee  to  which  the  subject 
was  referred  reported  that  the  matter  was 
covered  by  a  state  law  controlling  nuisances 
which  could  be  enforced  to  remedy  the 
trouble. 

Tim  Hurst  of  St.  Louis  is  seeking  to 
make  arrangements  for  Powers  and  Brady, 
who  managed  the  Madison  Square  Garden 
race,  to  conduct  a  six-day  go-as-you-please 
m  the  Missouri  town  some  time  in  Janu- 
ary. Plans  for  the  Chicago  affair  are  said 
to  have  fallen  through. 

Eros  and  Prisini,  the  Italian  riders  who 
started  with  Momo  for  South  America  on 
November  14,  suffered  so  with  sea  sickness 
that  they  hastily  debarked  at  Barcelona 
and  declined  to  proceed,  forgetting  baggage 
and  everything  in  their  hurry  to  get  on  land 
agam.  Momo  continued  his  trip  to  Buenos 
Ayres. 

While  in  Paris  Jimmy  Michael  said  to  a 
reporter  for  Le  Velo,  "Two  canards  have 
been  con-stantly  going  the  round  of  the  press 
and  I  want  to  put  an  end  to  them.  First 
of  all,  I  have  never  been  married  and  have 
no  intention  of  getting  a  wife  just  yet.  Sec- 
ondly, Tom  Linton  and  I  are  the  best  of 
friends." 

Charlie  Hadfield  and  W.  F.  Sager  have 
tied  up  for  tandem  work  this  winter  and  are 
planning  to  attempt  a  mile  a  minute  on  a 
road  down  one  of  the  Orange  mountains  in 
New  Jersey,  across  from  New  York.  Both 
are  expert  on  multicycles  and  claim  to  have 
the  nerve  to  ride  that  fast,  if  the  wind  is 
favorable  to  the  undertaking. 

George  D.  Locke,  C.  W.  Mears,  F.  D. 
Valkenberg  and  Wallace  Sherwood,  re- 
spectively, chief  consuls  of  Illinois,  Ohio, 
Wisconsin  and  Indiana,  held  a  conference 
in  Chicago  Sunday  to  discuss  plans  for  re- 
cruiting the  division  membership  and  other 
matters  pertaining  to  division  affairs.  In- 
formally the  chief  consuls  declared  them- 
selves in  favor  of  the  continued  control  of 
racing  by  the  League. 


EXCLUSIVE  TERRITORY 


To  Bi-Qear  Agents  for  '99 

We  will  make  a  good  proposition  to 
responsible  dealers.  Apply  for  the 
agency  before  others  get  iu  ahead. 

BI-GEARS]REDUCED 
TO  $15.00         .        1 


The  price  has  been  reduced  to  $15,  which  is  $5  less  than  heretofore. 
We  will  exhibit  at  space  No.  94,  New  York  Cycle  Siiow,  and  he 
pleased  to  meet  old  friends  and  form  new  ones. 


"Sure  Thing"  Tire  Mender,  rubber  band 
Icit.    Postpaid,  10  cents. 


Brown-LipelGear  Co., 


SYRACUSE, 
N.  Y. 


The  Oldest  Handle  Bar  Manufacturers 


rr '0 


IT: 


in  Business 


Don't  be  misled  to  use 
^f      (T'bars  that  are  unknown 

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Ideal  ^  ^ 
Adjustable  and 
Internal 
Binder  Bars 

for  the  same  money.  Our  bars  are  made  of  the  best  seamless  tubing,  and 
the  stems  of  one-piece  forging.  All  styles.  All  bars  heavily  coppered  be- 
fore being  nickeled.  Guaranteed  the  best  finish  and  most  perfect  bar 
made.     Get  our  prices  and  circular  for  '99. 

IDEAL  PLATING  CO.,  7  Appleton  St.,  Boston,  Mass. 


The  CfCLE  Age 

And  Trade  review 


Vol.  XXII— No   8. 


CHICAGO,  DECEMBEK  22,  1898. 


New  Series  No.  57. 


FAIL  TO  DISSOLVE  THE  BOARD 


SEVENTEEN  STOCK  VOTES  SHORT 


Another  Effort  Will  be  Made   Early  in 

January  to  Disband  the 

Association. 


New  York  City,  Dec.  20. — This  was  the 
day  appointed  for  choking  the  life  out  of 
the  National  Cycle  Board  of  Trade.  The 
strangulation  was  vainlj'-  attempted. 

For  the  rope  slipped. 

Hangman  and  doctor  and  jurors  were 
punctually  on  hand.  The  pretty  steno- 
grapher wept.  The  amiable  secretary 
took  on  an  appearance  of  unutterable 
woe.  The  unobtrusive  bookkeeper  ner- 
vously fingered  his  petty  cash.  The  mas- 
sive frame  of  the  president  heaved  with 
such  sighs  as  are  suited  to  dissolution. 
The  sprightly  office  boy  was  as  dejected  in 
mien  and  air  as  a  chicken  with  the  pip. 

All  were  there  to  mourn. 

Six  Stockholders  Were  Present. 

Six  radiant  stockholders  lightened  the 
general  gloom  by  their  presence.  They 
had  heard  of  the  matinee  performance 
and  journeyed  from  Jersey  and  the  lower 
end  of  Broadway  to  see  it.  There  was  no 
throng,  no  tumult, — there  were  no  flow- 
ers save  those  of  speech. 

"Call  the  roll,  Mr.  Secretary,"  said  the 
headman,  stifling  a  sudden  gust  of  grief. 

"I  guess  we're  all  here,"  was  the  re- 
sponse. 

"Then  lock  the  doors,"  was  the  re- 
joinder. 

It  was  moved  and  seconded  that  the 
doors  be  locked,  and  the  motion  pre- 
vailed. Accordingly  the  doors  were 
locked. 

Then  it  was  moved  and  seconded  that 
the  Board  should  forthwith  be  dissolved. 

"Count  the  vote,  Mr.  Secretary,"  said 
the  president,  as  the  tears  coursed  down 
his  sunken  cheeks. 

ZZ  Short  of  Two=Thirds  Stock  Vote. 

"Seventeen  shy  of  the  necessary  two- 
thirds,"  came  the  answer. 

The  blow  almost  killed  Harry.  Harry 
is  the  ofiace  boy.  But  joy  seldom  kills. 
Harry  is  still  on  the  pay  roll. 

It  was  then  decided  that  on  January  3 
in  the  next  year  of  grace  another  hack 
would  be  taken  at  the  Board.  The  fail- 
ure to  secure  sufficient  proxies,  despite  the 
most  vigorous  efforts  on  the  part  of  the 
secretary  and  the  members  of  the  execu- 
tive committee,  has  transformed  what 
was  designed  to  be  a  tragedy  into  a  roar- 
ing comedy. 

Want  Revenue  Tax  Removed. 

Washington,  Dec.  19. — There  is  a  gen- 
eral desire  among  manufacturers  and  bus- 
iness men  that  the  stamp  taxes  required 
on  bank  checks,  drafts,  certificates  of  de- 


posit, bills  of  exchange,  and  promissory 
notes,  by  the  war  revenue  act,  should  be 
repealed,  and  a  determined  effort  will  be 
made  during  the  present  session  of  Con- 
gress to  bring  about  this  end.  Represen- 
tative Lloyd  has  introduced  in  the  house 
of  representatives  a  bill  to  repeal  that 
portion  of  the  act  covering  these  forms  of 
exchange  paper,  and  the  ways  and  means 
committee  has  the  measure  under  consid- 
eration, and  it  is  thought  that  the  com- 
mittee will  recommend  its  passage. 


NEW  ENGLAND  DEALERS  CHEERFUL 


Trade  Conditions  Have  Improved  and  Qood  Demand 
for  Chainless  flachines  is  Anticipated. 


Springfield,  Mass.,  Dec.  19. — Dealers  in 
such  New  England  centers  as  Worcester, 
Springfield,  Hartford  and  New  Haven  are 
unanimous  in  the  opinion  that  the  chain- 
less  will  have  a  good  sale  next  season. 
Because  of  the  numerous  hills  in  and 
about  Springfield,  the  tendency  toward 
chainless  bicycles  is  strong  here,  and 
dealers  report  a  large  inquiry  for  infor- 
mation concerning  this  class  of  machines. 
A  leading  Hartford  dealer,  in  conversa- 
tion with  a  Cycle  Age  representative  last 
week,  estimated  that  the  sales  of  chain- 
less bicycles  in  his  city  next  season  would 
not  be  less  than  25  per  cent  of  the  total 
sales. 

Another  Hartford  agent,  who  has  re- 
cently returned  from  a  business  trip  to 
the  principal  places  in  the  state,  is  con- 
fident that  next  season  will  be  a  good  one 
throughout  Connecticut  for  the  retail 
trade.  Business,  he  says,  is  better  in  the 
cities  than  it  was  a  year  ago,  and  in  ad- 
dition there  is  more  money  in  circula- 
tion in  the  small  towns. 

Springfield  dealers  are  congratulating 
themselves  that  there  will  be  a  consider- 
able diminution  in  the  number  of  agen- 
cies in  this  city  next  season.  The  popu- 
larity of  the  sport  in  Springfield  resulted 
in  the  opening  of  a  much  larger  number 
of  agencies  than  the  city  could  support, 
and  some  of  the  agents  have  opened  re- 
pair shops  and  given  up  the  sale  of  bicy- 
cles, while  others  have  abandoned  the 
field.  A  number  of  branch  houses  have 
been  closed,  only  two  remaining.  Branch 
houses,  with  a  few  rare  exceptions,  have 
never  paid  in  the  Connecticut  valley. 


CONTENTS. 


Cuban  Trade  Possibilities 
riore  Cycle  Show  Opinions 
Humber  Troubles  Blow  Over 
Editorial         =       =        =        =        - 
Exorbitant  Express  Rates 
Commerce  in  Foreign  Markets 
Recent  Patents  =        =        - 

Condition  of  riotocycle  Problem 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 
212 
213 
213 
215 
218 
219 
220 
222 
224 
234 


OUR   CYCLE   TRADE    IN   ITALY 


SALE  METHODS  UNSATISFACTORY 


Chicago  Firm  has  Control  of  the  Northern 

and  Central  flarkets— The 

Tire  Situation. 


Milan,  Italy,  Dec.  2. — American  manu- 
facturers could  do  a  nice  business  over 
here  if  they  would  deal  more  freely  and 
with  better  knowledge  of  the  circum- 
stances. American  machines  are  now 
very  highly  appreciated  in  this  country, 
but  some  firms  should  be  in  better  hands, 
that  is  to  say,  should  have  agents  han- 
dling only  their  goods. 

A  well  known  Chicago  firm  has  already 
got  a  firm  hold  on  the  northern  and  cen- 
tral Italian  market,  just  because  its  Ital- 
ian agent  spends  all  his  time  in  pushing 
the  goods.  Such  is  not  the  case  with  a 
large  Connecticut  firm,  which  turns  out 
a  better  machine  than  the  Chicago  house, 
because  its  agents,  besides  pushing  an 
English  machine,  are  dealing  in  and  man- 
ufacturing a  thousand  articles  for  indus- 
trial use. 

Assembling  in  Italy  is  Urged. 

Other  American  machines  could  become 
well  known  here  if  their  makers  would 
send  over  the  parts  separately  and  then 
have  a  small  shop  to  assemble  these  com- 
ponents, and  sell  the  machines  directly  to 
customers  for  cash.  By  this  method  a 
good  deal  of  miscellaneous  expense  could 
be  avoided  and  the  duty  would  be  less- 
ened. Mounted  wheels,  or  rims  with  tires 
on,  pay  like  a  full  machine.  This  is  al- 
ready being  done  by  an  Austrian  house" 
which  has  a  well  equipped  sliop  at  Turin 
to  put  up  complete  cycles  and  make  re- 
pairs of  all  kinds. 

Nipples,  spokes,  washers,  nuts,  handles, 
saddles,  bells,  spanners,  lamps,  etc.,  un- 
less of  special  pattern,  can  be  bought  here 
at  very  low  prices. 

Chance  for  Our  Tire  Makers. 

There  are  in  Italy  two  important  tire 
firms.  One  firm,  besides  manufacturing 
their  own  tires  of  cheap  qualitj'  and  sold 
at  very  low  figures,  make  tires  with  any 
trade  mark.  There  is,  thei-efore,  keen 
competition  between  tires  of  the  same 
quality  made  by  the  same  firm,  but  sold 
under  different  names,  each  of  them  be- 
ing advertised  as  the  best.  This  firm,  be- 
ing the  only  house  engaged  in  rubber 
manufacture  in  this  country,  has  a  cer- 
tain advantage. 

On  the  other  hand,  the  goods  of  the 
foreign  competing  house  are  costly  and 
not  at  all  suitable  for  a  poor  country  like 
Italy.  Many  cycle  houses  would  have 
long  ago  turned  t^eir  backs  on  this  firm 
if  they  could  have  found  a  good  tire  at  a 
reasonable  price.  Certainly  this  tire  is 
well  introduced  and  adopted  by  the  best 


212 


The  Cycle  Age  and  Trade  Review 


cycle  makers  of  Italy,  as  well  as  by  agents 
of  most  foreign  manufacturers,  except,  of 
course,  those  handling  American  ma- 
chines. 

If  a  single  tube  tire  maker  would  take 
advantage    of  this   state   of   things,   and 
would  open 'a  depot  at  once  and  sell  tires  ~ 
at  a  reasonable  price,  good  business  would 
ensue. 

Poor  Place  for  Tire  flanufacture. 

Any  tire  company  starting  business  in 
this  country  should  import  their  tires 
complete  and  avoid  the  big  mistake  of 
manufacturing,  duty  being  less  on  com- 
plete tires  than  on  parts  thereof.  Com- 
plete tires  pay  50  lires  per  100  kilos,  while 
manufactured  rubber  pays  50  per  cent  ad 
valorem.  Besides  this,  there  is  solution, 
benzine,  thread,  etc. 

Object  to  Repairing  Our  Hachines. 

American  bicycles  should  also  be  easily 
repaired.  Brakes,  cranks,  etc.,  should  be 
of  the  European  pattern,  so  that  a  cyclist 
in  Palermo  should  not  be  obliged  to  send 
a  machine  up  to  Milan  or  Turin  to  get  it 
repaired  because  the  broken  piece  is  of  too 
complicated  a  design  and  is  not  to  be  had 
anywhere  else  than  from  the  general  ajent 
of  the  machine.  Many  instances  are  on 
record  in  which  cyclists  sold  their  Amer- 
ican machines  just  because  it  was  too 
troublesome  and  expensive  for  them  to  get 
them  repaired,  and  other  instances  are 
known  in  which  cyclists  have  found  it 
best  to  change  the  rims  and  fit  them  with 
Italian  or  English  tires  because  they 
could  not  easily  replace  a  pair  of  Ameri- 
can tires.  The  roads  being  generally  very 
hilly  and  rough,  tires  should  be  very 
strong  and  the  tread  very  thick. 

Every  machine  here  must  be  fitted  with 
a  lamp  bracket,  because,  according  to  a 
new  police  regulation,  cyclists  are  fined 
if  they  have  no  bracket  and  no  light  at 
night. 


CUBAN    TRADE     POSSIBILITIES 


THE  THREE  DEALERS  OF  HAVANA 


NO  INTERNATIONAL  BANKS 


Bill  for  Their  Establislinient  in  Latin -American 
Countries  Defeated  in  Congress. 

Bicycle  houses  which  have  export  re- 
lations with  Latin-American  countries 
will  regret  to  learn  that  the  bill  provid- 
ing for  the  establishment  of  the  Interna- 
tional American  Bank  failed  to  pass  the 
national  House.  The  measure  was  skill- 
fully handled,  but  a  feeling  appeared  to 
develop  that  the  bank  might  prove  a 
dangerous  competitor  of  the  existing  na- 
tional banks  because  of  the  power  con- 
ferred to  establish  branches.  Represen- 
tatives criticised  this  provision  and  of- 
fered amendments  abolishing  the  branch 
privilege  or  extending  it  to  all  national 
banks.  None  of  the  amendments  was 
adopted.  Several  of  those  who  voted 
against  the  bill  will  not  be  members  of 
the  next  House,  where  another  effort  is 
likely  to  be  made  to  secure  its  passage. 

It  was  not  the  original  purpose  of  the 
bill  to  go  beyond  the  Latin-American 
countries,  and  it  was  only  an  after- 
thought by  which  a  provision  was  added 
that  branches  might  be  established  in 
other  foreign  countries.  The  whole  sub- 
ject is  likely  to  be  taken  up  in  the  next 
Congress  with  a  view  to  systematic  legis- 
lation and  may  be  referred  to  a  special 
commission  for  consideration  and  report. 

The  opposition  to  this  bank,  the  fear 
that  it  would  become  a  monopoly  and  fix 
the  rates  of  interest,  is  all  due  to  the 
most  ignorant  and  stupid  misconception 
of  what  a  bank  is.  It  would  be  painful 
enough  if  this  superstitious  fear  of  a 
bank  were  merely  encountered  here  and 
there,  but  to  find  it  strongly  entrenched 
in  the  House  of  Representatives  of  the 
most  intelligent  nation  on  earth  is  dis- 
couraging indeed. 


American  Bicycles  Not  Represented— Live 
Manager  Hust  Educate  the  Public- 
Time  is  Favorable. 


Havana,  Dec.  15. — After  making  in- 
quiries and  giving  close  attention  to 
everything  pertaining  to  the  bicycle, 
covering  a  period  of  two  weeks,  the  in- 
vestigator is  uncertain  whether  Cuba  real- 
ly has  a  bicycle  trade  or  not. 

A  round  up  of  all  the  bicycles  in  the 
hands  of  riders  in  this  city,  shows  three 
of  the  Dayton  pattern  of  1897  (one  held 
by  the  writer  brought  from  the  States, 
and  two  held  by  Cuban  residents  pur- 
chased in  Jacksonville,  Pla.),  and  two 
Columbias  (owned  by  a  gentleman  and 
his  wife  from  the  States,  on  duty  here 
with  the  Peace  Commission).  Besides 
the  above,  three  other  machines  were  no- 
ticed, but  they  were  so  ancient  that  it  was 
impossible  to  tell  when  or  where  they 
were  made. 

Yet  it  cannot  be  said  that  Cuba  has  no 
bicycle  trade  inasmuch  there  are  three 
bicycle  stores,  or  rather  three  stores  that 
handle  bicycles,  in  the  city.  One  of  these 
is  a  sewing  machine  agency  which  car- 
ries a  line  of  bicycles  displayed  in  the 
usual  fashion  of  the  States  at  one  side  of 
the  store;  another  is  a  notion  house, 
which  had  but  one  juvenile  on  hand,  but 
promised  to  have  a  new  stock  shortly; 
the  third  is  a  general  variety  store  in 
which  the  cycles  were  relegated  to  the 
back  part  of  the  room,  where  they  were 
accidentally  discovered  from  a  back 
street. 

Nameplates  to  Order. 

The  sewing  machine  agent  had  six- 
teen bicycles  on  the  floor  nicely  arranged. 
Business,  he  said,  was  very  slow.  There 
were  no  two  name  plates  alike  in  the  line, 
and  some  of  the  machines  had  no  name- 
plate.  "A  nameplate  goes  with  every 
wheel,"  said  the  dealer,  "but  we  wait  un- 
til the  purchaser  signifies  what  name- 
plate  he  wants  on  his  wheel.  We  have  a 
very  fine  workman  who  makes  a  special- 
ty of  that  kind  of  work.  Don't  you  think 
he  does  fine  work?" 

"But  don't  you  like  to  show  your  cus- 
tomers who  makes  the  machines?" 

"Oh,  that  makes  no  difference,  so  long 
as  we  put  a  nameplate  on  for  them." 

The  bicycles  in  his  establishment  were 
all  English  made,  none  of  them  weighing 
less  than  35  to  40  pounds.  The  dealer  was 
asked  if  he  could  ride  a  bicycle,  and  he 
answered  that  he  had  never  learned,  as  he 
could  not  afford  to  ride  one.  The  pre- 
vailing price  for  his  machines  was  $75 
gold.  He  carried  a  small  line  of  sundries 
and  had  very  limited  means  for  making 
repairs.  One  young  Cuban  complained 
bitterly  because  he  was  forced  to  pay  $2 
in  Spanish  silver  for  the  repair  of  a  punc- 
ture, but  he  could  not  repair  it  himself. 

Demand  riust  be  Created. 

The  great  trouble  with  the  Spanish 
dealer — all  the  merchants  in  Havana  are 
Spaniards — is  that  he  will  not  move  out 
of  his  way  to  make  a  sale.  The  goods 
are  in  his  store,  and  if  anybody  wants 
them  he  has  to  find  them. 

Cuba  is  today  just  about  where  the 
United  States  was  in  1892,  shortly  after 
the  safety  made  its  appearance.  The 
Cubans  and  Spaniards  are  a  pleasure  lov- 
ing people;  they  have  good  roads,  and  the 
streets  of  Havana  are  ridable,  but  the 
trouble  is  that  they  do  not  know  the  util- 
ity of  the  bicycle  and  the  pleasure  it 
gives;  and  they  will  never  know  if  it  is 
left  for  the  Spanish  merchant  to  enlighten 
them. 

Havana  is  a  city  of  250,000  people.  The 
means  of  transportation  inside  the  city 


are  limited  to  the  little  cabs,  with  a  fare 
of  20  cents  per  ride.  There  are  great  num- 
bers of  these  cabs,  and  they  all  do  a  thriv- 
ing business.  There  is  also  a  steam  dum- 
my line  and  a  horse  car  line,  both  of 
which  run  out  into  the  suburbs,  and  are 
practically  useless,  as  they  do  not  touch 
the  center  of  the  town. 

It  would  be  useless  for  manufacturers 
to  send  their  traveling  men  here  to  estab- 
lish agencies;  what  is  needed  is  for  some 
manufacturer  to  start  a  branch,  managed 
by  a  live  bicycle  man,  who  will  go  out 
among  the  people,  teach  them  to  ride,  put 
a  few  advertisements  in  the  papers,  and 
generally  stir  things  up. 

Conditions  Are  Encouraging. 

It  may  take  a  year  or  two  to  initiate 
the  people  into  the  charms  of  cycling,  as 
it  did  in  the  States,  but  Cuba  will  have 
the  advantage  of  present  rock  bottom  pri- 
ces. Another  thing  in  the  Cuban's  favor 
is  that  there  is  hardly  a  day  in  the  year 
when  he  cannot  ride.  There  is  wet  weath- 
er, it  is  true,  but  the  rains  are  not  inces- 
sant; it  may  rain  for  a  half  hour  and  in 
another  half  hour  the  roads  are  dry.  The 
weather  is  sometimes  very  warm  in  the 
sun,  but  there  is  never  a  time  that  there 
is  not  a  fine  breeze  from  the  ocean,  and 
it  never  seems  as  hot  as  the  summer 
weather  in  the  States. 

It  has  been  reported  that  two  gentle- 
men from  Jacksonville  have  been  in  Ha- 
vana looking  over  the  ground  for  the  pur- 
pose of  establishing  an  agency  for  a  well 
known  line  of  bicycles,  but  they  could  not 
be  found.  So  far  as  could  be  learned 
there  are  no  American  machines  here  for 
sale. 


AMERICAN  AND  ENGLISH  EXPORTS 


Week's  Shipments  to  North  European  Countries  Are 
Large— English  Returns  for  Ten  Months. 


Exports  of  bicycles  and  bicycle  mate- 
rials from  the  post  of  New  York  for 
the  week  ending  December  13,  are  record- 
ed as  follows: 

Bicycles.  Materials. 

Argentine    $    8,190  $  1,792 

Belgium   70  1,875 

British  G-uiana  700  20 

Australia 115 

Brit.   West  Indies 78 

Africa   9,554  395 

Brazil    2,227  15 

Brit.  Bast  Indies 3,706  177 

Germany   33,961  10,699 

Cuba   276 

Central  America  46  68 

Denmark  32,520  7,875 

Sweden    18,137  3,455 

Dutch  Guiana  155  

Ecuador   120  

Italy   75  272 

France  300  

England   215  1,778 

Switzerland   373  

Mexico  300  100 

New  Zealand  30 

Russia    100  2,839 

Peru   50  25 

Uruguay    192 

U.   S.  of  Colomibia 208 

Austria   50  

Totals $111,363  131,680 

The  total  exports  of  bicycles  and  mate- 
rials from  the  United  Kingdom  for  the 
ten  months  ending  with  November,  1898, 
are  compared  with  the  complete  returns 
for  1897  and  1896,  as  follows: 

Month—  1896.  1897.  1898. 

January  $624,435  $763,820  $480,465 

February    706,125  688,195  474,225 

March   891,875  855,830  482,245 

April    786,335  698,085  522,340 

May  798,765  697,940  434,700 

June  772,285  583,050  371,280 

July    716,755  566,850  383,475 

August   650.140  483,165  287,535 

September 683,560  430,460  316,870 

October   893,320  497,845  314.565 

November    720,600  446,410       

December    1,060,555  444,785       

Totals    $9,278,020  $7,155,645  $4,067,700 


Acetylene  cycle  lamps  are  rapidly  be- 
coming popular  in  Australia  and  large 
numbers  of  them  have  been  recently  re- 
ceived in  Melbourne. 


The  Cycle  Age  and  Trade  Review 


213 


MORE   CYCLE   SHOW   OPINIONS 


EXHIBITIONS      HELP      DEALERS 


Jlanufacturers  Still  of   Opinion  That  the 

Benefits  of  Shows  Are  Local  in 

Character. 


No  sane  tradesman  will  believe  that  the 
manufactures  are  half  so  enthusiastic 
about  cycle  shows  as  their  promoters  or 
apologists.  That  the  exhibitions  in  New 
York  and  Chicago  will  be  trading  places 
where  agents  can  select  their  stocks  to  the 
best  advantage  is  disproved  by  the  fact 
that  many  makers  will  be  conspicuous  by 
their  absence.  Still  enough  support  has 
been  promised  to  make  it  certain  that  in 
each  city  tolerably  good  counterfeits  of 
past  shows  will  be  presented. 

Letters  recently  received  on  the  sub- 
ject of  shows  are  herewith  printed: 

Shows  Are  of  Local  Benefit. 

There  is  no  doubt  but  what  a  cycle  show 
in  New  York  or  Chicag-o  would  be  beneficial 
to  the  trade  of  the  dealers  in  those  cities,  but 
from  our  experience  inj  the  past  we  are  led 
to  ibelieve  that  the  benefit  to  be  derived 
does  not  warrant  the  expense  attending  such 
an  exhibition.  It  has  been  the  custom  in 
the  past  to  dump  into  the  markets  of  these 
cities  the  'bicycles  of  defunct  manufacturers, 
which  naturally  affects  the  sale  of  regularly 
made  bicycles  at  prices  that  would  pay  a 
profit.  Unless  we  change  our  views  in  the 
matter  very  materially  we  will  not  exhilbit 
at  either  of  the  cycle  shows  referred  to. 
The  Barnes  Cycle  Company. 

Their  Dealers  Will  Exhibit. 

We  do  not  believe  that  a  show  is  either 
necessary  or  desirable.  Neither  do  we  be- 
lieve that  it  will  rei>ay  the  cost  and  effort 
necessary  to  make  it  a  success.  In  a  local 
show  our  dealers  may  see  fit  to  take  part, 
but  we  will  not  be  directly  represented  in 
any  of  them. 

National  Cyxle  Mfg.  Co. 

Favors  a  Trade  Convention. 

Cycle  shows  operated  locally  at  reasonable 
expense  to  the  exhibitor  are  undoubtedly 
valuable  to  the  adjacent  trade,  and  should 
be  encouraged  till  such  time  as  some  radical 
chang-e  may  ensue  in  the  cycle  trade  gener- 
ally. Such  a  show  is  for  the  puhlic  and  in 
the  interest  of  the  retailer. 

Regarding  shows  from  the  view  point 
of  manufacturers  or  national  jobbers,  the 
very  success  of  the  effort  to  interest  the 
public  is  a  bar  to  the  proper  issue  and  effect 
of  the  exhibition.  Manufacturers  have  felt 
it  incumbent  on  themselves  to  make  display 
commensurate  with  their  trade  importance; 
hence  they  have  been  led  into  expense  which 
might  be  comipared  with  g-unning  for  snipe 
with  an  eight  'bore. 

The  trade  cycle  show  should  be  confined 
to  the  trade  exclusively,  and  operated  with 
the  purpose  of  obtaining  the  greatest  results 
with  the  smallest  expense.  The  meeting 
should  embody  as  a  vital  feature  the  get- 
ting together  of  all  connected  with  the  trade. 
Mutual  acquaintance,  information  and  nego- 
tiation should  ibe  the  general  features,  while 
exhibition  of  samples  would  spread  the  goods 
before  all  interested.  Agents  and  jobbers 
wcyuld  naturaUy  be  present,  and  the  public 
would  he  excluded.  This  exhibition  could 
take  place  in  any  large  hotel,  the  parties  at- 
tending showing  samples  in  their  own  rooms, 
which  could  'be  secured  contiguous  to  one 
another.  W.  W.  Stall. 


Decision  Under  Universal  Contract 

Buffalo,  Dec.  19. — Supreme  Court  Jus- 
tice Titus,  sitting  in  equity  term  last 
Thursday,  handed  down  a  decision  that 
will  be  of  interest  to  dealers  who  sell  bi- 
cycles on  the  installment  plan  and  un- 
der the  universal  contract  system.  The 
decision  was  a  reversal  of  a  judgment 
given  by  the  municipal  court  against  a 
Mrs.  O'Sullivan  in  a  suit  brought  by 
Sweet  &  Johonnot,  bicycle  dealers,  to  re- 
cover a  balance  due  on  a  bicycle.  The 
woman  bought  a  bicycle  of  this  firm  in 
May  on  the  installment  plan  for  $60.  She 
paid  $1-5  down  and  signed  an  agreement 
to  pay  the  balance  in  monthly  install- 
ments. She  made  no  payments  on  the 
contract  and  when  the  firm  undertook  to 
collect  from  her  she  refused  to  pay  on 
the  ground  that  the  weight  of  the  ma- 
chine had  been  misrepresented  to  her. 
The  machine   was  taken  from  her   and 


suit  brought  to  recover  the  balance  due. 
The  judge  rendered  a  decision  in  favor 
of  the  plaintiffs  for  the  full  amount.  The 
woman  took  the  case  to  the  Supreme 
Court,  where  the  judge  held  that  accord- 
ing to  the  contract  upon  which  the  bi- 
cycle was  sold  and  which  reads  in  part, 
"although  the  bicycle  hereinbefore  re- 
ferred to  shall  have  been  retaken  and 
any  payment  or  payments  that  shall  have 
been  made  thereon  shall  be  deemed  as 
the  reasonable  rental  value  of  said  bi- 
cycle," the  firm  has  all  that  is  due  them 
under  the  contract,  having  retaken  the 
goods. 


HUMBER  TROUBLES  BLOW  OVER 


INVESTIGATION    IS     ABONDONED 


INTEREST  IN  LOCAL  SHOW 


riost  of  the  Space  at  Philadelphia  Already  Taken— 
Department  Stores  and  Holiday  Trade. 


Philadelphia,  Dec.  19. — Never  before 
has  so  much  interest  been  manifested  in  a 
local  cycle  show  here  as  the  tradesmen 
and  bicycle  public  are  now  showing  in 
the  exhibition  to  be  held  in  this  city  dur- 
ing the  week  of  February  18  to  25.  For- 
mer local  shows,  as  a  rule,  have  been  held 
much  too  early  and  it  is  probably  owing 
to  the  comparative  lateness  of  the  com- 
ing exhibition  that  the  local  dealers  and 
out-of-town  manufacturers  are  of  the 
opinion  that  money  invested  in  it  will  be 
well-spent  as  the  local  riding  season 
usually  opens  the  first  Sunday  in  March. 
According  to  President  "Pop"  Brewster, 
of  the  local  cycle  board  of  trade,  75  per 
cent  of  the  200  spaces  have  already  been 
engaged  while  the  opening  is  two  months 
away. 

The  insidious  methods  of  department- 
store  competition  are  well  exemplified  by 
the  following  remarks  of  the  manager  of 
the  bicycle  department  of  one  of  Phila- 
delphia's largest  general  merchandise 
houses: 

"I  venture  to  say  that  we  are  doing 
more  holiday  business  than  many  con- 
cerns handling  only  bicycles,  and  which 
are  making  a  feature  of  the  holiday  trade. 
For  instance,  we  have  recently  booked 
many  orders  for  bicycles — intended  for 
Christmas  presents — from  old  customers 
having  monthly,  bi-monthly  or  tri-month- 
ly  accounts.  No  interest  is  charged  by 
us,  whereas  if  a  customer  of  ours  had 
gone  to  a  bicycle  store  and  bought  a  $50 
wheel,  he  would  have  been  compelled  to 
pay  cash,  or  a  bonus  of  $5  if  he  asked 
for  time.  Many  of  our  customers  have 
tumbled  to  this  fact,  and  have,  besides, 
told  their  friends,  who  have  opened  ac- 
counts with  us,  for  the  sole  reason,  I 
truly  believe,  of  getting  a  bicycle  on  time 
without  being  compelled  to  pay  a  bonus. 
The  majority  of  these  people  could  just 
as  readily  pay  cash,  but  for  some  reason 
they  prefer  to  take  their  time  and  save 
their  $5  besides.  We  profit  in  the  long 
run,  however,  by  reason  of  the  other 
goods  we  sell  these  time  buyers." 


Hampshire  Cycle  Co.  Retires. 

Northampton,  Mass.,  Dec.  19.  —  The 
Hampshire  Cycle  Company  of  this  city 
will  close  out  its  business.  The  action 
was  not  compulsory,  but  was  taken  in  the 
belief  that  the  manufacture  of  bicycles 
will  not  be  profitable  in  the  future,  ex- 
cept to  companies  which  have  large  capi- 
tal. The  company  was  organized  in  1895 
and  its  output  has  borne  a  good  reputa- 
tion. The  company  has  been  well  man- 
aged and  its  retirement  will  throw  a  con- 
siderable number  of  men  out  of  employ- 
ment. The  stock  of  the  company  was 
held  principally  by  residents  of  North- 
ampton. 

A  company  with  a  capital  of  $40,000  has 
been  started  at  Milan  for  establishing  a 
public  service  of  motor  cabs. 


Martin   Rucker   Gives  Security   for   His 

Heavy  Overdraft — Small  Sum 

Carried  Forward. 


The  poll  of  the  shareholders  taken  at 
the  meeting  of  the  Humber  Cycle  com- 
pany held  in  London  on  December  3  for 
that  purpose,  resulted  in  the  defeat  of  the 
motion  adopted  at  the  meeting  of  direct- 
ors held  on  December  8  to  appoint  a  com- 
mittee of  investigation  to  inquire  into  the 
company's  affairs,  and  into  the  acts  of 
Managing  Director  Rucker.  The  majority 
of  shares  voted  in  opposition  to  the  mo- 
tion was  42,536.  The  annual  report,  which 
showed  a  general  decline  in  business  of 
the  company,  was  adopted. 

Serious  Reduction  in  Profits. 

The  report  of  the  directors  of  the  com- 
pany states  that  they  very  much  regret 
the  serious  reduction  in  the  profits,  which 
is  owing  to  the  falling  off  in  sales.  In 
order  to  meet  this  condition  of  affairs, 
various  economies  have  been  effected  in 
the  working  expenses,  and  the  directors 
intend  to  still  further  pursue  this  policy 
during  the  current  year. 

The  accounts  show  that  the  trading 
profits,  after  discharging  working  and 
management  expenses  and  making  pro- 
vision for  bad  and  doubtful  debts,  and 
with  balance  brought  forward  from  last 
year,  make  a  total  of  $127,305.  From  this 
has  to  be  deducted  directors'  remunera- 
tion, law  costs,  etc.  This  leaves  a  bal- 
ance of  $100,715.  To  this  sum  the  direct- 
ors have  transferred  $10,000  from  the  re- 
serve fund  for  equalization  of  dividends, 
making  the  disposable  balance  $110,715. 

Small  Sum  Carried  Forward. 

The  balance  is  recommended  by  the  di- 
lectors  to  be  appropriated  in  the  payment 
of  interim  dividends  on  preference  and 
ordinary  shares  for  six  months,  an- 
nounced in  June  last,  and  a  further  divi- 
dend on  the  preference  shares,  making  6 
per  cent  for  the  year,  leaving  a  beggarly 
$4,465  to  be  carried  forward.  No  depre- 
ciation has  been  allowed  on  the  machin- 
ery, etc.,  owing  to  the  exceptionally  bad 
year. 

Security  for  Rueker's  Overdraft. 

With  reference  to  the  paragraph  of  the 
auditors'  certificate  (in  which  the  audit- 
ors point  out  that  the  managing  director's 
commission  account  was  overdrawn  to  the 
extent  of  $12,895),  the  directors  ex- 
plain that  the  remuneration  of  the  man- 
aging director  is  dependent  largely  upon 
the  result  of  the  trading.  It  has,  conse- 
quently, been  the  custom  for  him  to 
draw,  from  time  to  time,  sums  on  ac- 
count of  commission  on  profits,  which  he 
continued  to  do,  although  on  a  reduced 
scale,  during  the  past  year.  Owing,  how- 
ever, to  the  unexpectedly  large  decrease 
in  the  profits,  it  was  found,  upon  arriving 
at  the  result  of  the  year's  working,  that 
his  commission  account  was  overdrawn 
by  the  amount  named.  The  directors  are 
pleased  to  state  that  security  has  been 
given  for  this  amount. 

To  riake  Motor  Vehicles. 

As  foreshadowed  last  year,  certain  ex- 
penditure— about  $14,000 — has  been  in- 
curred in  connection  with  motor  work, 
which  has  resulted  in  the  directors  being 
able  to  place  Humber  motors  on  the  mar- 
ket, and  it  is  expected  that  a  consider- 
able trade  may  be  done  in  connection 
therewith  in  the  future. 

A  large  number  of  new  agents  have 
been  secured,  and  thej'  have  confidence 
in  the  current  year's  accounts  showing 
much  more  favorable  results. 


214 


The  Cycle  Age  and  Trade  Review 


Crescent  Juveniles 

WITHOUT  A  COMPETITOR 

Miniatures  of  full  size  Crescents  in  outline,  style  and  construction. 


FLUSH    JOINTS 

TWO-PIECE    CRANK    AXLE 


LARGE    SPROCKETS 

HANDLE    BAR    POST    EXPANDER 


$25 


$25 


MODEL  No.  3. 


The  Record  of  the  Past,  Makes  Crescents  the  Bicycle  of  the  Future 


$25 


$25 


MODEL  No.  6. 


Fitted  with  Crescent  Dunlop  Detachable  Tires. 

Light,  easy  running,  durable. 
Juvenile  Wheels  That  Can  Be  Recommended. 


CHICAGO-WESTERN  WHEEL  WORKS,  «akers-NEWYORK 


The  Cycle  Age  and  Trade  Review 


215 


THECfCLEASE 

AND  TRADE  REVIEW 

Entered  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastem  OfiBces,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries,  $6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 

Copyrighted,  1898.    All  rights  reserved. 

Everybody   in   the    trade    looks    for    a   large 

PROSPECTS       volume  of  business  in  the  coming  year.    Their 

FOR   THE         hopes  are  solidly  founded,  for  all  the  elements 

i-z-kiwiMr'  vcAn    which  conspire  to  bring  about   a   season  of 

prosperity  are  at  hand.     The  buymg  capacity 

of  the  people  is  at  the  high  point;    there  is  an  abundance  of 

money  in  the  country;  industries  which  have  languished  for  a 

long  time  are  showing  astonishing  signs  of  activity;   and,  what 

is  of  more  importance  than  all  else,  the  belief  is  current  that 

these  happy  conditions  are  not  transitory  or  illusive,  but  destined 

to  last  for  a  long  period. 

It  is  this  large  faith  in  the  future  which  sustains  makers 
and  agents  and  causes  them  to  be  cheery  in  advance  of  a  season 
that,  with  less  propitious  omens,  would  produce  alarm.  Prices 
are  low,  but  they  have  not  yet  reached  that  degree  in  descent 
where  the  industry  is  threatened  with  the  extinction  of  all  but 
the  rich.  There  is  still  a  safe  margin  in  the  manufacture  of 
bicycles  if  rash  speculation  is  closely  guarded  and  sober  judg- 
ment is  exercised  in  marketing  methods.  On  the  other  hand, 
there  are  certain  forms  of  manufacture  which  by  the  friction  of 
competition  have  become  so  worn  that  the  profits  are  miscro- 
scopical.  The  whole  trade  is  aware  of  the  difficulties  which  beset 
pedal,  hub,  and  small  parts  makers,  particularly  when  they 
seek  the  custom  of  people  producing  cheap  bicycles.  On  the 
whole,  however,  the  manufacturing  end  of  the  business  is  in 
sound  condition.  Goods  are  sold  earlier,  more  safely  and  in 
undiminished  quantity  in  the  home  market,  while  abroad  they 
are  in  strong  and  increasing  demand. 

The  agents,  who  are  in  sympathetic  mood  with  the  makers  at 
all  times,  have  a  surprising  confidence  in  their  ability  to  make 
headway  next  season.  So  far  from  being  discouraged  at  the  low 
prices  which  rule,  they  cherish  the  hope  that  the  lowered  lists 
will  provoke  an  unusually  heavy  demand.  They  are  certain  of 
selling  to  better  advantage,  both  in  the  matters  of  time  and 
profit  on  investment.  In  buying  stocks  they  have  gained  some 
valuable  experience  during  the  past  few  years.  As  business 
risks  for  the  makers  to  carry  they  are  vastly  improved,  needing 
less  and  less  help  in  the  way  of  extension  of  paper  each  year. 
Formerly  they  had  little  else  than  enthusiasm  to  offer  as  security 
for  a  bill  of  goods  consigned;  now  they  have  ratings  in  the  books 
of  the  commercial  agencies  and  are  anchored  quite  as  securely 
as  the  houses  from  which  they  buy.  They  are  alert,  cautious, 
modern. 

What    the    Cycling    Gazette — the    scavenger 

TRADE  PAPERS  among  trade  journals— says  about  the  editors 

AND  °*  *^^^  paper  is  delivered  at  a  safe  distance. 

PYfLE  SHOWS    ^^^  ^*  ^°"    ^^^"^^^s  °^  *^®  Cycle  Age  are  not 

looking  for  that  class  of  reading,  or  replies 

to  it. 

On  the  subject  of  national  cycle  shows  the  Gazette  says: 
"The  satisfactory  demand  for  space  and  the  widespread  interest 
the  shows  are  creating  prove  conclusively  that  the  trade  is  will- 
ing and  the  public  anxious  that  we  return  again  to  the  custom  of 
placing  the  very  newest  models  on  exhibition  for  a  week  in  the 
two  greatest  cities  of  the  country."  The  Cycle  Age  does  not  deal 
in  flimsy,  irresponsible  assertions  of  that  kind,  but  has  printed 


impartially  what  many  manufacturers  have  had  to  say  on  the 

subject,  and  the  whole  trade  knows  whether   they   are   for  or 

against  shows.     The  majority  are  against  them." 

The  Gazette  further  says: 

And  another  thing  that  strikes  us  forcibly  is  that  if  870,000  is  to  be  made  out  of 
a  cycle  show  at  which  space  is  sold  at  reasonable  rates  and  exhibitors  are  well 
taken  care  of  and  protected  against  the  ravages  of  outfitting  concerns,  wouldn't  it 
have  been  a  reasonable  and  proper  movement  for  the  Age's  editor,  while  he  was 
the  Board  of  Trade's  secretary,  to  have  taken  up  the  show  project  and  organized 
exhibitions  in  New  York  and  Chicago,  thus  at  once  benefiting  the  Board,  while 
some  reason  for  its  existence  still  remainid,  and  keeping  out  of  the  field  such 
speculative  gentlemen  as  Mr.  Sanger,  et  al.,  who  are  willing  to  supply  a  want 
and  pocket  the  earnings  or  pay  the  losses,  as  the  case  may  be? 

This  shows  very  plainly  that  the  Gazette  looks  upon  the 
Board  of  Trade  as  an  organization  which  was  called  into  exist- 
ence to  make  money  for  itself  without  regard  for  the  permanent 
interests  of  the  trade.  The  Board  held  the  more  responsible 
view  that  however  possible  it  might  be  for  its  directors  to  prey 
upon  the  weakness  of  the  trade  by  again  resorting  to  cycle  shows 
and  playing  the  part  of  the  trade  sharks  who  snatch  a  bite  here 
and  there  by  working  upon  the  mutual  misgivings  of  competitors 
for  trade,  it  was  not  in  conformity  with  its  purpose  to  rob  its 
members  for  the  idle  satisfaction  of  filling  the  Board's  ex- 
chequer. The  directors  were  not  embezzlers  of  the  trade's 
money.  Neither  did  they  want  to  take  two  dollars  from  one 
pocket  in  order  to  enrich  the  other  pocket  with  one.  They  were 
neither  lunatics  nor  embezzlers,  as  the  Gazette  would  have 
them  be. 

"The  promotion  of  cycle  shows  is  a  legitimate  business;  may 
success  attend  the  efforts  of  the  managers,"  adds  the  Gazette  in 
conclusion.  The  promoter's  "legitimate  business"  is  to  make 
money  out  of  the  cycle  trade,  not  for  it.  The  cycle  trade's  busi- 
ness is  to  make  money  for  itself.  The  majority  of  the  trade 
have  declared  that  the  two  things  cannot  be  combined.  That 
arraigns  the  show  promoter  against  the  trade.  The  Gazette  sides 
with  the  promoter  by  its  own  confession.  The  Cycle  Age  is  with 
the  majority  of  the  trade. 

Local  shows,  on  the  other  hand,  are  generally  regarded  with 
favor.    Their  value  has  not  yet  been  thoroughly  tested. 

If  the  promoter  of  national  shov/s  can  make  his  individual 
enterprise  a  success,  he  should  do  so.  That  is  his  business.  But 
the  trade  has  no  reason  whatever  for  helping  him  along  against 
its  own  interests.  A  cycle  trade  paper  has  no  business  to  help 
the  promoter  against  the  trade. 


The  daily  press  must  be  counted  among  the 

SETTING  factors  which  have  an  effect  upon  cycle  trade. 

THE  PRESS       ^^  ^^®  ti™®  its  services  were  of  great  benefit. 

ARIGHT  ^^^  attention  which  was  given  to  the  cycle 

in  the  daily  newspapers  removed  prejudice 
and  created  sales.  But  the  daily  press  blows  hot  or  cold  accord- 
ing to  the  interest  that  the  reading  public  is  supposed  to  take  in 
a  subject.  When  the  price  question  in  regard  to  bicycles  began 
to  overshadow  the  more  general  questions  of  speed  and  utility 
and  construction,  the  daily  press  made  it  part  of  its  work  to  run 
prices  down  to  an  unprofitable  level. 

When  the  novelty  of  bicycle  performance  commenced  to 
wear  off,  the  daily  press  echoed  the  voices  which  cried  the 
decay  of  the  bicycle  industry.  The  war  diverted  the 
public  to  subjects  of  more  .  momentous  importance.  It  be- 
came very  clear  that  the  bicycle  was  not  first  among  sub- 
jects for  talk.  It  is  still  of  interest,  but  nearly  everything  that 
can  be  said  about  it  has  been  said.  On  account  of  their  mutual 
competition  the  newspapers  cannot  drop  it  from  their  columns, 
but  they  are  in  trouble  to  invent  something  to  write  about  it. 
As  a  sporting  instrument  it  does  not  lend  itself  to  variegated 
writing  like  base  ball,  golf  or  other  games.  The  sameness  of  the 
pedal-sport  offers  no  inducements  to  the  word-slinger;  no  large 
class  of  readers  can  derive  special  gratification  from  being  able 
to  understand  and  explain  cycle  phraseology,  because  there  is 
none,  except  what  is  borrowed  from  the  horse  races.  Cycling  is 
too  common  to  have  a  language  of  its  own.  Thus  the  very  popu- 
larity of  cycling  operates  against  it  so  far  as  publicity  is  con- 
cerned. 

Chainless  machines  presented  a  variation  of  the  theme  for 
a  while,  but  have  already  entered  among  the  acknowledged  and 
therefore  hackneyed  facts  which  make  tiresome  reading.  Mechau- 


216 


The  Cycle  Age  and  Trade  Review 


ical  pacemaking  machines  have  given  a  little  zest  to  the  appetite 
of  the  cycle  column  readers.  But  altogether  there  is  a  danger 
of  tedium  in  those  columns,  and  tedium  is  a  mortal  sin  in  news- 
paper work.  It  is  to  avoid  this  threatening  tedium  that  daily 
newspapers  are  now  catching  at  every  straw  that  will  allow  them 
to  say  something  about  bicycles  without  causing  their  readers  to 
fall  asleep.  In  their  difficulty  they  have  found  no  line  of  thought 
so  well  adapated  for  this  purpose  as  "the  decadence  of  the 
bicycle." 

This  tendency  of  the  daily  press  it  is  which  must  be  reckoned 
Mith  as  a  factor  in  the  cycle  trade.  The  bicj-^cle  trade  requires 
no  irrelevant  publicity,  no  more  than  refiners  of  sugar  or  makers 
of  shoes.  Bicycles  are  henceforth  a  staple  article  like  watches 
or  sewing  machines.  To  make  bicycles  a  fad  again  and  to  boom 
their  sale  beyond  certain  reasonable  limits  would  be  a  hopeless 
task.  The  marvel  and  the  romance  are  no  more  shedding  luster 
over  bicycle  enamel.  Steel  tube  lightness  and  ball-bearings  are 
work-a-day  realities.  There  is  more  live  interest  in  tires  than  in 
any  other  part  of  bicycle  equipment,  simply  because  tires  are 
still  considered  imperfect. 

In  the  long  run  the  daily  press  cannot  injure  the  bicycle 
industry  by  proclaiming  the  decadence  of  the  bicycle,  but  tem- 
porarily it  can  cause  a  set-back  if  it  continues  to  distort  the 
healthy  transition  which  is  taking  place  into  a  sign  of  decay.  It 
is  in  reality  a  sign  of  strength,  but  the  public  at  large  cannot  be 
supposed  to  interpret  the  sign  with  better  understanding  than 
does  the  press  itself,  and  thousands  of  sales  may  be  lost  in  1899 
if  little  stupid  reading  notices  as  well  as  lengthy  and  grave 
articles  are  permitted  to  appear  in  print  promiscuously  bearing 
the  message  that  cycling  has  seen  its  best  days. 

More  sewing  machines  are  sold  and  used  today  than  when 
their  mechanism  and  performance  were  the  subject  of  wonder- 
ment and  comment.  More  watches  are  used  than  in  the 
"halcyon"  days  when  the  first  steps  were  taken  to  manufacture 
them  cheaply  by  automatic  machinery  and  when  half  of  the 
population  were  adepts  on  watch  "movements."  Hundreds  of 
other  articles,  the  products  of  modern  ingenuity  and  skill,  have 
been  nine-days  wonders  and  have  afterwards  settled  down  to  an 
ever-broadening  usefulness.  And  the  press  has  had  nothing  to 
say  to  discourage  people  from  purchasing  them.  That  it  has 
chosen  to  act  differently  in  the  case  of  bicycles  seems  to  be 
properly  a  condition  of  affairs  to  which  the  attention  of 
managing  editors  might  be  properly  drawn  by  the  trade.  If  each 
manufacturer  and  dealer  will  explain  to  the  press  in  his  locality 
the  harm  that  is  needlessly  and  unintelligently  done  to  the  trade 
by  the  reprinting  or  rewriting  of  articles  in  which  cycling  is 
represented  as  on  the  wane,  a  large  share  of  trade  which  might 
otherwise  be  lost  for  the  season  of  1899,  may  probably  be  saved. 


At  the  end  of  the  fiscal  year,  June  30,  1898,  the  exports  of 
bicycles  and  bicycle  parts  were  shown  by  the  government  statis- 
tics to  fall  only  slightly  short  in  money  value  of  those  for  the 
fiscal  year  of  '96-'97,  although  a  very  considerable  price  reduction 
had  notoriously  taken  place.  The  same  encouraging  condition 
is  noticed  now  by  comparing  the  exports  for  the  ten  months 
ending  October  31,  1898,  with  those  for  the  corresponding  period 
of  1897.  The  figures  are  respectively  $5,958,213  and  $6,139,844, 
and  when  the  reports  for  the  entire  calendar  year  shall  be  acces- 
sible, it  seems  almost  crtain  that  the  total  for  this  year  will  be 
found  to  come  within  $300,000  of  the  1897  mark,  or  in  the  neigh- 
borhood of  seven  million  dollars.  In  other  words,  despite  the 
steady  export  of  American  bicycle-making  machinery  and  price 
reductions  by  foreign  manufacturers,  the  American  bicycle'  has 
continued  to  make  friends  abroad.  The  number  of  them  which 
has  been  sold  in  1898  must  exceed  that  sold  in  1897  more  than 
fifty  percent,  and  when  the  healthy  and  cautious  business 
methods  are  considered  which  have  been  followed  by  our  manu- 
facturers in  the  home  market,  it  is  almost  a  certainty  that  prac- 
tically all  the  sales  made  abroad  have  been  made  at  a  good 
profit. 

Just  to  emphasize  the  reigning  conditions  in  parts  of  the 
country  which  in  other  years  have  been  regarded  as  rather 
barren  soil  for  bicycle  cultivation,  let  it  be  known  the  southern 


banks,  which  usually  have  been  large  borrowers  from  New 
York  at  this  season,  have  found  it  necessary  to  notify  depositors 
that  they  are  so  crowded  with  funds  that  interest  cannot  be  paid 
on  balances.  In  the  west  similar  conditions  have  prevailed  for 
months  past.  Two  leading  western  states  have  announced  that 
school  funds,  hitherto  much  in  request  by  borrowers,  must  now 
be  kept  unused,  because  the  legal  rate  of  interest  required  by 
statute  cannot  be  obtained.  The  western  borrower  can  now 
easily  procure  all  the  capital  he  needs  at  3%  to  4  per  cent.  In- 
deed, so  changed  are  the  times  that  those  who  were  formerly 
a7iiong  the  heaviest  western  borrowers  are  now  become  lenders. 
Thus,  in  the  state  of  Kansas,  where  up  to  within  twelve  to 
eighteen  months  the  banks  were  strained  to  the  utmost  to  do 
their  local  business,  these  same  institutions  are  now  so  abnor- 
nally  crowded  with  deposits  that  they  are  totally  unable  to  use 
their  funds  locally  and  are  eager  buyers  of  commercial  paper  in 
the  open  market.  Such  is  the  wonder  wrought  by  rich  crops  and 
good  prices  for  agricultural  products. 


Representative  manufacturers  are  noting  that  the  wholesale 
business  is  opening  earlier  than  in  any  previous  season.  Ship- 
ments of  samples  and  stock  to  agents  have  in  some  cases  been 
actually  made,  and  it  seems  that  manufacturers  in  the  light  of 
previous  experience  consider  this  brisk  determination  of  the 
agents  an  unfailing  sign  of  a  large  volume  of  business  in  1899. 
The  general  prosperity  of  the  country  undoubtedly  has  something 
to  do  with  the  fact  noted.  Coupled  with  the  low  prices  it 
brightens  the  dealer's  prospect  for  holiday  trade.  Hereto  comes 
that  it  has  been  accepted  as  certain  that  no  construction  changes 
of  great  importance  will  appear  in  1899  patterns,  so  that  early 
ordering  is  not  attended  with  risk  of  missing  a  sensational 
improvement,  and,  furthermore,  the  relations  between  agents  and 
those  manufacturers  who  have  treated  their  agents  in  a  business- 
like manner  during  this  and  previous  years  have  been  cemented 
to  a  degree  that  induces  stock  orders  where  trial  orders  and 
negotiations  were  formerly  the  rule. 


That  a  certain  article  has  never  been  sold  in  a  town,  and 
seldom  if  ever  called  for,  does  not  necessarily  argue  its  lack  of 
value  as  a  sideline.  An  occasional  sale  of  such  article  does  not 
interfere  with  other  stocks  and  helps  to  swell  the  sum  total  of 
profits.  The  solicitations  of  traveling  salesmen  should  not  be 
allowed  to  determine  of  what  a  dealer's  sidelines  shall  consist, 
local  conditions  and  opportunities  being  weighed  in  the  balance 
with  good  judgment.  Neither  is  a  visible  demand  essential  to 
the  adoption  of  novelties  in  sidelines.  Oftentimes  a  sufficient 
demand  to  make  a  particular  venture  a  success  on  a  modest 
scale  may  be  created  by  judicious  reference  thereto,  without 
additional  expense,  in  the  regular  advertising  space,  supple- 
mented by  good  store  display  and  personal  efforts. 


When  the  government  of  a  nation  signals  its  people  to  expect 
the  dawn  of  a  new  era  of  prosperity  is  the  time  to  prepare  for 
participation  in  its  bounties.  The  authorities  say  that  the  gen- 
eral exports  from  the  United  States  in  1898  will  exceed  those  of 
any  earlier  year.  Only  twice  have  the  exports  in  a  year  passed 
the  billion-dollar  mark;  in  1898  they  will  be  a  billion  and  a 
quarter.  The  imports  for  the  year  will  be  less  than  in  many 
years.  The  result  will  be  the  largest  favoring  balance  of  trade 
in  the  history  of  the  nation. 


The  Cycle  Age  and  Trade  Review 


217 


THE  KING  IN  YELLOW 


The  time  and  money  expended  by  the  dealer  in  popularizing  the  wheel  he  represents  is 
capital  invested. 

That  capital  will  return  devidends  according  as  the  bicycle  he  handles  shall  establish  its 
value  before  the  people. 

The  bicycle  is  a  machine  that  deals  with  complex  problems  of  mechanics  and  motion. 

Its  builders  must  possess  a  deep  acquaintance  with  the  possibilities  and  limitations  of 
the  art — and^  knowing  them,  must  apply  them  rightly. 

The  makers  of  Stearns  Bicycles  have  studied  the  needs  of  the  business — their  every  im- 
provement is  toward  the  simplifying  and  perfecting  of  the  bicycles  they  build. 

The  dealer  who  desires  to  maintain  a  successful  business  will  build  the  structure  of  that 
business  upon  a  good  and  permanent  foundation. 

The  agents  for  Stearns  Bicycles  have  found  in  the  wheel  they  handle  the  full  pledge  of 
its  value. 


The  trade  on  thet^j^ 
Pacific  Coast  supplied 
from  our  branch  store, 
E.  C.  Steams  &  Co., 
210  McAllister  Street, 
San  Francisco.  ^^^ 


E*  C*  Stearns  &  Company^ 

Syracuse,  N^  Y* 


The  trade  in  the  ^  ^ 
Dominion  of  Canada 
supplied  from  our  i^ 
Canadian  factory,  ^ 
E.  C.  Steams  &  Co., 
67  Adelaide  St.  West, 
Toronto,    Ontario.  <^ 


I  NEW    TESTIMONIALS     EACH    WEEK.  1 

MILNA/AUKEE  TIRES 

-PUNCTURE  PROOF 


Pneumatic 
Single  Tube 

p.  B.  Marshall,  Architect,  Milwaukee,  Wis. 

Milwaukee,  Wis.,  Dec.  1, 1898. 
Milwaukee  Patent  Punctdre-Peoop 
Tire  Co.,  Milwaukee,  Wis. 
Gentlemen:    Replying  to  your  Inquiry  as  to  my 
experience  with  your  puncture-proof  tire,  I  desire 
to  state,  that  it  has  excteded  my  expectations, 
and  has  proven  eml  lenUy  satisfactory  in  every 
respect.     This  is   the   first  season  I  have  ever 
finished  without  a  puncture.       Yours  truly, 

(Signed)      F.  B.  Marshall. 

Homestead,  Pa.,  Dec.  13, 1898. 
Milwaukee  Patent  Puncture-Proof 
Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:  I  received  your  letter  a  short  time 
ago  requesting  me  to  give  you  my  experience  with 
your  tire  the  past  season  but  neglected  to  do  so 
until  today.  I  am  n,.t  in  a  jmsition  to  give  the 
mileage  covered  while  riding  your  tires,  but  wish 
to  state  that  your  tire  has  given  the  best  of  satisfaction  and  I  appreciate 
its  fine  qualities  and  can  recommeud  it  to  any  one. 

I  have  ridden  your  tire  from  the  time  of  purchase  up  to  December  and 
have  ridden  it  through  the  yards  of  the  Homestead  Sleel  Works  over  cin- 
ders and  scrap  steel  and  other  things  of  that  nature  found  about  a  steel 
works  and  liable  to  puncture  a  tire.  I  have  not  had  a  single  puncture 
during  the  season  and  there  is  no  rider  who  has  used  a  wheel  about  the 
premises  without  receiving  one  or  more  punctures  every  week.  I  con- 
sider it  the  best  tire  made.  I  have  had  experience  with  a  great  many 
tires,  and  find  your  tire  to  be  the  only  tire  that  would  do  the  work. 


Resilient 
Easy  Riding 


Of  course,  It  is  very  hard  to  convince  people  of 
the  facts.    I  remain,       Truly  yours, 

(Signed)  Wm.  Gluck. 

DOUD  SONS  &  CO., 
rianufacturers  of  Flour  Barrels  and  Stock. 

Winona.  Minn.,  Nov.  25, 1898. 
Milwaukee  Patent  Puncture- Proof 
Tire  Co.,  Milwaukee,  Wis. 
Gentlemen:     Replying  to  your  favor  of  19th 
inst.  as  to  how  I  like  your  tires,  I  am  pleased  to 
say  that  I  like  them  very  much. 

I  have  ridden  a  pair  of  them  on  my  wheel  for 
the  past  four  or  five  months  constantly,  and  have 
never  had  a  sign  of  a  puncture,  which  is  a  great 
pleasure  in  riding,  and  I  have  no  hesitation  in 
recommending  them.  Yours  verv  truly, 

(Signed)       R.  T.  Doud. 

PETTIS  DRY  GOODS  CO. 

Indianapolis,  Ind.,  Dec.  10, 1898. 
Milwaukee  Patent  P*uncture-Proop  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:  In  giving  you  a  statement  of  my  experience  with  your 
Milwaukee  Patent  Puncture-Proof  Tires,  I  wiU  state  that  they  are  the 
best  tires  out.  Judging  from  my  experience  with  your  tire  I  do  not 
beUeve  that  it  could  be  punctured  by  ordinary  usage. 

I  ride  on  an  average  of  15  to  20  miles  every  day.  They  seem  to  run 
easier  than  other  tires  and  are  not  bo  easy  to  slip  on  asphalt  pavements. 
It  is  a  reliable  tire  and  worthy  of  great  success.       Yours  truly, 

(Signed)       Guy  Shumm,  Ass't  Advertising  Manager. 


l; 


Representatives  Wanted.        Write  for  Prices  and  Other  Information. 

MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO.,  MILWAUKEE,  WIS.,  U.  S.  A. 


J 


218 


The  Cycle  Age  and  Trade  Review 


EXORBITANT  EXPRESS  RATES 


Tradesmen  of  All  Kinds  to  Combine  and    Lower  Charges 

by  Using  Fast  Freight 


Retailers  of  bicycles,  more  than  any 
other  class  of  tradesmen,  will  welcome  the 
news  that  at  length  a  determined  effort 
is  being  made  to  compel  the  express  com- 
panies to  moderate  their  extortionate 
charges  for  carrying  goods.  The  bicycle 
makers,  too,  will  wish  the  enterprise  the 
fullest  measure  of  success,  for  though 
they  are  often  indifferent  to  the  results 
of  the  harsh  practices  of  the  carriers, 
since  they  seldom  pay  the  bills  for  trans- 
portation, yet  their  Interests  are  so  in- 
separably bound  up  with  those  of  the 
agents  that  whatever  threatens  or  im- 
proves the  fortunes  of  the  retailers  exer- 
cises a  corresponding  influence  upon  their 
own  affairs. 

Volume  of  Express  Business  Increasing. 

The  campaign  against  the  express  com- 
panies will  be  conducted  by  the  Merchants 
Association  of  New  York,  which  is  seelt- 
ing  an  equitable  adjustment  of  rates,  in 
view  of  the  increasing  volume  of  mer- 
chandise sent  by  express.  Emphasis  is 
laid  on  the  fact  that  by  reason  of  radical 
changes  in  modern  methods  of  doing 
business  express  service  has  become  in- 
dispensable to  merchants,  who  have  been 
compelled  to  ship  hundreds  of  packages 
by  express  which  formerly  went  by 
freight.  At  the  same  time  the  price  of 
merchandise  thus  shipped  has  steadily 
fallen,  while  in  general  express  rates  have 
not  decreased.  It  is  further  stated  that  to- 
day merchants  of  nearly  all  classes  are 
compelled  to  pay  from  5  to  15  per  cent  of 
of  the  value  of  goods  for  express  charges, 
where  formerly  only  a  fraction  of  1  per 
cent  was  paid.  Express  charges,  it  is  as- 
serted, are  from  three  to  more  than  200 
times  as  much  as  corresponding  freight 
charges. 

Fast  Freight  to  Supersede  Express. 

It  is  the  purpose,  therefore,  of  the  asso- 
ciation to  bend  the  energies  of  the  entire 
mercantile  class  of  the  United  States  to 
substituting  for  the  express  companies  an 
efficiently  organized  fast  freight  service, 
which  can  perform  practically  the  same 
function  as  the  present  express  companies 
at  far  less  cost  and  with  much  greater 
benefit  to  the  railroad  companies  by  whom 
the  service  is  performed,  and,  for  small 
package  service,  to  bring  about  the  sub- 
stitution of  the  United  States  postal  de- 
partment in  place  of  the  express  compa- 
nies. 

Elastic  5cale  of  Charges. 

The  association  proposes  to  show  that 
the  express  companies  sometimes  value 
the  terminal  service  as  low  as  four  cents 
for  iiidividual  shipments  and  sometimes 
as  high  as  several  dollars  for  precisely 
the  same  work.  While  they  have  a  pub- 
lic schedule  of  rates,  they  charge  what 
they  can  get,  and  under  the  stress  of  com- 
petition will  do  for  8  cents  or  10  cents 
what  they  would  otherwise  charge  from 
25  to  50  cents  for.  It  is  desirable  that  the 
express  companies  should  show  to  the  leg- 
islatures of  the  several  states  what  the 
conditions  are  that  warrant  an  elastic 
scale  of  charges,  varying  several  thousand 
per  cent  for  precisely  similar  service. 

The  "Ternimal  Charge"  Racket. 

To  let  light  into  the  "terminal  charge" 
stronghold  of  the  express  companies  the 
association  can  produce  the  records  of 
more  than  20,000  individual  shipments,  if 
necessary,  which  will  show  that  the  mar- 
ket value  of  the  terminal   services  per- 


formed by  the  express  companies,  as 
shown  by  the  rates  of  competing  local  ex- 
press companies,  is  only  about  one-half  of 
what  the  express  companies  charge.  The 
express  companies,  themselves,  under 
those  conditions  of  competition,  cut  their 
rates  one-half;  but  when  competition  does 
not  exist  their  charges  increase  in  pro- 
portion to  the  weight  of  the  package  to 
the  extent  of  several  thousand  per  cent 
for  a  service  whose  cost  is  not  increased 
in  the  slightest  degree.  To  illustrate  this 
the  railroad  companies  receive  $1.44  for 
carrying  about  100  pounds  900  miles.  The 
terminal  charges  of  the  express  compa- 
nies upon  the  same  package  are  $2.17.  It 
requires  a  high  degree  of  assurance  to  at- 
tempt to  justify  this  terminal  charge  as 
equitable. 

The  express  companies  increase  their 
terminal  charges  in  proportion  to  the  dis- 
tance traveled  by  the  package.  Can  the 
ingenuity  of  man  demonstrate  that  the 
cost  of  that  terminal  service  is  increased 
because  the  railroad  transports  that  pack- 
age one  thousand  or  ten  thousand  miles? 
riethods  to  be  Pursued. 

The  purpose  of  the  Merchants'  Associa- 
tion is  to  require  the  express  companies 
to  justify  practices  of  this  sort.  To  do 
this  it  will  shortly  have  organized,  in  ev- 
ery election  district  in  each  of  the  states 
where  it  proposes  immediate  action,  a 
committee  of  the  most  reputable  and  in- 
fluential constituents  of  the  respective 
assemblymen,  every  one  of  whom  will  be 
a  sufferer  from  the  exactions  of  the  ex- 
press companies. 

It  is  the  purpose  to  point  out  these 
abuses  to  the  legislatures,  which  are  able 
to  apply  the  cure,  and  to  organize  the 
business  interests  of  this  country,  in  ev- 
ery state  if  necessary,  so  that  the  legisla- 
tures shall  not  longer  overlook  the  evil 
effects  of  permitting  such  abuses  to  con- 
tinue undisturbed  their  pleasant  and 
profitable  occupation  of  "standing  up" 
the  public  on  the  one  side  and  diverting 
the  just  earnings  of  railroad  properties  on 
the  other. 

Railroads  Have  a  Hard  Time. 

The  association  believes  that,  as  a 
whole,  the  railroads  of  this  country  are 
not  overpaid  for  the  services  they  render 
to  the  public,  and  that  they  are  fairly  and 
justly  entitled  to  a  remunerative  rate 
upon  the  greater  portion  of  their  traflic; 
and  that  if  such  remunerative  rate  were 
established  under  such  conditions  as  to 
be  uniform  and  certain  it  would  be  one  of 
the  greatest  benefits  that  could  be  con- 
ferred upon  the  people  as  a  whole.  For 
there  is  no  greater  fallacy  than  to  be- 
lieve that  very  low  rates  of  transporta- 
tion, in  themselves  and  without  refer- 
ence to  whether  they  are  performed  at  a 
profit,  are  desirable.  It  can  easily  be 
shown  that  so  far  from  being  desirable 
they  are  a  curse. 

How  the  Trouble  Was  Precipitated. 

The  exactions  of  the  express  companies 
have  been  imposed  in  such  petty  amounts 
that  individuals  could  not  afford,  how- 
ever they  might  resent  the  imposition,  to 
resist  it;  but  the  last  straw  was  piled 
upon  the  patient  camel's  back  when  they 
undertook  to  impose  upon  shippets  al- 
ready burdened  almost  beyond  endur- 
ance the  payment  of  the  stamp  tax  re- 
quired by  act  of  congress  upon  express 
shipments.     A  similar  duty  was  imposed 


upon  the  non-prosperous  railroad  compa- 
nies, already  staggering  under  deficits  and 
insufQcient  earnings,  paying  little  or 
nothing  to  their  stockholders,  and  sup- 
plying to  the  public  a  service  of  great 
efliciency  at  rates  so  small  as  to  be  aston- 
ishing. The  railroad  companies  did  not 
attempt  to  avoid  their  just  share  of  the 
public  burden,  but  the  express  companies 
did  attempt  to  evade  and  are  still  evad- 
ing it,  and  they  were  able  so  to  do  sim- 
ply and  solely  because  by  the  oversight 
of  legislatures  which  have  set  down  their 
foot  upon  extortionate  and  prohibitory 
charges  for  transportation  service  by  pub- 
lic carriers,  the  express  companies  have 
hitherto  been  independent  of  all  legal  re- 
striction. 

Some  Curious  Revelations. 

In  conducting  this  controversy  the 
Merchants'  Association  is  circulating 
widely  a  statement  of  the  reasons  for  le- 
gal regulation  of  express  companies  un- 
der the  title,  "The  People  Against  Trans- 
portation Abuses."  A  point  is  made  on 
the  authority  of  the  last  census  that 
while  the  various  companies  were  capi- 
talized at  $55,000,000  in  1890,  their  actual 
investment  was  less  than  10  per  cent  of 
that  amount.  They  place  the  capital  of 
the  Adams  Express  company  at  $12,000,- 
000,  giving  their  investment  as  $1,128,915, 
their  8  per  cent  dividend  on  capital  stock 
thus  virtually  being  80  per  cent  on  the 
investment,  besides  having  accumulated 
a  surplus  of  $15,000,000,  of  which  sum 
$12,000,000  has  recently  been  distributed 
to  the  stockholders.  The  American  Ex- 
press company  is  said  to  have  an  actual 
investment  of  $1,276,019,  on  which  they 
pay  $1,080,000  in  dividends  annually,  in 
addition  to  accumulating  a  surplus.  The 
nominal  capital  of  the  United  States  Ex- 
press company  is  given  as  $10,000,000, 
with  an  actual  investment  of  $700,000, 
while  the  figures  of  the  Wells-Fargo  com- 
pany are  given  as  capital  $6,250,000,  on 
an  investment  of  about  $725,000. 
What  the  Railroads  Receive. 

It  is  further  shown  that  the  raili'oads 
get  only  40  per  cent  of  the  express  charge 
for  rail  transportation,  while  the  com- 
panies get  the  remaining  60  per  cent  for 
terminal  transportation,  which  after  pay- 
ing the  cost  of  the  service  is  said  to  yield 
an  annual  profit  of  150  to  175  per  cent  on 
their  actual  investment.  These  are  a  few 
of  the  reasons  given  for  requiring  a  more 
equitable  adjustment  of  rates  in  the  in- 
terest of  the  merchant  and  consumer,  and 
it  bids  fair  to  be  a  bitter  struggle  be- 
tween good  fighters  and  powerful  inter- 
ests on  both  sides. 


Parts  Jobbers  Abandon  Their  Scheme. 

New  York,  Dec.  19. — The  committee  re- 
cently appointed  by  the  local  jobbers  of 
parts  and  sundries  to  sound  the  trade  on 
the  question  of  forming  an  organization 
to  promote  harmonious  relations  between 
members  and  to  establish  a  scale  of  prices 
for  small  and  large  quantities,  reported 
last  Tuesday  that  it  was  not  feasible  to 
form  the  contemplated  association,  and  so 
the  scheme  has  been  formally  dropped. 


Bankrupted  by  Elbridge  Company. 

A  petition  in  bankruptcy  was  filed  De- 
cember 15  by  Reuben  B.  Sweet  of  El- 
bridge, N.  Y.,  who  was  formerly  connect- 
ed with  the  Elbridge  Cycle  company, 
which  suffered  financial  embarrassment. 
He  made  himself  personally  liable  for  the 
debts  of  the  company  and  has  already 
paid  a  number  of  obligations  so  con- 
tracted. He  seeks  to  be  discharged  in  the 
United  States  Court  from  the  judgments 
now  standing  against  him. 


A  promoter  is  asking  Conneaut,  O.,  peo- 
ple to  take  $20,000  of  stock  in  a  proposed 
bicycle  manufactory  at  that  place. 


The  Cycle  Age  and  Trade  Review 


219 


COnnERCE    IN    FOREIGN    flARKETS 


Hong    Kong    is    gradually 

IMPORT  becoming     an     important 

DISTRIBUTING      distributing       point       for 

POINT  American     cycle     exports. 

Within  the  last  three 
months,  the  agent  of  an  American  house 
obtained  an  order  for  1,200  sewing  ma- 
chines from  an  English  firm  and  at  the 
same  time  an  order  for  a  considerable 
number  of  bicycles.  A  careful  survey  of 
the  economic  conditions  of  Hong  Kong 
reveals  two  facts:  First,  a  general,  perma- 
nent increase  of  trade;  second,  unusual 
activity  in  mercantile  circles,  owing  to 
the  great  demands  made  on  the  local 
market  by  the  large  American  squadron 
and  army  on  this  coast. 

Our  forces  of  occupation  have  done 
more  than  conquer  a  country;  they  have 
made  an  impression  on  Asiatic  markets 
that  can  never  be  effaced.  When  our 
fleet  first  arrived  there  were  a  few  sam- 
ple cases  of  American  tinned  milk,  fruits, 
meats,  whisky,  beer,  etc.,  in  the  big  Eng- 
lish and  German  wholesale  houses.  The 
imports  from  America  were  made  up  al- 
most wholly  of  California  flour  and  Amer- 
ican kerosene.  Today  every  steamer  and 
ship  from  America  brings  cargoes  of 
American  goods.  While  their  ultimate 
destination  is  Manila,  they  are  handled  by 
European  firms  and  come  before  the  pub- 
lic in  such  imposing  quantities  that  first 
curiosity  is  aroused,  and  demand  fol- 
lows. 

Our  merchants  never  seem  to  realize 
that  Hong  Kong  (the  feeder  of  southern 
China)  is  an  absolutely  free  port,  and 
that  goods  manufactured  in  the  United 
States  come  from  a  country  in  which  a 
tariff  prevails.  If  the  American  manu- 
facturer wishes  to  compete  in  these  mar- 
kets, he  must  deduct  from  the  price  of 
his  goods  the  extra  amount  he  usually 
adds  on  account  of  this  protective  tariff. 

Now    and    again    a    trade 

LECTURING       journal  is  found  in  Eng- 

THE  land   with  suflicient  cour- 

ENGLISH  TRADE    age   to  proclaim  the   true 

state  of  the  cycle  industry 
over  there.  It  was  recently  written  that 
there  are  some  in  this  English  trade  who 
assert  that  the  demand  for  bicycles  is  on 
the  decrease,  and  that  British  manufact- 
urers are  being  beaten  by  foreign  com- 
petitors. Others,  more  optimistic,  aver 
that  the  trade  has  reached  a  certain  point 
at  which  it  will  stand  for  a  time,  and 
then  either  decrease  or  increase  in  im- 
portance according  to  the  abilities  or  en- 
terprise of  those  who  control  the  indus- 
try. Certainly,  no  one  can  look  upon 
the  almost  wholesale  reduction  in  the 
prices  of  bicycles  which  has  taken  place 
during  the  past  few  months  without  some 
feelings  of  alarm. 

One  is  inclined  to  think  that  the  lead- 
ers of  the  cycle  trade  at  length  realize 
that  the  days  of  big  profits  and  fat  divi- 
dends are  gone  by,  and,  noting  the  keen 
competition  which  is  springing  up  all 
around,  are  prepared  to  face  it  and  fight 
it,  and  sell  good  goods  at  prices  yielding  a 
profit  suflicient  to  pay  an  honest  dividend 
on  fair  capital  and  without  so  much  of  the 
swagger  and  boom  which  unfortunately 
has  been  part  and  parcel  of  a  good  per- 
centage of  the  cycle  trade  in  the  past. 
This  means  settling  down.  There  will  be 
less  braggadocio  in  the  future  than  there 
has  been  in  the  past.  There  will  not  be 
so  much  buying  of  shooting  boxes  or 
trips  to  various  resorts  on  the  Continent, 
not  -so  much  hobnobbing  and  scraping  to 
the  patricians,  but  there  will  be  a  more 
earnest  endeavor  to  work. 


English  manufacturers  are  awaking  to 
the  fact  that  too  long  have  they  neglect- 
ed foreign  buyers.  Content  with  a  big 
profit  from  local  and  comparatively  safe 
purchasers,  they  have  been  prone  to  give 
the  foreigner  the  go-by,  since  he  is  a  long 
way  off,  and  his  check  may  be  uncertain. 
They  have  neglected  to  send  out  compe- 
tent travelers  abroad,  and  have  in  ninety- 
nine  cases  out  of  a  hundred  only  dealt 
with  the  foreign  agent,  who  comes,  al- 
most on  his  hands  and  knees,  to  annual 
exhibitions,  and  has  been  invariably 
snubbed.  Trade  of  America  is  completely 
lost;  at  the  present  time  it  is  almost  lost 
in  France,  Germany,  Italy,  Spain,  Russia, 
and  other  countries  of  Europe.  With  the 
colonies  a  fair  but  a  diminishing  trade  is 
being  done  and  at  last,  now  that  the 
manufacturers  find  it  is  necessary  to  com- 
pete with  foreign  makers,  they  find  also 
they  must  give  a  larger  output,  whicli 
cannot  be  consumed  alone  by  England, 
but  which  must  be  distributed  over  the 
world. 

The  trade  has  arrived  at  a  point  of  its 
career  which  means  its  making  or  mar- 
ring. 

The  Colonial-American  Im- 
DISPLAYS  porting  company  of  Cape 
FOR  CAPE  TOWN  Town,  South  Africa,  writes 
INVITED  under  date  of  November 
8,  that  it  believes  it  is 
in  a  better  position  to  look  after  the 
interests  of  the  American  bicycle  manu- 
facturers than  any  other  party  there.  The 
company  has  men  on  the  load  looking 
after  the  trade  of  the  American  manu- 
facturers and  will  soon  open  a  permanent 
exhibition  of  American  products  and  man- 
ufactured goods  in  Cape  Town.  This  ex- 
hibition is  to  be  centrally  located  and  to 
be  made  attractive  for  visitors  so  that  it 
will  be  an  advertisement  to  all  who  ex- 
hibit. Manufacturers  will  be  charged  only 
the  actual  rent  of  the  building  divided  arc- 
cording  to  the  space  each  one's  display 
takes  up.  For  the  work  of  introducing  the 
goods  a  commission  of  5  per  cent  for  all 
goods  sold  will  be  charged.  The  Canadian 
manufacturers  already  have  such  an  exhi- 
bition there  and  are  doing  very  well.  They 
are  taking  a  lot  of  trade  that  was  once 
done  in  the  States.  This  Canadian  exhi- 
bition is  showing  some  very  fine  ma- 
chines. The  Colonial-American  company 
is  doing  all  it  can  to  hold  the  trade,  but 
it  must  have  the  support  of  the  manu- 
facturers of  the  United  States  if  the  posi- 
tion of  the  United  States  bicycles  is  to  be 
maintained.  The  makers  are  therefore  in- 
vited to  send  samples  for  exhibition  pur- 
poses, and  the  company  promises  to  give 
them  every  attention  and  to  push  sales. 

There    is    now    little    fear 
GERMAN  DUTY     that   the   German  govern- 
WILL  NOT  BE      ment     will     increase    the 
INCREASED       duty     on     American     bi- 
cycles.    It  has  once  prac- 
tically discountenanced  the  project.    The 
subject  has  been  taken  up  and  discussed 
by  the  chambers  of  commerce  at  Biele- 
feld and  Chemnitz,  and  other  important 
commercial  centers,  and  condemned.     At 
a  meeting  of  manufacturers  during  the  re- 
cent show  at  Leipsic,  a  motion  favoring 
the  change  was  suggested,  but  so  over- 
whelming was  the  opinion  that  there  was 
no  chance  of  success,  that  the  motion  was 
withdrawn.     The    German    dealers    and 
manufacturers  who  attended  the  Stanley 
and   national   shows    in    England    were 
unanimously  of  opinion  that  the  move- 
ment is  dead.  The  trade  has  heard  a  great 


deal  more  than  it  should  about  a  project 
which  had  no  chance  of  success  from  the 
start,  merely  because  the  German  manu- 
facturers kept  up  a  continual  agitation  in 
the  press. 

<:p«Pr  .T  Tur     '^^^  ^^'®^   allotted   by  the 
SPACE  AT  THE     French  government  to  the 
PARIS  American  exhibitors  at  the 

EXPOSITION  Paris  exposition  of  1900 
has  been  increased  over 
40  per  cent.  This  concession  was 
only  made  after  the  French  officials 
had  been  informed  by  our  representatives 
that  the  value  of  the  manufactures  of  the 
United  States  amounted  to  35  per  cent 
or  over  one-third,  of  the  total  value  of 
the  manufactured  products  of  the  world; 
that  our  agricultural  resources  represent 
nearly  40  per  cent  of  those  of  all  coun- 
tries combined;  that  in  railroad  transpor- 
tation the  mileage  of  the  United  States 
exceeded  that  of  the  whole  of  Europe; 
that  our  mines  produce  more  than  those 
of  any  nation  on  earth,  and  equaling 
those  of  all  Europe;  and  that  there  is  a 
steady  export  trade  of  pig  iron  to  Ger- 
many and  England;  that  the  wealth  of 
the  United  States  amounts  nearly  to  400,- 
000,000,000  francs,  or  twice  that  of  France, 
equal  to  that  of  Russia,  Austria,  Italy  and 
Spain  combined,  and  25  per  cent  more 
than  that  of  Great  Britain.  These  and 
many  other  facts,  indicating  the  import- 
ance of  our  nation  and  the  basis  of  our 
demands  at  the  exposition,  were  laid  be- 
fore them.  The  French  press  published 
the  startling  figures  presented,  and  they 
were  known  throughout  Europe.  Within 
48  hours  the  French  government  of- 
ficially requested  the  exposition  authori- 
ties to  concede  to  the  United  States  the 
demands  we  had  made.  It  was  the  great- 
ness of  our  country  that  secured  the  re- 
sults achieved. 

The  phenomenal  growth  in  our  foreign 
trade  since  1893  must  be  attributed  to 
some  extent  to  the  stimulating  influence 
of  the  World's  Fair,  which  so  conspicu- 
ously introduced  and  advertised  the  mer- 
its of  American  manufacturers  and  other 
products  to  the  world.  There  was  a  fac- 
tor at  work  to  produce  this  remarkable 
growth  in  our  foreign  trade,  which  is 
the  greatest  factor  in  all  branches  of 
trade.  This  factor  is  advertising,  and,  in 
this  instance,  advertising  in  the  most  ad- 
vantageous and  influential  manner — viz., 
by  exhibiting  our  manufactures  and  pro- 
ducts beside  those  of  other  nations.  A 
strong  stimulus  and  growth  have  also 
been  imparted  to  our  home  trade  in  every 
department  by  the  exposition  of  1893. 

If  the  Columbian  exposition  of  1893  has 
assisted  in  producing  such  results,  the 
Paris  exposition  of  1900  will  produce  far 
greater  results,  chiefly  in  our  foreign 
trade.  That  exposition  will  offer  to  ex- 
hibitors of  the  United  States  an  oppor- 
tunity to  present  their  exhibits  to  many 
times  the  number  of  foreign  purchasers 
who  visited  the  Chicago  exposition.  The 
number  of  foreigners  who  attended  our 
exposition  of  1893  did  not  probably  ex- 
ceed 100,000.  The  number  of  individuals 
not  American  who  will  attend  the  Paris 
exposition  will  probably  be  4,000,000.  Con- 
sequently the  opportunity  for  exhibitors 
of  the  United  States  to  present  their 
goods  to  foreign  buyers  at  Paris  in  1900 
is  safely  20  to  30  times  greater  than  at 
Chicago  in  1893.  This  argument  should 
be  a  most  pertinent  inducement  to  all  ex- 
hibitors of  the  United  States  to  display 
their  goods  at  the  Paris  exposition. 


220 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Soldered   Mechanical   Joint — Ball   Bearing    Roller   Gear — 
Spring  Cushioned  Handle  Bar — Automatic  Pump 


German  Mechanical  Joint. — It  is  com- 
mon in  brazeless  or  mechanical  joints  to 
use  fastening  means  which  put  a  severe 
expansional  strain  on  the  surrounding 
lug.  In  this  joint,  known  in  Germany  as 
the  "Naturverband,"  or  "natural  joint," 
no  expansive  strain  is  placed  upon  the 
lug  beyond  that  which  would  have  effect 
in  an  ordinary  brazed  joint.  The  interior 
of  the  lug  is  hollowed  out  after  the  lug 
has  been  bored.  A  tapering  sleeve  is 
driven  down  inside  of  the  tube  end  and 
by  compression  in  dies  the  tube  and  fer- 
rule are  partially  collapsed  so  that  when 
the  tube  is  placed  in  the  lug  the  hollow 
formed  by  the  collapsing  process  and  that 
made  in  the  lug  will  match  each  other, 
forming  an  open  space  between  the  tube 
and  lug  wall,  the  large  end  of  the  space 
being  toward  the  outer  end  of  the  lug. 
Small  holes  leading  to  this  open  space 
having  been  previously  drilled  in  the  lug, 
some  form  of  easily  fusible  metal  is 
poured  in  a  molten  state  into  the  space, 
forming  a  tight  joint.  Soft  solder  is  a 
suitable  metal  to  use  for  the  filling-in 
process.  The  collar  which  will  lie  around 
the  tube  in  a  finished  joint  making  it  im- 


possible for  the  tube  to  be  withdrawn  un- 
der any  circumstances  there  is  but 
little  tensional  strain  placed  upon  the 
soldering  metal  so  that  with  its  very 
slight  tensional  strength  it  is  able  to  do 
all  that  is  required  of  it.  The  joint  as 
shown  or  in  a  similar  form  is  used  by 
several  German  bicycle  manufacturers. 
In  its  original  form  an  externally  visible 
bead  in  the  tubing  indicated  the  place 
where  the  solder  was  poured  in.  The  in- 
ventor is  Reinhard  Felsche,  Magdeburg, 
Germany. 

Ball  Bearing  Roller  Gear. — The  inven- 
tion is  a  development  of  roller  gears 
such  as  are  used  to  take  the  place  of 
bevel  gears  in  propelling  chainless  bi- 
cycles and  aims  at  the  reduction  of  fric- 
tion between  the  teeth  of  the  driving 
gear  and  the  pins  on  the  pinion.  The 
driving  gear  has  the  approximate  form  of 
an  ordinary  spur  gear.  The  pinion  which 
runs  at  or  nearly  at  right  angles  to  the 
gear,  is  fitted  with  radial  studs  on  its 
periphery.  Over  each  stud  is  set  a  cup 
having  a  circular  groove  around  its  outer 
edge  to  form  a  ball  race.  A  similar  cup, 
but  inverted  in  its  relation  to  the  stud,  is 
placed  on  the  stud  above  the  first  cup,  a 
row  of  balls  having  been  placed  between 
the  two.  The  outer  face  of  the  second 
cup  is  countersunk,  allowing  the  screw 
which  binds  the  cups  to  the  stud  to  come 
flush  at  the  head  end.  The  two  cups 
when  in  place  form  a  ball  race,  which 
being  a  little  more  than  half  a  circle, 
keeps  the  balls  from  falling  out  yet  al- 


lows the  balls  to  project  enough  to  form 
the  contact  surface  with  the  driving  gear 
teeth.  The  balls  when  the  gear  is  in 
operation  will  roll  in  two  directions;  that 


is,  they  will  roll  circumferentially  around 
their  races  to  accommodate  the  motion  of 
the  teeth  of  the  driving  wheel  and  will 
roll  laterally  in  their  races  to  accommo- 
date the  motion  of  the  pinion  itself.  This 
double  motion  of  the  balls  in  a  race  which 
embraces  the  balls  for  more  than  half  of 
their  diameter  seems  bound  to  cause  the 
balls  to  slide  as  well  as  to  roll;  and  slid- 
ing balls  are  no  more  anti-friction  feat- 
ures than  sliding  teeth  or  pins.  Wear  on 
the  cups  may  be  taken  care  of  by  occa- 
sionally turning  the  cups  in  their  relative 
positions  to  each  other.  The  inventor  is 
F.  G.  D.  Holmes,  Phillipsburg,  N.  J. 

Automatic  Pump. — It  is  common  in  the 
automatic  inflator  devices  attached  to  the 
bicycle,  which  have  had  but  partial  suc- 
cess, to  have  one  or  more  pump  cells 
built  into  the  inner  tube  of  the  tire  either 
left  unsupported  or  supported  by  a  solid 
piece  of  rubber.  In  the  first  place  the 
semi-inflation  of  the  inner  tube  prevents 
the  complete  pressing  together  of  the 
pump  cell  walls,  while  the  pressure  of  air 
in  the  inner  tube  prevents  the  re-expan- 
sion of  the  cell  and  the  perfect  drawing  in 
of  fresh  air.  In  the  second  case  the  ac- 
tion of  the  pump  cell  is  hindered  by  the 
pressing    in   of    its    walls    on    increasing 


pressure  in  the  inner  tube,  and  since  the 
solid  supporting  piece  displaces  the  cen- 
ter of  gravity  of  the  wheel  from  the  axis 
successive  jars  are  caused  as  long  as  the 
pump  is  in  operation.  The  inflation  of  a 
flat  tire  by  this  process  is  slow  and  un- 
comfortable by  reason  of  the  small  de- 
livery of  the  pump  and  the  violent  shocks. 
In  order  to  obviate  these  objections  the 
inventor  places  the  pump  cell  outside  of 
the  inner  tube.  The  tube  is  contracted 
for  a  distance  at  any  point,  and  its  walls 
made  heavier  along  this  contracted  por- 
tion so  that  it  there  possesses  greater 
elasticity  than  at  other  points.  In  the  free 
space  between  the  contracted  tube  and 
the  outer  cover  lies  the  pump  cell  which 


has  at  one  end  an  opening  into  the  inner 
tube  and  the  proper  valve  for  the  dis- 
charging of  air.  At  the  other  end  of  the 
cell  is  an  opening  which  is  extended  by 
means  of  a  tube  through  the  tire  and  rim 
of  the  wheel.  The  walls  of  the  cell  are 
secured  to  the  inner  surface  of  the  outer 
cover  and  to  the  inner  tube  so  that  they 
are  automatically  extended  after  having 
been  pressed  together.  The  walls  of  the 
cell  may,  however,  be  made  to  have  suf- 
ficient elasticity  in  themselves  to  make 
unnecessary  their  attachment  to  the  tube 
and  outer  cover.  Since  the  air  which  the 
cell  contains  is  forced  through  the  deliv- 
ery valve  into  the  inner  tube  when  the 
pressure  of  the  former  is  only  a  little 
higher  than  that  of  the  air  already  in  the 
tube,  the  pumping  action  of  the  cell  is  in- 
dependent of  the  pressure  which  may  ex- 
ist at  any  time  in  the  inner  tube.  The 
elasticity  of  the  contracted  portion  of  the 
inner  tube  will  at  all  times  offer  a  certain 
excess  of  resisting  power,  so  that  the  re- 
sistance of  the  delivery  valve  will  be 
overcome  and  the  pump  cell  emptied  as 
long  as  the  tire  is  sufllciently  pressed  to- 
gether for  this  purpose.  All  these  devices 
are  of  doubtful  value,  as  the  inventors 
seem  to  be  working  on  the  wrong  prin- 
ciple. Tires  should  be  so  easily  repaired 
that  automatic  pumps  would  be  unneces- 
sary. The  inventor  is  Joseph  Kersting, 
of  Berlin,  Germany. 

Spring  Handle  Bar. — On  the  upper  end 
of  the  stem  is  arranged  a  head  plate  hav- 
ing upturned  flanges  on  its  ends.  A  sim- 
ilar plate,  though  free  and  inverted,  with 
end  flanges  which  fit  inside  the  flanges  of 
the  head  plate,  is  hinged  to  the  latter  by  a 
transverse  bolt  running  through  the  two. 
A  clip  which  hooks  under  the  front  side 
of  the  upper  plate  passes  over  the  cen- 
tral part  of  the  handle  bar  tube  and  is 
retained  by  a  screw  passing  through  its 


9/ / / // ////n^ 


ear  and  screwing  into  the  plate  under- 
neath. Around  the  center  of  the  bar  is 
a  threaded  annular  groove  the  threads  of 
which  mesh  with  the  threads  of  a  screw 
laid  in  a  groove  in  the  top  of  the  upper 
plate.  This  screw  may  be  turned  by  a 
screw-driver  to  adjust  the  tilt  of  the  bar. 
Running  downward  from  the  top  of  the 
upper  plate  is  a  bolt  with  a  nut  at  its 
lower  end  and  a  surrounding  spiral  spring 
retained  between  the  nut  and  the  plate. 
The  spring  limits  the  swing  of  the  upper 
plate  and  thus  cushions  the  handle  bar. 
The  inventor  is  W.  A.  Marbach,  Cleve- 
land.   

Another  Firm  of  Assemblers. 

The  organization  of  a  new  assembling 
company  in  Peoria,  Ills.,  is  about  com- 
pleted. A  half  dozen  workmen,  formerly 
connected  with  the  Ide  company,  along 
with  several  capitalists,  were  in  confer- 
ence recently  and  in  a  few  days  it  is  ex- 
pected the  new  company  will  be  formed. 
It  is  the  intention  to  use  the  old  watch 
factory  building  for  the  work.  It  is  ex- 
pected that  the  business  will  be  in  run- 
ning order  by  the  first  of  the  year. 


The  first   petroleum   bicycle    made   its 
appearance  in  Vienna  November  28. 


The  Cycle  Age  and  Trade  Review 


221 


TRADE 
MARK    i^ 


41 


MANUFACTURERS   ARE   FURNISHING 

Dunlop  Detachable  tires 


On  their  wheels  AT  NO  EXTRA  COST,  eitter  wholesale 
Of  reUiI..M<,J«<^^^<^ 

Agents  should  see  that  the  manufacturers  whom,  they  repre- 
sent are  among  this  number.    W^rite  us  about  it.<^<^<^<^<it<^it<^ 

1899  IS  GOING  TO  BE  A  DUNLOP  YEAR.^ae 

Cbe  Jlinerican  Dunlop  Cire  Company 

134  Eakc  Street,  Gbicaso.  Belleville,  (nortb  newarh)  n.  3.  36-3$  Combard  St.,  toronto. 


TRADE 
MARK 


INVEST  YOUR  MONEY 

where  you  can  secure 

GREATEST  RESULTS. 

In  handling 

SNELL  BICYCLES 

the  Dealer  gives 

HONEST  VALUE 


for  the  money  he  gets,  an 
can  secure 


GREATER  PROFITS 


thereby. 
An  investigation  of  the  line  Is 


CONVINCING  PROOF. 


Three  Models— Up-to-Date  POPULAR  PRICES. 
Write  for  catalogues. 


THE  SNELL  CYCLE  FITTINGS  COMPANY 

TOLEDO,  OHIO,  U.  S.  A 


yr^n^^f^^^^^  ■  I  piiipii 


■P  ■»ll«<«WJ| 


-'^H  , 


WHEELER  SADDLES 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BACK. 


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"EXTRA"  Hen's      ....     Hygienic  and  Durable.^,^ 
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THE  WHEELER  SADDLE  CO. 

1427-1457  Woodward  Ave.,  DETROIT,  MICH. 

Chicago  Distributing  Agents:    HIBBARD,  SPENCER  &  BARTLETT. 
New  York  Distributing  Agents:    HARTLEY  &  GRAHAH. 


kA«^ 


^yb^^M^^Mi^kflM 


222 


The  Cycle  Age  and  Trade  Review 


CONDITION  OF  MOTOCYCLE  PROBLE/W 


Summary  of  Progress  Made  Toward  Producing  a  nechan= 
ical  Wagon  of  Unlimited  Range 


There  is  no  doubt  as  to  the  demand  for 
mechanical  vehicles.  The  public  is  ready 
to  buy,  but  where  is  the  wagon  to  sell? 

Some  of  the  papers  say  that  this  public 
demand  for  automotors  is  due  to  the  in- 
fluence of  the  mechanical  press,  but  if 
anyone  will  look  back  for  fifty  years  he 
will  find  quite  the  same  interest  expressed 
in  automobilism  then  as  now,  and  the 
troubles  with  the  early  mechanical 
wagons  were  just  the  same  as  those  ex- 
isting today,  and  the  real  reason  that  the 
motocycle  has  not  "arrived,"  is  simply  be- 
cause it  doesn't  exist,  so  far  as  a  wagon 
of  unlimited  range  is  concerned. 

Facing  the  Situation. 

For  limited  ranges  the  electrics,  al- 
though seriously  handicapped  by  their 
weight,  are  usable  machines.  They  are 
clean,  silent,  and  powerful.  They  are 
compatible  with  that  degree  of  elegance 
which  the  American  demands.  But  25  or 
30  miles  is  their  limit;  after  a  run  of  that 
length  the  electric  carriage  demands  a 
stop  of  not  less  than  three  hours,  if  the 
accumulators  are  to  be  efficiently  re- 
charged. 

But  the  electric  carriages  are  clean  and 
do  not  leave  a  trail  of  offensive  odors  bs- 
hind  them,  and  although  they  are  very 
expensive  they  make  a  fine  appearance, 
and  in  certain  fields  they  are  wholly  sat- 
isfactory. True,  they  would  have  a  much 
larger  use  were  they  not  so  heavy  and 
costly.  But  the  electric  carriages  and  the 
electric  delivery  wagons  may  be  fairly 
said  to  be  acceptable;  if  they  were  not 
acceptable  buyers  would  not  be  paying 
from  $2,000  to  $3,000  apiece  for  them. 

Here  we  stop.  The  electric  wagons  be- 
gin and  end  the  list  of  clean,  silent,  and 
inoffensive  mechanical  vehicles. 

I  am  perfectly  well  aware  that  it  is  re- 
garded as  treasonable  for  an  ardent  advo- 
cate of  automobilism  like  myself  to  say 
that  there  is  no  such  thing  on  the  mar- 
ket as  a  clean,  silent,  and  inoffensive 
motocycle  of  unlimited  range.  Neverthe- 
less I  make  that  assertion  here,  and  I  am 
fully  convinced  of  two  things:  First,  that 
the  American  public  will  never  accept 
the  explosion  engined  wagons  so  long  as 
they  are  dirty  and  deliver  vile  odors  in 
abundance;  second,  that  the  correct  thing 
to  do  is  to  face  the  situation,  to  fully  rec- 
ognize, both  in  the  factory  and  in  print, 
the  faults  which  all  who  are  informed 
in  the  matter  well  know  are  now  present 
In  all  automotors  of  unlimited  range,  and 
so  take  the  first  step  towards  producing 
a  really  satisfactory  road  wagon  to  go 
any  distance. 

Electric  Vehicles  in  Use. 

We  began  here  in  the  United  States  to 
work  on  motocycles  in  the  '90s.  What 
have  we  done? 

It  was  told  me  at  Hartford  the  other 
day  that  the  Pope  company  had  sold  about 
35  electric  carriages,  mainly  abroad.  I 
did  not  understand  that  these  carriages 
had  all  been  delivered.  Riker  has  fur- 
nished Altman  of  New  York  with  six  elec- 
tric delivery  wagons,  has  sold  two  to  the 
Gorham  company,  and  has  partly  filled  or- 
ders for  thirty  or  forty  electrics  in  France 
and  England.  The  Electric  Vehicle  com- 
pany has  thirty-five  electric  cabs  and 
broughams  in  operation  out  of  the  hun- 
dred which  were  to  have  been  running 
the  fir&t  of  last  May,  and  which  are  slow- 
ly being  finished.  The  Fisher  Equipment 
company  of  Chicago  is,  as  I  am  told,  sup- 


plying a  considerable  number  of  wagons 
to  purchasers.  Several  physicians  have 
bought  electric  carriages,  and  express 
great  satisfaction  in  their  use. 

All  of  this  shows  well  for  the  electrics, 
and  this  good  showing  is  due  simply  and 
solely  to  the  cleanliness  and  elegance  of 
these  wagons.  In  point  of  fact  the  elec- 
trics are  far  from  ideal  creations;  they 
are  too  heavy  for  pneumatic  tires,  they 
cost  too  much,  and  they  do  not  run  far 
enough.  But  they  are  clean  and  still,  and 
fine,  and  these  virtues  overbalance  their 
faults,  and  they  find  purchasers. 

When  we  come  to  American  explosion 
engine  driven  wagons,  there  is  very  little 
evidence  of  their  acceptance. 

The  Duryea  brothers,  Charles  and 
Frank,  have  produced  some  fine  gas  en- 
gine driven  wagons,  fully  equal  to  any- 
thing ever  produced  anywhere,  and  when 
driven  with  deodorized  gasoline  the  Dur- 


rainy  day  in  October  on  Malvern  street, 
Peoria,  111.  For  a  full  week  the  sun  had 
not  been  visible,  and  rain  had  fallen 
every  day.  This  street  is  black  loam, 
without  gravel  or  other  supporting  mate- 
rial, and  the  wet  weather  preceding  had 
rendered  it  very  muddy.  It  M'as  selected 
as  being  the  muddiest  street  available, 
and  was  in  worse  condition  than  is  com- 
monly found,  except  in  the  spring  of  the 
year,  when  the  frost  is  coming  out.  The 
depth  of  the  mud  is  shown  by  the  photo- 
graph, and  the  vehicle,  after  being  photo- 
graphed, started  easily  and  freely,  show- 
ing that  much  deeper  mud  could  be  trav- 
ersed. It  is  on  this  point  that  most  of 
the  motor  vehicles  yet  shown  have  failed. 
They  have  been  so  heavy  they  had  not 
power  sufficient  to  push  themselves  even 
through  ordinary  mud.  Our  experience 
during  seven  years  of  work  in  this  line 
has  shown  us  the  necessity  of  building  a 
vehicle  that  can  traverse  the  average  road 
and  this  necessitates  passing  through 
considerable  mud.  Being  light,  our  trap 
does  not  sink  deeper  than  horse  vehicles, 
and  the  high  power  is  ample  to  drive 
where  horse  vehicles  go." 

Deodorized  Qasoline. 

I  believe  Duryea's  increase  of  the  num- 
ber of  cylinders  is  right,  and  I  also  be- 
lieve that  six  cylinders  would  give  better 
results,   cost  less,  weigh  less,  and  be  in 


Duryea's  Three-Wheeler  on  Muddy  Bead. 


yea  wagons  give  off  very  little  offensive 
odor.  I  have  never  been  able  to  obtain 
any  exact  information  in  regard  to  the 
sales  of  Duryea  wagons,  but  I  do  not  be- 
lieve there  have  been  more  than  twenty 
or  so  of  them  sold.  If  I  am  wrong,  I 
shall  be  happy  to  correct  the  error.  The 
Springfield  Duryea  company  has  spent 
about  $70,000,  and  neither  of  the  Duryea 
brothers  are  now  personally  connected 
with  the  Springfield  company.  Charles 
Duryea  is  building  3-cylinder  explosion 
engine  tricycles  at  Peoria,  111.  The  three 
cylinders  give  a  much  more  nearly  con- 
stant torque  than  two  cylinders,  and  are 
far  superior  for  hand  driving  to  a  single 
cylinder.  The  single  cylinder  Otto  cycle 
gas  engine  depends  so  much  on  fly-wheel 
momentum  that  it  makes  a  weak  drive  in 
mud  or  snow,  as  the  fly-wheel  velocity 
must  be  maintained  and  this  is,  of  course, 
impossible  when  the  wagon  travels  at  a 
slow  rate.  With  three  cylinders  the 
wagons  are  strong  in  mud  or  snow. 
Duryea's  information  to  me  is  not  quite 
explicit.    It  seems  to  be  as  follows: 

"The  picture  herewith  shows  our  700- 
pound  motor  trap  as  it   appeared  on  a 


every  way  more  satisfactory  than  three 
cylinders.  But  it  certainly  requires  a  very 
strongly  driven  wagon  to  travel  such  a 
road  as  is  shown  in  the  illustration. 

Duryea  writes  that  his  Peoria  wagons 
give  out  little  or  no  smell,  when  properly 
managed,  and  I  rode  on  a  Duryea  wagon, 
Prank  Duryea's  last  Springfield  model, 
early  this  year,  which  gave  out  no  odors 
perceptible  to  the  passengers.  This  wagon 
used  deodorized  gasoline,  as  previously 
mentioned.  If  the  Duryea  wagons  can  be 
regarded  as  inoffensive  on  the  score  of 
evil  smells,  then  they  come  near  to  filling 
the  requirements  of  the  American  public 
at  large. 

Winton,  of  Cleveland,  has  sold,  as  I  am 
Informed,  somewhere  about  25  wagons. 
These  are  good  strong  wagons,  but  not 
clean.  The  best  evidence  of  the  good 
qualities  of  the  "Winton"  are  found  in  the 
fact  that  his  sales  have  been  made  prin- 
cipally through  the  recommendations  of 
users  to  prospective  purchasers. 

The  Victor,  Chicopee  Falls,  has  three 
experimental  wagons  on  the  road,  which 
I  was  not  allowed  to  see,  and  in  regard 
to  which  no  information  was  given  be- 


The  Cycle  Age  and  Trade  Review 


223 


yond  the  statement  that  the  prospect  was 
encouraging. 

The  Pope  company,  which  does  every- 
thing on  a  magnificent  scale,  must  have 
spent  well  towards  half  a  million  of  dol- 
lars in  its  search  for  the  satisfactory  me- 
chanical wagon.  I  have  no  authoritative 
information,  but  I  know  what  such  things 
cost  when  handled  on  the  Pope  scale  of 
operations,  and  I  am  confident  that  the 
motocycle  must  have  a  debit  on  the  Pope 
books  of  not  very  much  less  than  $500,- 
000,  all  told.  In  return  for  this  very 
great  expenditure  the  Pope  company  has 
its  electric  caiTiage  to  show,  and  their 
explosion  engine  driven  parcels  carrier. 
They  also  have,  not  .ready  for  descrip- 
tion, a  2-passenger  gas  engine  phaeton, 
and  a  novelty,  which  is  really  a  revival 
of  one  of  the  earlier  forms  of  the  gas 
engine,  which  is  now  being  licked  into 
motocycle  shape.  The  Pope  policy  does 
not  permit  public  notice  until  manufact- 
ures are  ready  for  sale,  hence  it  is  im- 
possible to  speak  except  in  tie  most  gen- 
eral terms  in  regard  to  the  Pope  experi- 
mental work.  It  is  of  great  interest,  costs 
a  great  deal  of  money^  and  will  undoubt- 
edly result  in  final  success.  Up  to  the 
present  time  I  am  not  informed  that  the 
Pope  company  has  sold  any  explosion  en- 
gine driven  passenger  wagons. 

The  Haynes  &  Apperson  (Kokomo)  fac- 
tory has  sold  some  vehicles,  explosion  en- 
gine driven;  the  number  was  not  stated 
in  reply  to  a  request  for.  exact  informa- 
tion. The  Boston  Hayes  &  Apperson  com- 
pany is  now  engaged  in  completing  its 
first  wagon. 

In  regard  to  other  gas  engine  driven 
wagons,  I  have  no  definite  information. 

No  Fundamental  Novelty  in  Motors. 

There  are  a  considerable  number  of  new 
gas  engine  driven  wagons  in  course  of 
construction,  none  of  them,  so  far  as  I 
am  informed,  showing  any  fundamental 
novelty,  all  using  the  Otto  cycle,  and 
none  of  them  being  odorless. 

From  all  of  this,  which  is  not  very  far 
from  the  actual  condition  of  the  explosion 
engine  driven  wagon  in  the  United  States, 
it  appears  that  this  vehicle,  as  offered  up 
to  date,  does  not  meet  the  views  of 
American  purchasers. 

Equal  to  Best  Foreign  Product. 

This  lack  of  American  disposition  to 
buy  gas  engine  wagons  is  not  due  to  in- 
feriority of  American  wagons.  The  De 
Dion  wagons,  4-wheels  and  tricycles,  have 
met  with  no  more  favor  than  our  own 
production.  I  endeavored  to  obtain  some 
information  as  to  sales  from  Mr.  Skin- 
ner, who  has  been  handling  the  De  Dion 
in  Boston,  but  he  declined  to  make  any 
definite  statements.  The  De  Dion  ma- 
chines are  very  strong  and  fast,  but  are 
not  the  shape  to  suit  us.  They  carry  the 
passengers  too  near  the  ground,  and  the 
24-inch  wheels  do  not  meet  our  ideas,  al- 
though they  are  probably  right  from  an 
engineering  standpoint.  The  De  Dions 
are  noisy,  and  do  not  carry  the  passen- 
gers in  comfort  and  worst  of  all  emit  un- 
endurably  offensive  odors. 

Two  attempts  have  been  made  in  New 
Jersey  to  use  a  carbonic  acid  gas  driven 
motor  for  road  wagons.  The  carbonic  acid 
gas  motor  is  a  very  old  invention,  has 
frequently  been  exploited,  and  has  never 
met  with  any  real  success.  There  Is 
nothing  in  the  past  history  of  this  motor 
to  justify  any  hopes  that  its  use  will 
prove  a  success  in  road  wagons. 

Many  people  believe  that  compressed 
air  can  be  successfully  used  In  driving 
motocycles,  and  such  a  wagon  has  been 
built  by  Hoadley,  or  Hoadley  &  Knight, 
at  Worcester,  Mass.  This  carriage  is  very 
large,  seating  six  persons,  and  it  is  heavy, 
though  not  heavier  than  the  electric  car- 
riages. I  have  been  unable  to  obtain  any 
detailed  information  in  regard  to  this  car- 
riage, and  do  not  believe  that  its  build- 
ers regard  it  as  an  unqualified  success.  It 


would  be  difficult  to  find  a  motor  for  a 
road  wagon  offering  fewer  obvious  ad- 
vantages than  compressed  air,  because 
a  supply  of  compressed  air  is  obtainable 
BLi  very  few  places.  The  use  of  compressed 
air  in  piston  and  cylinder  engines  in- 
volves some  peculiar  features,  and  these 
things,  together  with  the  difficulty  of  ob- 
taining a  fresh  supply  of  compressed  air 
when  the  tank  becomes  exhausted,  make  a 
hopeless  case  for  the  compressed  air  driv- 
en road  wagon.  The  whole  history  of  com- 
pressed air  driven  vehicles,  which  is  more 
extensive  than  is  generally  known,  is 
composed  of  a  series  of  disastrous  failures, 
up  to  the  present  time.  Now  Hoadley  & 
Knight  are  engaged  in  applying  com- 
pressed air  to  street  railway  car  propul- 
sion in  New  York — and  the  outcome  re- 
mains to  be  seen. 

Tlie  Diesel  riotor. 

The  much  mentioned  Diesel  motor,  which 
gives  power  with  less  fuel  expenditure 
than  any  other  form  of  heat  motor,  does 
not  show  anything  encouraging  when  con- 
sidered as  a  motocycle  driver.  The  Diesel 
engine  works  on  the  Otto  cycle,  and  is 
heavier  and  more  expensive  than  a  steam 
engine  and  boiler  to  furnish  the  same 
power;  these  points  are  against  the  Diesel 
motor  for  road  wagon  use,  but  the  most 
serious  objection  to  the  Diesel  motor 
seems  to  me  to  lie  in  the  extremely  heavy 
initial  pressure  on  the  piston  at  the  be- 
ginning of  the  working  stroke.  This  is  no 
less  than  500  lbs.  to  the  square  inch,  and 
this  great  pressure,  intermittently  applied 
to  the  piston,  causes  a  plainly  felt  shock 
at  the  beginning  of  each  working  stroke, 
which  can  hardly  fail  to  produce  an  un- 
pleasant effect  in  carriage  driving.  This 
high  initial  pressure  is  accompanied  by  a 
correspondingly  high  temperature,  which 
is  favorable  to  the  perfect  combustion  of 
gasoline,  which  is  the  fuel  employed, 
hence  the  Diesel  motor  exhaust  is  almost 
odorless.  The  Diesel  motor  depends 
wholly  for  efficiency  on  the  maintenance 
of  conditions,  which  steam  engine  build- 
ers go  to  great  expense  to  avoid  by  com- 
pounding their  engine  cylinders.  Under 
these  conditions  the  Diesel  motor  does  not 
seem  at  all  likely  to  be  used  on  road 
wagons,  where  all  jar,  shock,  and  vibra- 
tion must  be  avoided. 

The  initial  gas  engine  piston  pressure 
is  somewhere  about  175  lbs.  with  the 
compression  commonly  given,  and  this  is 
most  economical  of  fuel.  By  giving  less 
compression  a  smaller  initial  pressure  re- 
sults, and  this  gives  a  smoother  working 
motor.  Frank  Duryea,  in  his  last  Spring- 
field wagon,  made  the  cylinder  clearance 
equal  to  one-half  the  piston  displacement, 
and  so  obtained  about  125  lbs.  intial  piston 
pressure.  This  gave  his  motor  a  very 
smooth  action,  and  prevented  the  ex- 
■  tremely  unpleasant  "kick,"  or  sudden  for- 
ward impulse  of  the  carriage  which  is  so 
disagreeably  in  evidence  when  single  cyl- 
inder motor  driven  wagons  are  running  at 
slow  speeds.  Of  course,  this  very  large 
cylinder  clearance  and  low  initial  press- 
ure are  unfavorable  to  fuel  economy,  but 
comfort  and  elegance  of  transportation  go 
before  fuel  economy,  when  the  loss  is  only 
a  small  fraction  of  a  cent  per  mile. 

Will  Steam  Engines  Prevail? 

Leaving  the  steam  engine  out  of  the 
play,  there  is  no  motor  at  present  in 
sight  which  is  so  suitable  for  a  road 
wagon  as  the  gas  engine,  and  it  seems  to 
me  that  the  first  step  towards  the  best 
form  of  gas  engine  road  wagon  motors,  is 
to  multiply  the  cylinders  to  such  an  ex- 
tent as  to  produce  a  continual  torque; 
this  gains  two  great  advantages:  First, 
the  motor  will  drive  the  wagon  strongly 
through  mud  or  snow  or  uphill.  Second, 
the  cylinders  need  not  be  more  than  2% 
inch  bore,  and  so  can  be  perfectly  safe 
without  cooling  water,  if  provided  with 


splash  lubrication,  all  as  is  now  a  matter 
of  common  practice.  Five  cylinders  ap- 
pear to  be  the  proper  number  to  be  ap- 
plied to  driving  the  wagon.  Then,  if 
electric  ignition  is  to  be  used,  it  is  prob- 
ably cheaper  and  better  to  generate  the 
current  by  means  of  a  sixth  cylinder  and 
a  little  dynamo,  than  to  try  to  drive  the 
dynamo  from  the  main  engine  shaft. 

Hugh  Dolnae. 


The  London  Hotor  Car  Exhibition. 

No  striking  novelties  were  shown  at 
the  recent  motor  vehicle  exhibition  held 
in  Agricultural  Hall,  London,  though 
there  were  several  types  of  French  cars 
shown,  none  of  them,  however,  built  on 
handsome  lines.  Speed,  more  than  ele- 
gance, seems  to  be  the  great  desideratum 
on  the  Continent.  A  Vallee  car  shown  had 
a  "low"  speed  of  twenty-five  miles  and  a 
high  speed  of  forty  miles  per  hour.  Of 
course,  it  was  only  a  box  of  machinery 
on  wheels,  and  was  intended  for  racing 
pure  and  simple.  The  workmanship  of 
motor  cars  made  in  England  was  in  ad- 
vance of  that  of  any  of  the  imported  cars, 
the  Damiler  models  being  especially  no- 
ticeable for  their  attractive  lines  and  fin- 
ish. The  show  was  unsatisfactory  for  the 
reason  that  the  vehicles  were  not  exhib- 
ited in  operation,  as  at  the  recent  Boston 
show,  where  the  various  contests  were 
especially  interesting. 


Motocycle  Hill  Climbing  Contest. 

Paris,  Dec.  4. — On  Sunday  last  a  moto- 
cycle mounting  contest  was  held  in  the 
outskirts  of  Paris  at  Chanteloup.  The 
winner  accomplished  the  ascent,  a  dis- 
tance of  1,800  meters,  in  3:52,  represent- 
ing a  speed  of  thirty  kilometers  an  hour, 
on  an  11  per  cent  grade.  The  first  three 
were:  Jenatzy,  electric  automobile,  3:52; 
Jamin,  Bollee  tricycle  automobile, 
4:02  4-5,  and  Osmont,  electric  tricycle, 
4:18  2-5.  The  race  will  probably  become 
an  annual  event.  The  winning  carriage 
is  of  the  same  type  as  the  first  cab  put 
into  service  in  Paris.  The  contest  brought 
together  almost  eighty  competitors. 


Vienna's  First  Motor  Cab. 

The  Egger-Lohner  electric  car  is  the 
first  pu:blic  motor  vehicle  to  be  intro- 
duced into  Vienna.  It  has  forty-two  bat- 
teries, weighs  half  a  ton,  and  has  ninety- 
five  volts  capacity.  A  twenty-seven  kilo- 
meter speed  is  claimed,  with  variations 
down  to  the  merest  crawl.  A  slow  re- 
verse drive  is  also  possible,  and  the  elec- 
tric brake  is  stated  to  work  instanta- 
neously. The  foot  brake  is  for  cases  of 
emergency  and  also  for  cutting  off  the 
supply  of  electricity.  The  steering  is  by 
the  back  wheels,  but  this  will  be  altered 
in  the  next  cars,  front  wheel  steering  be- 
ing substituted. 


A  company  has  been  formed  with  head- 
quarters in  Paris  to  operate  motor  trans- 
portation lines  in  France.  It  has  been 
granted  authority  to  run  omnibuses  from 
Antibes  to  the  Cape,  from  Nice  to  Men- 
tone,  from  Nice  to  Fontain,  and  from  Nice 
to  St.  Martin- Vesubie.  Fares  are  fixed  at 
the  rate  of  2  cents  per  kilometer. 


Two  motor  wagons  of  six  seats  and  six- 
horse  power  were  sold  in  Paris,  Decem- 
ber 5,  at  public  auction.  Two  hundred 
persons  attended  the  sa.le.  The  wagons 
were  bid  in  for  $2,050  and  ?1,94G  respec- 
tively.   

The  municipal  council  of  Pau,  France, 
has  voted  $400  for  the  organization  of  an 
automobile  race  from  Toulouse  to  Pau,  in 
January. 


224 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


^tCHAPPUIS  SEAT  AND  HANDLE  CLAHP. 

To  obviate  the  necessity  for  using  a 
wrench,  either  rightly  or  without  the  skill 
necessary  to  avoid  rounding  off  nut  comers 
and  unsatisfactory  tightening,  and  yet  to 
permit  the  rider  to  maJke  whatever  handle 
bar  or  seat  adjustments  he  desires  without 
the  handling  of  any  tool  or  device  separate 


'aeCrcL^^&Er 


from  the  pants  to  be  adjusted,  E.  H.  Chap- 
puis  &  Co.,  Marysville,  Cal.,  offer  their  hand 
operated  clamp.  Thumb  latches  control  all 
the  mcvenients  and  adjustments  of  the  seat 
post,  saddle,  handle  toar  stem  and  bar,  it  be- 
ing possible  to  raise  either  tne  seat  post  or 
the  bar  stem  or  to  tilt  the  bar,  or  to  move 
the  saddle  forward  or  back,  by  merely  lifting 
the  proper  latch,  making  the  adjustment  and 
then  releasing  the  latch  piece.  The  clamps 
are  sightly  and  the  adjustments  when  once 
made  are  positive,  being  held  by  engaging 
corrugations  which  cannot  accidentally  slip. 
AJl  parts  are  readily  accessible  and  there  are 
no  springs  which  can  rust  and  thus  lose 
their  value.  The  ease  with  which  the  bars 
can  be  entirely  removed  from  the  machine 
allows   the   rider  to   protect   himself  against 


MCrae^oc 


theft  when  he  is  compelled  to  leave  his  bi- 
cycle standing  in  public  places  by  taking  the 
bars  with  him, 

BIG  SHIPMENT  OF  TUBING. 

Quite  recently  the  Shelby  Steel  Tube  Co., 
of  Shelby,  O.,  shipped  a  carload  containing 
150,000  feet  of  tubing  to  one  of  its  custom- 
ers. It  was  the  largest  single  car  shipment 
of  tubing  ever  made  in  this  country  or 
abroad.  The  stock  was  forwarded  to  the 
Chicago  Handle  Bar  Co.,  which  concern  will 
use  it  exclusively  in  making  handle  bars. 
The  value  of  the  shipment  was  $15,000,  and 
the  bill  was  discounted  by  the  purchasers. 
The  Shelby  people  have  been  given  a  con- 
tract by  the  same  firm  for  another  carload 
shipment,  to  be  made  early  in  January. 
The  tube  company's  ability  to  handle  such 
orders  promptly  is  noc  surprising  when  it  is 
known  that  the  capacity  of  its  mills  is  in 
excess  of  54,000,000  feet  of  tubing  a  year. 
The  company  states  that  three  days  after 
an  order  for  a  carload  of  tubing  is  placed 
with  it  the  shipment  can  be  made,  and  that 
the  three  days'  delay  is  not  owing  to  un- 
readiness to  deliver,  but  because  that  time 
is  consumed  in  loading  the  stock  into  the 
car.  

J.  P.  THOHAS'S  HUBS  AND  HANGERS. 

Believing  that  there  is  a  demand  for  bicy- 
cle parts  of  the  best  possible  grade  and 
which  have  features  that  recommend  them- 
selves to  the  (builders  of  first  class  machines. 


J.  P.  Thomas  &  Co.,  439  Thlrty-flrst  street. 
Chicago,  are  placing  on  the  market  hubs  and 
hangers  for  which  are  claimed  superior  easy 
running  qualities  and  first  class  material 
and  construction  which  make  them  desirable 
parts  for  those  makers  who  do  not  sacrifice 
grade  at  the  altar  of  expense.  The  feature 
of  the  bearing,  as  illustrated  In  the  accom- 
panying sectional  view  of  one  of  the  hubs, 
is  the  revolving  sleeve.  This  sleeve  is  in- 
terposed between  inner  and  outer  rows  of 
balls,  the  inner  cone  for  the  outer  and  the 
outer  cone  for  the  inner  bearing  being  held 
by  the  sleeve.  The  sleeve  rotates  in  the  same 
direction  as  the  hub  barrel  and  has  a  speed 
of  from  25  to  40  per  cent  of  that  of  the  hub, 
according  to  the  accuracy  of  adjustment. 
The  advantageous  claim  made  for  the 
sleeve  is  that  by  rotating  within  the  hub  it 
overcomes  the  resistance  to  pure  rolling  mo- 
tion of  the  balls,  which  resistance  in  rela- 
tion to  ordinary  bearings  Is  termed  sliding 
friction.  The  further  claim  is  made  that 
while  dirt  and  hard  stresses  may  cause  the 
plain  ball  bearing  to  bind  and  drag,  the  re- 
volving sleeve  in  the  Thomas  bearing  allows 
that  bearing  to  turn  with  equal  ease  under 
hard  or  light  stresses.  The  construction  of 
the  hanger  bearing  is  similar  to  that  of  the 
hub  and  both  are  made  w^ith  view  to  avoid- 
ing the  mistake  of  spoiling  a  good  idea  or 
principle  with  poor  design  and  workman- 
ship. The  bearing  is  highly  dust  proof  and 
needs  oiling  tout  once  in  a  season.  In  ex- 
terior appearance  the  parts  do  not  vary  from 
standard  patterns.  It  is  stated  by  the  mak- 
ers that  the  bearing  runs  with  from  25  to  40 
per  cent  added  ease  over  other  bearings  toe- 
cause  of  the  fact  that  the  revolving  sleeve 
reduces    the    amount    of    sliding    friction    to 


that  degree.  The  hubs  and  hangers  are  now 
ready  for  delivery  in  both  large  and  small 
lots,  and  are  built  to  fit  any  ordinary  bicycle. 
Choice  of  frame  angles  at  the  hanger  brack- 
et may  be  had. 

inPROVEHENTS  IN  GRAHAM  TIRE. 

The  Graham  detachable  tire,  which  can  be 
cemented  on  to  any  crescent  shaped  rim  in- 
stead of  requiring  a  specially  made  rim  with 
beaded  edges  or  special  grooves  and  me- 
chanical methods  of  fastening,  is  a  novelty 
in  itself,  but  the  Graham  Tire  Co.,  of  To- 
ronto, Canada,  has  now  made  this  tire  still 
more  unique  by  putting  several  new  wrinkles 
into  use  for  next  year.  The  most  important 
improvement  is  perhaps  the  use  of  corkaline 
strips  in  the  thick  parts  and  in  the  flap 
which  covers  the  central  clinching  groove, 
thus  reducing  the  weight  (by  1%  pounds  to 
the  pair  and  at  the  same  time  making  the 
tire  even  more  easy  riding  than  ever.  The 
flap  is  now  made  a  part  of  the  tire  Instead 
of  being  cemented  to  the  cover  as  last  year, 
and  a  very  thin  wire  runs  from  edge  to 
edge  all  the  way  round,  thus  preventing  any 
possibility  of  the  flap  curling  and  interfering 
with  the  inner  tube.  The  clinching  grooves 
are  made  more  dovetail  and  when  the  tire 
is  clinched  it  is  impossible  for  it  to  come 
undone.  Special  rims  are  not  required  with 
the  Graham  tires,  and  since  there  is  no  side- 
wise  splitting  strain  they  permit  the  use  of 
one-piece  crescent  rims.  Manufacturers  and 
repairmen  will  therefore  find  in  them  an 
economical  way  of  fitting  a  detachable  tire 
without  making  any  changes  in  the  rims. 
The  numerous  inquiries  from  manufacturers 
indicate  a  good  season  for  the  Graham  com- 
pany next  year.      

inPROVED  TRICYCLE  FOR  CRIPPLES. 

Since  the  wide  adoption  of  the  bicycle  for 
other  purposes  than  that  of  mere  sport, 
pleasure  or  pastime,  other  branches  of 
vehicle  building  have  profited  by  the  great 
advances  that  have  been  made  in  bicycle 
construction.  A  notable  example  is  pre- 
sented in  vehicles  for  cripples,  especially 
those  who  have  full  use  of  their  arms  but 
only  limited  use  of  their  lower  limbs..  Up 
to  a  few  years  ago  such  machines  were  very 
crude,  heavy,  and  so  hard  to  operate  that 
the  rider  could  maintain  but  little  speed. 
Now  machines  for  cripples  are  being  built 
which  by  having  incorporated  in  them 
some  of  the  features  of  bicycles  furnish  the 
cripple  with  means  for  easy  and  fairly 
speedy  self  transportation.  A  late  vehicle 
of  this  type  Is  shown  in  the  accompanying 


drawing.  The  machine  was  built  in  Miller's 
Repair  Shop,  214  E.  Ferry  street,  Buffalo, 
for  the  use  of  one  of  the  proprietors  of  the 
shop  who  is  himself  a  cripple.  The  front 
wheel  is  eighteen  inches  in  diameter  and 
the  two  rear  wheels  twenty-eight.  The  front 
sprockets  have  each  twenty-four  teeth  and 
the  rear  sprockets  each  twenty  teeth,  thus 
gearing  the  machine  to  thirty-three  and  a 
fraction.    The  steering  head  being  vertical 


and  the  swing  to  the  forks  being  backward, 
the  steering  wheel  will  run  steadily  with 
but  little  attention  from  the  operator  except 
when  the  latter  wishes  to  make  a  turn, 
which  he  then  accomplishes  by  the  long 
steering  rod  held  between  his  knees.  Every 
precaution  has  been  taken  in  building  the 
frame  to  brace  it  thoroughly  without  adding 
unnecessary  weight.  The  owner  states  that 
he  has  been  able  to  run  the  vehicle  at  a 
speed  of  ten  miles  per  hour  on  a  smooth 
macadam  street  and  to  take  some  quite 
steep  grades.  The  finish  is  in  enamel  and 
nickelmg  with  striping  and  ornamentation, 
giving  the  machine  the  same  appearance 
as  regular  cycle  work.  Other  machines  in 
various  styles  will  be  made  upon  order 


NEW  DEPARTURE  COASTER  AND  BRAKE. 

A  coaster  and  brake  device  whose  mechan- 
ism is  contained  entirely  within  the  hub  of 
the  driving  wheel  of  the  bicycle  has  just 
been  brought  out  by  the  New  Departure 
Bell  Co.,  of  Bristol,  Conn.  The  device  is  a 
modification  and  improvement  of  the  well 
known  New  Departure  hroke  which  was 
put  on  the  market  in  1897,  and  adopted  by 
many  manufacturers.  In  the  present  hub 
the  brake  has  been  transferred  to  the  left 
side  and  mechanisnu  inserted  in  the  right 
end  which  allows  the  wheel  to  run  forward 
while  the  sprocket  remains  stationary,  con- 
stituting the  coasting  device.  Every  action 
is  automatic  and  there  are  no  levers,  toggles 
or  connections  to  operate  by  hands  or  feet. 
When  the  rider  wishes  to  coast  he  simply 
stops  pedaling  and  keeps  both  feet  on  the 
pedals  and  may  resume  pedaling  at  will 
without  the  pedals  jumping  forward,  all 
the  while  having  control  of  the  machine 
through  the  brake.  By  a  slight  backward 
pressure  on  the  pedals  the  brake  is  applied 
and    as   soon    as    the   pressure    is    removed 


!.-fi.\.t  Kut 


the  brake  is  automatically  released.  The 
braJting  action  is  always  positive  and  uni- 
form, whether  on  dry  or  wet  roads,  as  the 
mechanism  is  wholly  within  the  hub  where 
it  cannot  be  affected  by  external  conditions. 
The  bicycle  can  be  wheeled  forward  or  back- 
ward whether  the  coaster  is  "on"  or  "off," 
and  there  is  no  change  in  appearance  and 
action  from  the  ordinary  bicycle.  The  hub 
is  the  same  size  as  regular  hubs  and  can  be 
assembled  in  the  wheel  in  the  usual  manner, 
so  that  it  can  be  applied  to  various  makes  of 
bicycles  economically  and  with  no  change  in 
the  frame  or  crank  hanger  mechanism. 


CHANGE  IN  LEAGUE  TIRE  AGENCIES. 

The  New  York  Belting  &  Packing  Co.  has 
arranged  with  A.  G.  Spalding  &  Bros.,  147- 
149  Wabash  avenue,  Chicago,  111.,  to  act  as 
their  distriibuting  agents  to  the  trade  in  the 
west  and  middle  west.  Spalding  &  Bros,  will 
attend  to  all  replacements  and  repairs  of 
League  tires  sent  to  Chicago.  This  arrange- 
ment does  not  apply  to  bicycle  manufactur- 


The  Cycle  Age  and  Trade  Review 


225 


„tfamsmi«~t 


This  Car  Contains  1 50,000  feet 
Siielby  Seamless  Steel  Tubing 


FOR  HANDLE  BARS 

Shipped  to  the  Chicag-o  Handle  Bar  Co.,  Chicag-o.  This 
is  the  largest  shipment  of  tube  ever  made  in  a  single  car. 
In  buying  Handle  Bars  insist  that  same  be  made  from 
SHELBY  TUBING,  j^  ^  ^  ^  ^  ^  ^  \^  ^  ^  ^  ^ 


WRITE  US  FOR  '99  CATALOGUE  OF  TUBING,  FORKS,  STAYS,  Etc. 


SHELBY  STEEL  TUBE  CO. 


i 
\ 


offices: 

CHICAGO,  -  -  .  -  J35  Lake  Street 
NEW  YORK,  -  -  -  -  J44  Chambers  Street 
CLEVELAND,  -        -  American  Trust  Building 


k 


factories: 

Shelby,  O.;  Toledo,  O.;  EUwood,  Pa.;  Greenville,  Pa. 
FOREIGN  OFFICE  AND  WAREHOUSE: 

29  Constitution  Hill,  Birmingham,  Eng. 


226 


The  Cycle  Age  and  Trade  Review 


ers,  whose  trade  will  be  handled  as  hitherto, 
by  the  New  York  Belting  &  Packing  Co.  di- 
rect through  the  New  York  office.  A  similar 
arrangement  has  been  made  with  George  F. 
Kehew  &  Co.,  129  Pearl  street,  Boston, 
Mass.,  to  represent  the  League  tires  to  the 
trade  in  New  England  and  to  attend  to  all 
repairs  and  replacement  for  that  section. 
Manufactures  will  continue  to  be  handled 
direct  by  the  N.  Y.  Belting  &  Packing  Co. 
from  their  New  York  office. 


secretary,  are  the  managers  of  the  concern, 
which  promises  to  add  a  thrivinig  industry 
to  the  little  city  of  Urbana. 


PUSHING  "FAULTLESS"  ROLLER  BRAKE. 

The  Sundry  Co.,  of  Baltimore,  Md.,  is  ac- 
tively pushing  for  the  coming  season  the  new 
models  of  its  "E^aiultless"  roller  brake,  which. 


while  the  principle  of  construction  remains 
the  same  as  formerly,  has  ibeen  improved 
upon  in  the  matter  of  workmanship  and 
finish  and  is  now  offered  in  a  durable  and 
very  attractive  formi.  The  brake  body,  both 
for  the  foot  and  hand  patterns,  is  made  of 
one  piece  of  spring  metal  which  is  clamped 
to  the  forks  by  a  simple  positive  clamp.  The 
frame  carries  a  hard  rubber  roller  which 
presses  on  the  tire  when  the  brake  is  in 
operation  a,nd  spins  on  its  axle,  the  miotion 
being  communlioated  by  the  tire.  The  brake 
shoe  strikes  the  roller  on  its  top  and  gradu- 
ally slackens  its  motion,  thus  also  retarding 
the  motion  of  the  wheel,  but  without  causing 
a  harmful  friction  between  the  roller  and 
tire.  The  Sundry  company  also  lists  a  one- 
piece  coaster  which  is  attached  to  the  forks 


TttttYLUt 


by  a  clamp  similar  to  that  used  on  the  brake. 
Prices  on  both  brakes  and  coaster  have  been 
reduced. 

THE  NEW  TUCKER  RIM  PLANT. 

The  Tucker  Wood  Rim  Works  at  Ur- 
bana last  Wednesday  bent  the  first  rims 
since  its  removal  from  Roachdale,  Ind. 
There  are  27,000  strips  in  the  factory  to 
commence  work  with,  and  200,000  more 
ready  for  shipment  from  Roachdale  as 
soon  as  they  could  obtain  cars.  Fif- 
teen experts  are  now  at  work,  and  a 
number  of  others  will  come  as  soon  as  they 
finish  some  orders  upon  which  they  were  at 
work  at  the  old  factory.  In  all  fifty  men 
will  be  employed  this  season  at  the  new  fac- 
tory. Orders  for  100,000  pairs  of  rims  are 
on  hand  and  the  factory  will,  in  all  prob- 
ability, have  all  it  can  do  to  get  them  out, 
as  moving  has  caused  some  delay.  The 
plant  occupies  two  buildings,  the  main  one 
being  a  two-story  structure,  100x50  feet.  Both 
stories  of  this  building  are  occupied  by  ma- 
chinery for  binding,  planing  and  sanding 
rims.  The  other  building  is  two  stories  in 
height  and  30x46  feet  in  size.  The  first  floor 
is  used  for  packing  and  shipping  and  the 
second  for  the  finishing  department.  In  the 
power  house  are  two  75-horse  power  boilers 
and  a  165-hors6  power  engine.  In  the  rear  of 
the  maJin  ibuilding  is  the  drying  kiln,  con- 
taining four  compartments,  each  40x8  feet, 
and  each  independent  of  the  others.  The 
buildings  are  lighted  by  electricity,  furnished 
by  a  150-light  dynamo,  operated  by  the  com- 
pany's own  power.  The  plant  is  very  com- 
plete in  every  detail.  J.  B.  Tucker,  presi- 
dent  of    the    company,    and   Harry   Putnam, 


nORRIS  FITTINGS  CO.'S  LINE. 

Three  models  compose  the  '99  line  of  the 
S.  G.  Morris  Fittings  Co.,  70  E.  Prospect 
street,  Cleveland.  Model  A,  the  highest 
priced  machine,  lists  at  ?50,  and  has  30-iinch 
wheels,  46  inches  wheel  base,  and  a  4-inch 
drop  of  the  hanger.  The  specifications  are 
standard  and  the  options  liberal.    The  Model 

B,  which  is  to  be  retailed)  at  $35,  has  the 
same  general  specifications  as  the  Model 
A,  but  has  a  43-inch-wheel  base,  2%-inch 
drop   and   2S-inch  wheels.     The   third   model, 

C,  is  made  in  standard  heights  of  frames,  is 
equipped  with  Akron  India  Rubber  Co.'s 
3M  guaranteed  tire,  Fairbanks-Boston  one- 
pdece  rims  and  is  gold  so  that  It  can  be  re- 
failed  at  $25.  The  machines  are  fitted  with 
either  the  Fauber  or  the  Modan  hanger. 
The  company  is  ready  to  deliver  these  ma- 
chines promptly  and  is  also  prepared  to 
furnish  the  fittings  from  which  to  build 
them.  

NEVERSLIP  NIPPLE  GRIP. 

A  new  thing  in  nipple  wrenches  is  the  Nev- 
erslip  grip  illustrated  herewith,  just  being 
placed  in  the  market  by  the  Buffalo  Special- 
ty Mfg.  Co.,  1445  Niagara  street,  Buffalo. 
This  wrench  is  of  entirely  new  form,  being 
cast  hollow  of  steel  with  a  longitudinal 
tapered  slot  for  the  reception  of  the  spoke. 
The  face  is  slightly  convexed  so  that  the 
operator  can  get  a  grip  on  a  nipple  that  pro- 
trudes only  a  little  way  through  the  rim 
without  scratching  the  enamel  with  the 
edges  of  the  wrench.  The  jaws  are  hard- 
ened and  will  take  any  size  of  nipple.     The 


Th(.  Cyclc:  A6t 


whole  device  is  nickeled  and  the  face  polish- 
ed. The  bullb  end  is  made  of  a  size  to  just 
fit  the  hand,  and  after  the  grip  has  been 
placed  on  the  nipple  it  is  easily  revolved  by 
the  fingers  until  the  proper  tension  is  secured 
without  readjusting.  The  m-akers  pack  the 
Neverslip  in  counter  display  boxes  contain- 
ing a  dozen  each. 

WANT  TO  CATALOGUE  PARTS. 

The  Sidney  B.  Roby  Co.,  67  Mill  street, 
Rochester,  N.  Y.,  an  old  and  well  established 
firm  of  jobbers  in  saddlery  and  coach  hard- 
ware and  of  steel  and  iron,  has  decided  to 
handle  a  complete  line  of  frame  fittings, 
parts  and  sundries,  and  is  now  completing 
arrangements  with  several  manufacturers  of 
these  goods  to  job  their  product.  The  Roby 
cojnpany  will  soon  issue  a  catalogue  and  in- 
vites correspondence  from  parts  makers  who 
desire  representation  in  that  vicinity. 


SIDWAY  SPECIALTIES  FOR  1899. 

The  Sidway  Mfg.  Co.,  240  Lake  street, 
Chicago,  has  added  a  new  article  to  its  line 
of  cycle  sundries  in  the  form  of  a  combina- 
tion pedal  and  stirrup  toe  clip.  The  new 
pedal  comprises  a  plain  round  barrel  in 
which  the  pedal  pin  is  mounted  on  three- 
point  ball  bearings  Of  usual  construction.  Se- 
cured to  the  barrel  is  a  flat  plate  with  a 
backward  tongue  extension  bent  downward 
on    a    curve.      An    extension    riveted    to    the 


■Vnt<.^^.vt  Kl-l- 


forward  end  of  the  plate  carries  an  S.  &  G. 
stirrup  toe  clip.  The  combination  pedal  is 
readily  caught  hy  the  foot,  it  being  raised 
to  a  riding  position  by  means  of  the  tongue 
at  the  rear  of  the  plate.  At  either  side  of 
this  tongue  saw  teeth  are  formed  at  the 
edge  of  the  plate,  thus  helping  the  long,  flat 
bearing  afforded  by  the  plate  to  hold  the 
foot  securely  against  slipping  on  the  pedal. 
The  stirrup  clip  offers  the  same  advantages 
in  the  way  of  being  sufficiently  yielding  not 
to  cause  pain  to  the  foot  and  yet  rigid 
enough  to  allow  the  rider  a  firm  pfull  in  hill 
climbing  as  does  the  regular  S.  &  G.  stirrup 
clip,   with  the  added  advantage   of  insuring 


against  any  possible  loosening  of  the  clip 
from  the  pedal.  The  pedal  as  well  as  all  of 
the  stirrup  clips  for  the  coming  season  is 
furnished  in  three  sizes,  accommodating 
shoes  running  from  No.  5  to  No.  10  in  size, 
and  the  leather  stirrup  on  all  clips  is  fur- 
nished in  either  russet  or  patent  leather. 
Besides  the  combination  pedals  and  the  stir- 
rup clips  the  Sidway  company  also  cata- 
logues the  S.  &  G.  spring  grips  which  afford 
resiliency  under  the  pressure  of  the  hand  for 
their  entire  length,  and  a  direct  sadidle  clam/p 
intended  for  use  on  machines  in  which  the 
frame  is  too  high  to  allow  comfort  to  the 
rider  when  the  saddle  is  secured  to  the  seat 
post  in  the  usual  manner. 


STOCKTON  HUBS  AND  PEDALS. 

The  Stockton  Mfg.  Co.,  of  Newark,  N.  J., 
is  looking  for  '99  business  with  popular 
goods    at   popialar  prices.     The   well    known 


■\Hl.UL\.tKt._ 


Gem  hub,  which  is  the  company's  finest  and 
which  was  widely  indorsed  last  season,  is 
similar  in  appearance  and  principle  to  the 
previous  pattern.  The  barrel  is  turned  from 
solid  bar  steel  and  is  equipped  with  bearing 
parts,  the  main  features  of  which  are  the 
oil  reservoir,  which  makes  oiling  necessary 
only  once  during  a  season,  and  the  device 
whereby  the  balls  do  not  fall  out  when  the 
axle  is  removed.  Acting  upon  the  ground 
that  "nothing  succeeds  like  success,"  the 
Stockton  company  appreciates  the  success-  of 
its  Leader  huib  during  '98  and  runs  It  again 
for  '99.  The  Gem  pedal  is  distinguished  by 
the  bearing  locking  device  which  makes  it 
impossible  for  the  cone  to  move  in  either  di- 
rection after  the  adjustment  has  once  been 
made  and  the  locking  nut  tightened.  As 
shown  in  the  illustration,  the  flange  of  the 
cone  is  notched,  the  notches  engaging  corre- 
sponding notches  in  the  flanged  washer 
which  is  held  from  turning  on  the  axle  by  a 


THt^^\.,\,V.\=\_ 


small  interior  projection  entering  a  longi- 
tudinal groove  in  the  axle.  The  ball  cup 
sockets  and  the  frame  cross  arms  are  dravs^n 
in  one  piece,  thus  making  the  loosening  of 
the  cup  seats  im(possible.  The  hub  and  pedal 
line  is  supplemented  by  the  Stahl  repair 
chain  links,  which  have  been  previously  il- 
lustrated and  described  in  Cycle  Age.  They 
are  made  in  two  sizes  and  are  sold  in  both 
small  and  large  lots. 


CHAINLESS  UNION  WHITEHEAD. 

The  Union  Cycle  Mfg.  Co.  of  Highland- 
ville,  Mass.,  will  continue  the  manufacture 
of  the  Union  Whitehead,  with  some  decided 
improvements  and  the  best  equipment 
throughout.  The  list  will  be  $65.  The  Union 
Redhead  for  '99  is  the  new  member  of  the 
line  and  will  be  built  on  much  the  same 
style  as  the  Whitehead,  having  flush  joints 
at  all  connections;  expander  fittings  to  han- 
dle bars  and  seat  post;  drop  forged  arch 
fork  crown  of  a  new,  light  design;  Fauber 
pattern  one-piece  cranks,  and  axle  of  home 
manufacture,  with  several  previous  objec- 
tionable features  eliminated;  best  quality 
Excelsior  spokes;  Kundtz  rims;  .adjustable 
or  stationary  handle  bars;  Record  pedals, 
and  a  finish  of  lustrous  black  or  Brewster 
green  enamel.  The  list  price  of  this  ma- 
chine will  be  $50.  The  Whitehead  will  also 
be  built  in  a  chainless  pattern,  in  which 
the  Sager  roller  gear  will  be  used,  the  com- 
pany being  convinced  that  it  is  the  best 
form  of  chainless  cycle  gear  extant.  Speak- 
ing further  on  the  subject.  President  Stokes 
says:  "Its  speed  and  easy  running  qualities 
have  been  fully  demonstrated  by  Major 
Taylor  in  his  recent  record-breaking  feats 
at    Philadelphia.      This    gear    develops    the 


The  Cycle  Age  and  Trade  Review 


227 


Barnes  mbite  flyers 


Cet  11$  $ena 
you  an  Bmntt 
€<itdlodue 


lH  j^m  I  j>|;^  ^)$$$ 


Certainly,  they  are  in  the  front  rank  ! 

Why  ?    That  is  where  they  belong. 

They  will  retain  their  prestige  and  sustain  their 
reputation. 

The  word  "  BARNES  "  on  a  bicycle  is  the  best 
guarantee  of  quality. 

We  have  a  complete  line  for  '99. 


Cbe  Barnc$  €yck  Company 

^  J.  J.  J.  SYRACUSE,  N.  Y. 


LING 


4( 


BUILT  LIKE  A  WATCH 


^1 


QUALITY 

From  its  very  inception  the  Sterling 
has  been  essentially  High  Grade,  al- 
ways constructed  of  the  Best  and  by 
the    best  that  money  could  secure. 

OUR  POSITION 
IS  UNIQUE... 

The  Sterling   has   ever  been  strictly 
One  Grade. 

At  no  time  have  we  been  identified 
with  a  cheaper  construction. 


GUARANTEE 

The  well  known  Sterling  Quality  will 
be  Strictly  Maintained  in  our  1899 
Models  despite  the  reduced  selling 
price. 

EQUIPMENT 

Our  options  cover  a  larger  range 
than  ever  before  of  High  Grade  Tires 
and  Saddles. 


ISnergetic  Agfents  Desired. 
Send  for  Catalog:  and  Proposition. 


STERLING  CYCLE  WORKS, 

KENOSHA.,  >VIS. 


228 


The  Cycle  Age  and  Trade  Review 


least  amount  of  friction.  It  accomplishes 
what  no  form  of  angular  gear  has  done, 
viz.,  showing  but  the  friction  of  a  roller 
and  at  the  same  time  having  the  teeth  in 
contact  with  the  roller  along  their  entire 
length,  thus  affording  an  abundance  of 
wearing  surface.  In  all  other  forms  of 
angular  pin  gearing  the  point-contact  alone 
has  been  secured,  the  rollers  crossing  each 
other  as  they  mesh,  and  the  point  of  con- 
tact being  very  small,  the  wear  is  corre- 
spondingly great.  In  the  bevel  gear,  the 
surface  of  the  teeth  being  sharply  inclined, 
they  have  a  pronounced  tendency  to  force 
themselves  out  of  mesh  when  under  pres- 
sure, and  the  metal  surfaces  must  rub  past 
each  other  to  allow  a  tooth  to  enter  into 
mesh,  thus  adding  materially  to  the  friction. 
The  roller  gear,  having  a  mudi  more  grad- 
ual tooth  inclination,  overcomes  the  wedg- 
ing tendency  and  permits  the  rollers  to  re- 
volve into  mesh  very  easily.  The.  roUe; 
gear  is  not  nearly  as  delicate  a  mechanism 
as  the  bevel  gear.  It  is  not  necessary  to 
advise  riders  to  let  it  alone  as  cautiously 
as  they  would  the  works  of  their  watches. 
It  can  be  as  easily  adjusted  as  a  chain. 
We  will  be  in  position  to  furnish  roller 
gears  in  almost  any  size,  varying  from  66 
to  108,  or  even  higher  if  wanted.  With  an 
ordinary  bevel  gear  it  is  almost  impossible 
to  change  the  gear,  and  it  can  only  be  done 
by  sending  the  machine  back  to  the  fac- 
tory. With  the  Sager  roller  gear  any  rider 
can  have  several  gears  and  change  them 
himself  in  a  few  minutes  without  any  diffi- 
culty. The  changes  are  make  by  substitut- 
ing sprockets  which  are  secured  to  the  hub 
in  the  same  manner  as  the  sprockets  of  an 
ordinary  chain  bicycle."  The  chainless 
Whitehead  will  list  at  $75. 


THE  BUESCHER  SPECIALTIES. 

A  toe-clip  that  will  not  work  loose  and 
turn  on  the  pedal  is  made  by  the  Buescher 
Mfg.  Co.  of  Elkhart,  Ind.,  and  is  shown  in 
the  first  drawing  herewith.  It  has  three  bolt 
holes  so  that  it  can  be  attached  to  the  side- 
plate  by  two  bolts  or  by  one  when 
there  is  but  one  hole  in  the  pedal  plate.  An- 
other Buescher  clip  has  wings  reaching 
down  on  either  side  of  the  foot  to  prevent 
side  motion  of  the  shoe.  The  company's  No. 
3  toe-clip,  which  is  radically  different  in  prin- 
ciple from  these  and  others  on  the  market, 
was  illustrated  and  described  in  Cycle  Age 
of    October    20.     Another    new    article    com- 


"V«tLxi.\.t  KGt 


prised  dn  the  line  of  specialties  is  the  No.  3 
instantaneous  pump  coupling  described  No- 
vember 17.  A  floor  pumip  of  new  deslign, 
though  practically  similar  to  Nos.  2  and  9, 
has  been  added  to  the  line  and  designated 
as  No.  16.  It  has  a  22-inch  barrel  of  1%- 
inch  diameter,  having  a  cast  base  and  three 
feet  of  hose.  Quality  of  material  and  work- 
manship rather  than  novelty  of  form  is  the 
claim  upon  which  the  company  is  soliciting 
and  securing  business. 


UNIFORM  TEMPERING  METHOD. 

The  main  difficulty  in  tempering  small  ar- 
ticles of  steel  by  flame,  forge  or  furnace 
heating  Is  due  to  the  necessity  of  keeping 
the  heat  applied  within  the  iiarrow  limits  of 
700  and  750  degrees,  so  that  the  article  to  be 
tempered  may  be  neither  hotter  nor  colder 
than  this  temperature  when  dropped  in  oil 
or  water.  This  difficulty  has  led  to  the  use 
of  lead  alloys  that  fuse  at  the  desired  tem- 
perature for  conveying  the  necessary  heat 
to  the  steel.  The  method  is  described  by 
the  Lozier  manufacturing  company  in  its 
publication,  On  The  Square,  being  applied 
to  the  tempering  of  ball  cups  and  cones  for 
Cleveland  bicycles.  Each  ball  cup  is  im- 
mersed in  a  pot  of  m.olten  lead  and  held 
there  until  it  has  become  heated  through 
and  through  to  a  cherry  heat.  It  is  then 
quickly  taken  from  the  molten  lead  and 
dropped  into  a  tank  of  cold  oil.  This  tank 
of  oil  is  surrounded  by  a  jacket  of  cold 
running  water  which  keeps  the  oil  cold  and 
of  the  same  temperature  at  all  times.  "The 
object  in  tempering  ball  cups,"  says  the 
company's  writer,  "is  to  make  them  so  hard 
that  the  balls  will  not  wear  grooves  in  them, 
but  at  the  same  time  they  must  not  be  so 
hard  as  to  be  brittle  and  crack,  crush  or 
crumble  under  heavy  strains  or  jars.  Case 
hardening  simply  tempers  or  hardens  the 
outer  crust  or  shell  of  the  cups  and  the  tem- 
pering is  frequently  uneven.  If  the  cups  are 
not  left  in  the  ovens  long  enough  this  crust 
of  hardened  metal  Is  so  thin  that  it  is  liable 
to  allow  the  balls  to  crush  through  Into 
the  soft  steel.  On  the  other  heuid,  If  the 
cups  are  left  in  the  ovens  too  long  the  tem- 


pering is  too  severe,  and  the  cups  become 
brittle  and  will  break.  For  this  reason  case 
hardened  cones  depend  for  their  quality  en- 
tirely upon  the  skill  of  the  operator,  and 
while  some  are  good,  many  are  defective 
and  imperfect.  But  by  the  process  of  lead 
tempering,  the  cups  can  not  become  any 
hotter  than  the  molten  lead  in  which  they 
are  immersed,  no  matter  how  long  they  are 
left  in  it.  The  molten  lead  gradually  heats 
the  cups  through  and  through  and  as  they 
are  taken  from  the  lead  and  dropped  into 
cold  oil  they  are  slowly  temipered  almost  to 
the  core.  Every  Cleveland  ball  cup  is  tem- 
pered exactly  alike.  There  can  be  nO'  bad 
ones.  After  tempering  the  bail  cups  are 
ground  true  to  correct  the  warping  which  is 
a  frequent  result  of  the  tempering  process, 
but  even  a  perfectly  ground  cup  will  not  per- 
mit absolutely  accurate  adjustment  in  the 
hub  unless  the  cup  in  the  opposite  end  of 
the  same,  besides  being  oqually  perfect  in 
itself,  is  also  equivalent  at  all  points  with 
the  corresponding  points  in  the  first  cup.  If 
this  condition  is  not  observed  the  cones 
must  be  left  loose  enough  to  allow  for  wob- 
bling." The  Cleveland  people  therefore 
make  it  a  point  to  grind  both  cups  at  the 
same  time  after  they  are  placed  in  the 
hubs,  using  a  special  machine  for  this  pur- 
pose. 

RICHARDS  DETACHABLE  SPROCKET  RIMS. 

The  Richards  sprocket  rim  for  raising  the 
gear  of  a  bicycle  is  made  in  sizes  which  per- 
mit the  raising  of  any  sprocket  from  three 


to  five  teeth,  as  may  be  desired.  The  rim 
is  held  on  by|  its  own  wedging  power,  the 
groove  in  which  the  teeth  of  the  original 
sprocket  fit  being  cut  on  a  taper.  When  the 
rim  is  being  placed  in  position  the  only 
work  necessary  Is  to  hold  a  piece  of  wood 
on  the  teeth  of  the  rim  and  to  drive  with  a 
hamm^er  till  the  rim  is  wedged  tight  in  place. 
Three  countersunk  set  screws  are  then 
screwed  down  through  holes  provided  in 
three  of  the  rim  teeth,  these  screws  toeing 
not  for  the  purpose  of  wedging  the  sprocket, 
but  merely  to  insure  against  the  loosening 
of  the  rim  by  back  pedaling.  The  rims  are 
made  to  fit  3-16,  %,  5-16  and  %-inch  sprockets. 
A  screw  driver  and  two  extra  links  of  chain 
are  furnished  with  each  rim.  Tower  & 
Lyon,  95  Chambers  street.  New  York,  are 
the  sole  eastern  selling  agents  of  the  rim. 


THE  NEW  KIRKPATRICK  SADDLES. 

Since  1883  T.  J.  Kirkpatrick  has  been  an 
exponent  of  the  hammock  saddle,  and  up  till 
about  1893  the  Kirkpatrick  saddle  was  a 
familiar  sight  on  all  kinds  of  bicycles.  The 
latter  day  demand  for  comfortable  saddles 
and  the  widespread  attention  that  has  been 
given  to  the  production  of  seats  which  re- 
lieve bicycle  riding  from  the  disagreeable 
feature  of  saddle  soreness  and  other  harm- 
ful effects  has  led  Mr.  iCirkpatrick  to  again 
bring  forward  the  hammocK  principle  and 
incorporate  it  in  saddles  which  are  up-to- 
date  in  appearance  and  in  keeping  with  all 
of  the  modern  requirements  in  saddle  design 
and  construction.  The  new  Kirkpatrick  sad- 
dles, which  have  been  on  the  market  during 
1898,   are  being  pushed  harder  than  ever  for 


the  coming  season  and  the  maker,  the  Kirk- 
patrick Saddle  Co.  of  Springfield,  Ohio,  feels 
confident  of  rapidly  increasing  business.  A 
second  edition  of  the  booklet,  "Scientific 
Saddle  Making,"  in  which  the  principle  of 
the  hammock  saddle  and  its  relation  to  the 
jars  and  jolts  it  is  intended  to  compensate 
are  carefully  figured  out  and  placed  before 
the  reader  in  mathematical  form,  has  been 
issued  and  is  (being  mailed  to  the  trade.  Sev- 
eral forms  of  Kirkpatrick  saddles,  all  built 
on  the  double  spring  hammock  principle,  but 
varying  in  the  shape  of  tops  and  the  form 
of  springs,  are  offered  for  '99.  The  standard 
pattern  is  here  shown. 


GROWTH  OF  NATIONAL  CEMENT  &  RUBBER  CO. 

E.  P.  Hubbell,  secretary,  treasurer  and 
general  manager  of  the  National  Cement  & 
Rubber  Mfg.  Co.  of  Toledo,  O.,  has  tendered 
his  resignation  as  assistant  cashier  of  the 
Second  National  Bank  of  that  city,  to  take 
effect  January  1,  and  will  thereafter  devote 


his  entire  time  and  attention  to  the  rapidly 
growing  business,  of  which  he  now  owns  the 
controlling  interest.  The  concern  now  occu- 
pies the  entire  five  floors  of  one  of  the  larg- 
est buildings  in  the  city  of  Toledo,  and  has 
agencies  in  every  prominent  city  in  the 
United  States.  It  also  has  well  established 
trade  in  South  Africa,  South  America,  Sand- 
wich Islands,  and  the  principal  countries  of 
Europe.  A  branch  house  has  been  estab- 
lished in  Paris,  which  is  under  the  manage- 
ment of  Elie  Weill  &  Co.,  who  are  regularly 
authorized  agents. 

The  National  Cement  &  Rubber  Manufac- 
turing Company  sells  only  to  jobbers.  It  has 
several  salesmen  on  the  road,  and  states  that 
trade  of  late  has  shown  a  most  remarkable 
increase.  The  company  is  to  have  100  feet 
of  floor  space  at  the  Paris  exposition  for  an 
exhibit  which  will  be  in  charge  of  Elie 
Weill  &  Co.,  and  will  also  occupy  apace  No. 
169  at  the  New  York  show,  and  have  space  at 
the  Philadelphia  and  Chicago  shows. 


BRECKENRIDQE  GAS  LAHP  DETAILS. 

The  E.  P.  Breckenridge  Co.,  Toledo,  has 
placed  on  the  market  and  is  now  ready  to 
supply  the  trade  with  its  new  acetylene  gas 
lamp,  the  construction  and  action  of  which 
were  described  in  Cycle  Age  in  the  Issue  of 
September  29,  at  that  time  the  flrst  prac- 
tical models  of  the  lamp  having  just  been 
completed.  The  lamp,  a  sectional  view  of 
which  is  here  shown,  is  notable  on  account 
of  the  introduction  of  several  features  which 
aim.    to    make   generation    of   acetylene    gas 


■\\\tL^LLtKU' 


more  a;pplicable  to  and  convenient  in  cycle 
or  carriage  lamps.  Loose  carbon  is  placed 
in  the  lamp  in  such  form  that  it  can  be  en- 
tirely removed  from  the  lamp  bodiy  by  sim- 
ply lifting  out  a  small  tube  to  which  is  at- 
tached) a  disk  supporting  the  carbide.  The 
removal  of  the  residue  caribide  after  the  sup- 
ply has  become  exhausted  is  thus  the  work 
of  a  single,  simple  and  cleanly  operation. 
The  burner  tip  is  arranged  to  give  a  broad 
fish  tail  flaime  the  light  from  which  is  thrown 
through  the  lens  at  an  illumination  angle 
of  60  degrees.  The  water  reservoir  is  back 
of  the  combustion  chamber  and  discharges 
the  water  through  a  bent  tuiba  running  to 
the  bottom  of  the  carbide  receptacle.  The 
flow  of  the  water  is  regulated  by  a  valve 
which  renders  it  impossible  for  the  water 
to  reach  the  carTiide  faster  than  drop  by 
drop.  The  water  acting  first  on  the  carbide 
at  the  bottom  of  the  holder,  the  generated 
gas  passes  through  the  unused  carbide  be- 
fore it  escapes  through  the  burner,  thus  be- 
ing relieved  of  what  moisture  it  carries  and 
produding  a  drj'  and  highly  volatile  gas.  The 
Breckenridge  company  also  manufactures 
one  model  of  oil  lamp  which  has  features 
selected  from  the  various  successful  oil 
lamps  formerly  made. 


HOW  EQUIPHENT  AFFECTS  SALES. 

How  much  the  equipment  of  a  bicycle  af- 
fects Its  appearance  and  sale  is  not  even  yet 
generally  realized.  Many  a  sale  is  made  or 
spoiled  by  the  looks  oC  the  saddle,  handle 
bars,   tires  and  pedals.     If  these  are  light, 


The  Cycle  Age  and  Trade  Review 


229 


TrTTH;miiTmiiiiTi»iTnmi>tiiirilTlllllll«rnT 


Good  Bicyles  at  Pair  Prices. 

ONE  GRADE  ONLY. 

Get  our  Catalog  and  ask  our  traveler 

to  call. 
:  NATIONAL  CYCLE  MFG.  CO. 

26  BAY  CITY,   MICH. 


TTTTT'CTIf  ttlTtTTTTTTTTTTTYTTTVtTTTTHHrTTTTTtlllT'f! 


llentlon  The  Cycle  Age 


Plain  Talks  on 


THEY 

NEVER 

DISAPPOINT 


Andrae  Cycles 


I 


Ever  since  bicycles  have  been  on  the  market  Andraes  have 
been  ridden. 

There  are  few  for  sale  second  hand. 

Those  sold  five  years  ago  are  being  ridden  to-day — giving  per- 
fect satisfaction. 

In  five  years  a  good  bicycle  will  make  many  friends. 

An  agent  wants  to  sell  a  popular  wheel — it's  easier. 

We  are  continually  looking  out  for  the  welfare  of  our  agents — 
doing  this  and  doing  that  to  help  them  sell  Andraes. 

It's  to  our  advantage  to  do  so. 

This  year  we  have  the  finest  line  of  wheels  an  agent  can  get. 

14  Models — $30  up — ^he  needn't  lose  a  sale. 

We  know  there  are  some  people  in  every  town  who  will  not 
ride  any  wheel  but  the  Andrae. 

K  they  cannot  buy  it  at  home  they  will  buy  it  somewhere  else. 

Is  there  an  Andrae  agent  in  your  town? 

Do  you  want  a  money-making  proposition  to  take  it? 


Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 

Eastern  Export  Branch:    95  Reade  St.,  New  York  City. 


Mention  The  Cycle  Age 


Initial  Tension 
Expansion  Spring 


SEAT  POST 


The  Only  True  Jar  Absorber. 

(Patent  Pending.) 

PRICE,   $2.50  EACH, 


SYNONYM    FOR    THE  BEST   IS  THE 
NAME    OF 

THE  BUESCHER  MFG.    CO. 

BI/KHART,    XND. 


'  The  jobber,  the  dealer 
and  the  user  ot  bicycle  snn- 
dries  know  this. 

Our  products  are  stand- 
ard and  reliable  in  style, 
quality  and  price. 

•99  CATALOGUE 
mailed  at  your  request.  It 
will  pay  you  to  see   same 
before    ordering    a    single 
sundry. 

Complete  lines  of 
Pumps,  Iiamp  Bacbets, 
Toe  Clips,  Coasters,  the 
best  Spring  Seat  Post,  etc., 
are  shown  in  it. 

See  our  Trouser  Guard. 

'We  make  specialtieB — 
write  for  estimates. 


No.  3  TOE-CMP     Patent  No.  3   COUPLING. 

Correct  practical    8»Pt-  !*•  'S'-    Latest  and  Best.    Every  Pump 
design,  35c  pair.  with  it.    Pat.  July  14, 


No.  7  FOOT- 
PUMP,  barrel 
11^x12.  Solid 
stirrup.  Price 
80c  Each. 


should  be  fitted 
1896. 


Cbe 


|)olk«becR 


Rawbide 
Saddle... 


Weighs  but 
12  OUNCES^ 


Dealers  and  riders  can  obtain  them  without  extra  charge  on  any 
high-class  bicycle. 

HOLLENBECK  SADDLE  CO. 

MAKERS 

Write  for  Booklet.  SYRACUSE,  N.  Y. 

Mention  The  Cycle  Age 


230 


The  Cycle  Age  and  Trade  Review 


grajceful,  well  finished,  yet  strong,  they  lend 
an  additional  value  to  the  majchine  that  can 
hardly  be  overestimated.  Unfortunately  all 
fittings  placed  on  otherwise  attractive  Mcy- 
cles  do  not  incorporate  these  features.  When 
a  saddle,  pedal,  or  other  fitting  does  possess 
them,  however,  its  field  is  much  broadened 
and  it  has  qualities  upon  which  there  are 
possibilities  of  working  up  unlimited  trade. 
This  is  the  idea  the  HoUenbeck  Saddle  Co., 
of  Syracuse,  N.  T.,  is  working  on  with  its 
new  Rawhide  saddle,  and  the  truth  of  the 
observation  is  well  proved  by  the  quick  suc- 
cess that  has  been  met  in  placing  it  among 
makers  of  higih  class  bicycles.  The  HoUen- 
beck company  announces  that  the  following 
well  known  concerns  will  fit  the  12-ounce 
Rawhide  either  regularly  on  certain  models 
or  as  an  option:  E.-C.  Steams  &  Co.,  Barnes 
Cycle  Co.,  Buffalo  Cycle  Mfg.  Co.,  Heinz  & 
Munschauer,  R.  H.  Wolff  &  Co.,  Julius  An- 
drae  &  Sons  Co.,  Eclipse  Bicycle  Co.,  Car- 
lisle Mfg.  Co.,  Magnet  Cycle  Co.,  Peoria 
Rubber  &  Mfg.  Co.,  Bettys  &  Mabbett, 
Bean-Chamberlin  Co.,  Snell  Cycle  Fittings 
Co.,  Olive  Wheel  Co.,  Davis  Sewing  Machine 
Co.,  George  N.  Pierce  Co.,  Sterling  Cycle 
Works,  Utica  Cycle  Co.,  Kirk  Mfg.  Co.,  Vik- 
ing Mfg.  Co.,  Manson  Cycle  Co.,  Ben  Hur 
Cycle  Co.,  Rochester  Cycle  Co.,  North  way  & 
Kingsbury,  Aluminum  Bicycle  Co.,  Ariel  Cy- 
cle Mfg.   Co.  

COnPLETE  LINE  OF  BEVIN  BELLS. 

The  Bevin  Bros.  Mfg.  Co.,  of  East  Hamp- 
ton, Conn.,  shows  to  its  cycle  trade  cata- 
logue a  large  line  of  bells,   trouser  guards. 


toe  clips,  spring  oil  hole  covers,  foot  brakes, 
nipple  grips  and  lamp  brackets.  The  Bevin 
Special,  made  in  four  patterns.  Is  the  high- 
est priced  'bell  listed  by  the  company.  It  has 
an  electric  stroke,  rotary  movement  and  is 
entirely  finished  in  nickel.  The  mechanism 
and  base  are  of  brass.  As  illustrated,  two 
forms  of  clamping  devices  are  used  and  the 
gongs  are  made  both  with  plain  and  with 
ribbed'  joints.  Some  of  the  cheaper  pattern 
bells  have  simple,  positive,  ratchet  move- 
ments, instead  of  the  rotary,  though  the 
stroke  and  the  sound  are  similar.  The  lower 
illustration  shows  one  of  these  movemeruts. 
Tire  and  spoke  operating  bells  and  continu- 
ously ringing  chimes  are  also  included  in 
the  bell  line.  Of  the  many  patterns  of  toe 
clips  presented  that  illustrated  here  is  the 
most  notable.  It  is  made  of  one  piece  of  steel 
and  has  some  of  the  features  of  the  stirrup 
clip.     The    Sides    are   yielding   and    flexible. 


TncCrci-LAi 


causing  no  painful  pressure  on  the  foot.  It 
is  made  in  both  gentlemen's  and  ladies 
sizes.  


BOOM  IN  ROLLER  SKATE  INDUSTRY. 

An  evidence  of  the  growing  interest  now 
being  manifested  in  roller  skating  is  the 
fact  that  the  Henley  Bicycle  &  Roller  Skate 
Works  of  Richmond,  Ind.,  operating  the 
largest  factory  for  the  production  of  these 
goods  in  the  country,  are  running  night  and 
day  to  fill  orders  for  the  popular  Henley 
skates.  The  company  reports  a  larger  de- 
mand during  the  last  30  days  than  has  been 
known  for  many  years,  arrangements  having 
been  made  to  open  a  great  number  of  rinks 
between  Thanksgiving  and  New  Tear's,  to 
supply  which  has  taxed  the  great  capacity 
of  the  Henley  works  to  the  utmost.  A  num- 
ber of  very  fine  rinks  have  been  opened  in 


large  cities  and  stocked  with  Henley  skates, 
and  numerous  smaller  ones  have  been  sup- 
plied all  over  the  country.  The  demand  is 
unprecedented  except  during  the  palmy  days 
of  roller  skate  excitement  of  '79  to  '86,  and 
it  now  seems  possible  that  this  reawakened 
enthusiasm  will  exceed  that  in  former  years 
referred  to  and  last  for  a  number  of  years. 
M.  C.  Henley  is  personally  interested  with 
others  in  the  operation  of  the  elegant  Main 
street  rink  in  h^s  own  city.  Richmond,  Ind., 
which  was  opened  recently  with  success; 
more  than  1,200  paid  admissions  being  re- 
ceived the  first  evening.  This  has  been  run- 
ning every  week  day  since,  both  afternoon 
and  evening,  and  in  the  morning  of  two  days, 
with  the  interest  and  attendance  constantly 
increasing.  Reports  show  that  these  condi- 
tions have  been  repeated  in  other  places, 
rinks  having  been  opened  within  the  past 
fortnight  at  Indianapolis,  Baltimore,  Mil- 
waukee, Evansville,  San  Francisco,  Chicago, 
Oshkosh,  and  many  smaller  places,  all  of 
those  so  far  opened  having  met  with  suc- 
cess beyond  the  expectations  of  the  manage- 
ment, the  attendance  at  all  fully  equaling 
that  of  any  former  year.  The  hardware 
trade  are  handling  these  goods  largely,  and 
many  jobbers  are  putting  in  large  stocks  of 
Henley  skates  since  it  has  become  a  settled 
fact  that  the  business  has  not  only  revived 
but  will  be  a  permanent  one  for  a  few  years 
at  least. 

JOBBERS  OF  FRAME  SETS  AND  PARTS. 

An  advance  catalogue  of  complete  frame 
sets  for  four  models  of  bicycles,  and  of  indi- 
vidual parts  and  fittings,  including  the  Fbai- 
ber  hanger,  independent  seat  post  and  han- 
dle bar  expander,  Weston  &  Co.'s  Champion 
hub,  Watson  Automatic  seat  post,  Brennan 
adjustable  handle  bar.  Young's  sprocket  rim, 
O.  S.  and  Syracuse  pedals,  Olmstead  saddles, 
Adajms  vise.  Spot  Cash  vulcanizer.  Invincible 
brazer,  P.  D.  Q.  enameling  oven,  Schrader 
valve,  transfers,  grips,  stamped  connections, 
chain  adjusters,  fork  crowns,  etc.,  has  just 
been  issued  by  R.  H.  Olmsted  &  Son,  413 
South  Clinton  street,  Syracuse,  N.  Y.  This 
constitutes  a  handy  reference  catalogue  of 
all  that  is  needed  for  the  assembling  of  bi- 
cycles. In  January  this  firm  will  get  out  a 
catalogue  of  bicycle  sundries  which  will  be 
distributed  widely,  and  would  be  pleased  to 
hear  from  manufacturers  who  would  like  to 
have  their  goods  listed. 


BALL  BEARING  CYCLE  HOLDER. 

The  Bristol  Bell  Co.  of  Bristol,  Conn.,  is 
offering  for  a  second  season  its  ball  bear- 
ing holdier  with  which  bicycles  can  be  held 


ThL  CYCLt  Act— 


by  the  rim  of  a  wheel  without  the  slightest 
danger  of  the  varnish  on  the  rim  ibedng 
scratched.  As  seem  from  the  illustration  the 
holder,  which  is  constructed  to  be  screwed 
to  a  wall  or  post,  has  clasping  arms  fitted 
with  rubber  balls.  These  balls  are  the  only 
parts  of  the  holder  which  touch  the  rim  of 
a  cycle  being  supported.  The  operation  is 
entirely  automatic  and  the  attaching  frame 
is  made  so  that  the  holder  can  be  adjusted 
to  any  desired  angle.  The  holders  are  fin- 
ished in  full  nickel,  nickel  and  enamel  or 
in  Tuscan  bronze. 

NATURAL  ELASTICITY  IN  FRAMES. 

Comfort  in  riding  and  simplicity  in  con- 
struction are  seldom  Intimately  associated 
m  bicycle  manufacture.  Therefore,  when 
these  two  Indispensable  qualities  are  suc- 
cessfully combined  with  strength  and  accu- 
racy, the  resulting  construction  is  of  the 
greatest  interest,  not  only  to  the  rider  but 
to  the  agent  as  well,  for  the  latter's  profits 
are  largely  cut  into  if  the  machine's  handles 
fail  to  stand  up  and  are  continually  requir- 
ing adjustment  or  small  repairs.  Moreover, 
increased  comfort  to  the  rider  Insures  a  well 
pleased  customer.  During  a  period  of  nearly 
three  seasons  a  form  of  construction  em- 
bodying the  good  features  mentioned  has 
been  receiving  the  only  absolute  test  0(f  a  ibi- 
oycle  at  the  hands  of  hundreds  of  riders  in 
every  part  of  this  country  and  in  many  for- 
eign countries.  This  Is  a  rigid,  resilient  bi- 
cycle frame  in  which  jar  and  vibration  are 
eliminated,  but  not  at  the  expense  of  sim- 
plicity or  weight.  This  result  is  attained  not 
by  the  addition  of  some  complicated  device, 
but  through  qualities  Inherent  to  the  frame 
itself,  which  Is  claimed  to  be  stronger  than 
an  ordlna'ry  frame,  though  It  weig<hs  no 
more,  and  in  which  buckling  is  tafipossible 
and  a  breakdown  out  of  question.  That  none 
has  ever  occurred  Is,  perhaps,  the  best  inroin- 


ise  for  the  future.  The  natural  elasticity  and 
strength  of  the  hickory  used  in  the  construc- 
tion of  the  Chlllon  bicycles  are  responsible 
for  the  comfort  and  durability  of  these  ma- 
chines, whose  makers,  the  M.  D.  Stebbins 
Mfg.  Co.  of  48  Hampden  street,  Springfield, 
Mass.,  announce  that  the  '99  machines  will 
rank  with  the  best  in  quality  of  materials 
and  workmanship.  Mesinger  saddles  will  be 
regularly  fitted.  None  but  Cleveland  Ma- 
chine Screw  Co.  balls  will  be  used.  The  other 
details  will  correspond  in  grade.  Tfhe  chains 
used  will  be  of  special  accuracy,  with 
sprockets  milled  to  fit.  A  two-piece  crank 
and  shaft  of  remarkably  simple  construction 
and  the  Chilion  unbreakable  fork  crown  are 
other  attractive  features.  The  finishes  are 
handsome  as  well  as  novel  in  aippearanoe. 
They  are  a  distinctive  feature,  though  con- 
spicuous only  for  their  beauty.  Accuracy  of 
bearings  and  of  sprockets  and  chain  give 
easy  running  qualities.  In  every  detail  these 
machines  will  show  the  careful  study  that 
has  been  devoted  to  the  production,  of  as 
good  a  bicycle  as  can  be  built. 


IMPROVED  PUnP  COUPLING. 

The  instantaneous  and  effective  coupling 
device  tfor  clamping  the  end  of  a  pump  hose 
to  the  valve  of  a  tire  here  shown  Is  an  Im- 
provement on  the  one  first  brought  out  a 
year  ago  by  J.  E.  Boucher  and  E.  P.  Wolf 
of  Chicago  and  is  to  be  sold  the  coming 
season  'by  Robert  Malcolm,  dealer  In  bicycle 


"^»\t.\c(i.\.i  K(>t. 


materials  and)  sundries  at  115  Lake  street, 
Chicago.  The  clamp  Is  Intended  for  use  with 
foot,  floor  and  power-pumps.  The  free  end 
of  the  hose  extends  through  the  clamp  to  the 
end  of  the  nozzle.  The  hand  piece  acts  as  a 
lever  to  draw  backward  the  ring  encircling 
the  nozzle,  which,  being  beveled  Internally, 
forces  together  the  six  portions  of  the  chuck 
part  formed  by  the  long  kerfs.  These  press 
upon  the  inclosed  rubber  hose  end  and  bind 
it  ujwn  the  valve  and  valve  stem  in  an  air 
tight  connection.  Raising  the  lever  by 
means  of  the  thumb  ears  provided  readily 
releases  the  clamp.  The  device  Is  stamped 
out  of  white  metal  and  is  non-rusting. 


CHANGE  IN  INDUSTRIAL  CYCLE  CO. 

The  Industrial  Cycle  Co.,  Wilbraham  road, 
Springfield,  Mass.,  is  preparing  for  an  In- 
creased output  the  coming  year  under 
slightly  different  management  from  that 
of  the  past  season.  Rev.  D.  A.  Reed  hav- 
ing sold  his  Interest  in  the  company  to  the 
other  two  members  of  the  firm,  D.  T.  and 
A.  C.  Methven.  The  company  was  formed 
three  years  ago  and  has  been  rapidly  en- 
larging its  business  ever  since.  The  out- 
put for  '98  was  6,000  bicycles.  Plans  are 
being  made  for  the  manufacture  of  10,000 
machines  for  the  coming  season,  orders 
now  being  on  hand  for  4,000.  Some  new 
machinery  and  equipments  will  be  added  to 
enable  the  Increased  output  to  be  handled. 


SCHRADER  ADJUSTABLE  SPANNER. 

The  utility  of  the  spanner  in  separating 
and  assembling  certain  bicycle  paxts  Is  so 
widely   conceded   that   the   adjustable   span- 


ner wrench  manufactured  by  Frederick 
Schrader,  East  Side  Station,  Bridgeport, 
Conn.,  becomes  a  likely  aspirant  for  popu- 
lar favor,  both  among  shopmen  and  riders. 
The  spanner  has  a  curved  end  which  car- 
ries a  hardened  steel  pin  to  enter  the  span- 
ner notch  in  the  part  to  be  moved.  A 
strong  set-screw  passing  through  the  body 
at  the  point  of  tangency  between  the  curved 
and  straight  portions  allows  the  circularity 
of  the  spanner  arc  to  be  varied  to  suit  the 
cup  or  ring  to  be  turned.    The  spanner  will 


The  Cycle  Age  and  Trade  Review 


231 


►♦♦♦♦♦^ 


ADLAKE ::  BICYCLES 

"THE  WHEEL  OF  HIGH  DEGREE" 
Prices  Reduced  for  '99  but  Quality  Rerpziins  tbe  Szirpe. 


860, 
60. 
60 
60. 
fcO. 
60. 
90. 
90. 
90. 


ADLAKE  SPECIALS 

Model  A,  30  and  28-in.  wheels,  22-in.  frame 

Model  B,  30  and  28-in.  wheels,  24-m.  frame 

Model  C,  28-ln.  wheels,  20-in.  frame 

Model  R,  "Racer"  28  in.  wheels.  22-in.  frame  . 
Model  E,  Women's,  28-in.  wheels,  21-in.  frame. 
Model  F,  Women's,  28-in.  wheels,  23-in.  frame 
Model  G,  Tandem,  28-in,  wheels,  23-in.  frame.. 
Model  H,  Tandem,  28-in.  wheels,  23-in.  frame. 
Model  K,  Tandem,  28-in.  wheels,  21-in   frame. 

ADLAKES 

Model  M,  28-in.  wheels,  22-in,  frame $40, 

Model  N,  28-in.  wheels,  24-in.  frame 40 

Model  M,  30-in.  wheels,  22-in.  frame  4i. 

Model  N,  30-in.  wheels,  24-in.  frame 45 

Model  P,  Women's,  28-in,  wheels,  21-in.  frame 40. 

Model  S,  Women's,  28-in.  wheels,  23-in.  frame 40 

ALASKAS 

Men's,  22-in.  frame,  28-in.  wheels $30. 

Men's,  24-in.  frame,  28-in.  wheels 30. 

Women's,  21-in.  frame,  28:ia.  wheels 30 


00 
00 
00 
00 
00 
00 
00 
00 
00 

00 
00 

.00 
00 
.00 
00 

00 
00 
00 


Complete  line  now  ready  for  delivery.      Travelers  are  now  on  the  road  and  will  call  apon  all  dealers. 


Tbe  Adz^rns  &  WestlaKe  So.,  A\aKers,  Cbic2igo,  111. 

ALSO  MAKERS  OF  ADLAKE  AND  X  RAYS  BICYCLE  LAMPS  AND  ADLAKE  CAMERAS, 


Rubber 

Cement, 
Brazer 

Heads, 

Tire 

Cement, 
Chain 

Lubricant, 
Enameling 

Ovens, 
Stick 

Graphite, 

Jifoid 
Plugging 
Solution, 
Hard 

Cement, 
Cleaning 

Fluid, 
Repair  Kits, 

Hot  Air 
Vulcanizcrs, 

Tire  Tape, 


s^pM 


"Load  Up" 


^•AN  e5*  ^*  w^  e^* 


New  Year's  Day 

WITH  A  COMPLETE 
ASSORTMENT  OF 

High 
Pressure 
Supplies 


FROM  THE 


National  Cement 
and  Rubber  Mfg.  Co. 

TOLEDO,  0.,  U,  S,  A, 


CATALOGUE  FREE 


Brazers, 

Brazer 

Burners, 
Brazing 
Compound, 

Vulcanizers, 

Lantern  Oil, 

Rubber 

Paint, 

Almond  Oil, 

Baking 

Enamels, 
Nickel 
Liquid 
Polish, 

Rubber 
Patching, 

Hot  Water 
Vulcanizcrs, 

Unvulcanized 
Patches. 


Li:^#f 


Mr.  Dealer: 

Tell  the  rider  that  the  makers  guaran- 
tee the   Claus  forever — we'll  back  you  up. 

Claus  Handle  Bar  Mfg.  Co. 

Milwaukee,  Wis  ,  U.  S.  A. 

Mention  The  Cycle  Age 


232 


The  Cycle  Age  and  Trade  Review 


operate  on  rings  from  1  inch  to  2%  Inches  in 
diameter.  The  tool  is  polished  and  nickeled 
and  is  small  enough  to  go  into  the  ordinary 
tool  bag.  

STEARNS  CATALOGUE  OUT. 

The  "Yellow  Fellorw  Year  Book,"  being  a 
treatise  iipon  the  construction,  equlpiment 
and  prices  of  the  eleven  1899  models  of 
Steams  bicycles,  is  just  off  the  press  and 
still  redolent  of  the  black  and  orange  inks 
in  which  it  is  printed.  It  is  arranged  and 
set  up  in  the  attractive  style  which  charac- 
terizes all  the  trade  literature  that  emanates 
from  this  house.  The  half-tone  plates  of  the 
machines  are  printed  in  two  colors  from 
wash  drawings  by  Bartlett  &  Co.  A  feature 
of  the  booklet  is  a  djouble  page  illustration 
showing  the  mechanism  of  the  bevel  gears 
of  the  chainless,  the  crank  nanger  of  the 
chain  driven  machines,  the  Stearns  internally 
clamping  seat  post,  the  detachable  grip  and 
the  Stearns  automatic  locking  stand  used  in 
three  different  positions. 


TOLEDO  METAL  WHEEL  CO.'S  NEW  LINE. 

The  Toledo  Metal  Wheel  Co.,  Station  B, 
Toledo,  are  building  machines  for  adults 
as  well  as  juvenile  bicycles  for  the  season 


of  '99.  The  former  line  comprises  men's 
and  ladies'  patterns  listing  at  $50  and  $52.50 
respectively.  The  upper  illustration  shows 
the  ladies'  model  which  in  general  construc- 
tion is  similar  to  its  mate.  The  machines 
have  flush  joints,  tapered  D  shaped  rear 
forks  and  a  2%-inch  drop  to  the  hanger. 
The  frames  are  finished  in  either  black  or 
maroon  enamel,   the  first   coat   of  which  is 


an  anti-rust  enamel  which  prevents  the  tuib- 
ing  from  rusting  and  causing  the  enamel 
to  scale  off.  The  hangers  are  of  the  Fauber 
pattern  with  especially  designed  sprocket. 
Expander  clajnps  are  used  for  securing  both 
the  seat  post  and  the  handle  bars.  The  front 
forks  have  the  best  quality  of  brazed  steel 
sides  with  nickel  plated  arch  crown.  The 
other  leading  specifications  and  options  em- 
brace popular  features  and  fittings.  The 
"Favorite"  juvendle  machines,   a  boys'   and 


girls'  mod«l  of  which  are  illustrated,  are 
made  in  three  sizes,  having  respectively  24 
and  26-inch  wheels.  The  weights  run  from 
18  to  22  pounds,  and  the  prices  are  $20,  $25 
and  $30.  All  of  the  frames  have  flush  joints 
at  the  steering  head  and  seat  cluster,  and 
D  shaped  rear  forks  are  used.  The  hanger 
is  fitted  with  means  for  oiling  direct  to  the 
bearings,  and  has  a  three-piece  crank  and 
axle  arrangement  which  is  strong  and  in 
proportion  to  the  other  reduced  sizes 
throughout  the  miodels.  Plain  steel  drop 
bars  are  fitted  to  the  boys'  models  and  up- 
turned to  the  girls'  patterns. 


MANIPULATING  DOUBLE  TRANSFER  PAPER. 

All  of  the  "double  paper"  transfers  made 
by  the  Meyercord  Company  of  Chicago  have 
printed  on  the  back  the  words:  "Varnish 
transfer  as  usual,  then  remov,  the  tissue 
paper  and  transfer  by  wetting  the  back." 
By  an  examination  of  all  sheets  thus  mark- 
ed it  will  be  found  that  the  paper  consists 
of  a  very  thin  tissue  paper  attached  to  a 
heavy   paper.     When   transferring,    probably 


the  quickest  and  ibest  way  to  handle,  will  be 
to  varnish  the  sheet  or  varnish  as  much  of 
a  sheet  as  is  necessary  for  immediate  use, 
then  out  apart,  place  the  ornament  on  the 
frame  in  its  position  and  press  thoroughly 
to  the  frame,  then  soak  with  water,  and 
peel  from  the  edge,  tearing  the  thick  paper 
from  the  thin  and  leaving  the  thin  paper 
with  the  ornament  on  the  frame.  Then  wet 
the  thin  paper  and  the  transfer  will  trans- 
fer very  easily  and  perfectly.  This  Is  the 
best  way  to  handle  and  probably  the  most 
satisfactory,  Ibut  the  whole  sheet  can  be  var- 
nished and  the  thin  paper  stripped  from  the 
thick  in  sheet  form  and  the  ornaments  cut 
apart  and  transferred  on  just  the  thin  paper. 


MYERS  COMBINATION  CYCLE  STAND. 

ages  of  a  light  folding  cycle  support  for  ex- 
hibitloni  and  other  similar  purposes,  with  a 
strong,  efficient  home  trainer,  has  become 
very  widely  known  and  has  been  granted  the 
compliment  of  a  wide  use.  The  stand  is 
made  of  flat  spring  steel  and  weighs  but 
4%  pounds  complete.  It  can  be  attached,  to 
either  the  front  or  the  rear  wheel  and 
when  once  attached  cannot  be  shaken  off. 
As  the  stand  Interferes  with  no  running 
part  of  the  bicycle  It  is  well  adapted  for 
show  purposes  in  a  cycle  store  and  also  as 
a  cleaning  stand  for  individual  riders;  and 
being  strong  enough  to  support  a  300-pound 
man,  the  home  trainer  attachment  possesses 
a  double  field  of  practical  usefulness.  One 
of  the  newest  attachments  which  have  been 
devised  to  go  with  the  stand  Is  an  adjustable 
truing  device  by  means  of  which  the  work 
of  truing  up  a  bicycle  wheel  without  re- 
moving it  from  the  frame  is  very  readily 
accomplished.  The  stand  with  its  attach- 
ments is  manufactured  by  F.  B.  Myers  & 
Bro.  of  Ashland,  O.,  who  also  make  and 
market  other  forms  of  cycle  stands,  among 
them  being  an  independent  cycle  holder  for 
holding  machines  in  the  home  or  office  dur- 
ing the  times  they  are  not  in  use,  a  display 
stand  for  supporting  bicycles  at  a  height 
of  eij;  iteen  or  twenty  inches  from  the  floor, 
and  a  cycle  rack  for  use  in  front  of  stores, 
etc.  The  display  stand  is  made  in  two  sep- 
arate parts  which  allows  its  use,  without 
adjustment  or  tinkering,  with  machines  of 
all  lengths,  including  tandems.  The  nuts  on 
the  axles  do  not  need  to  be  removed  to 
place  a  bicycle  on  the  stand.  All  of  the 
stands  are  given  an  attractive  aluminum 
finish.  

HANDY  REFERENCE  FOR  PARTS. 

The  Toledo  Cycle  Supply  Co..  431  St.  Clair 
street,  Toledo,  selling  agents  for  Crosby  & 
Mayer  Co.'s  fittings.  Is  sending  out  a  sheet 
of  fittings  and  parts,  with  specifications,  to 
be  pasted  on  the  wall  of  the  shop  as  a  ready 
reference.  Four  diamond  and  one  drop 
frame  are  shown  in  working  drawings  with 
measurements  and  angles  given.  These  in- 
clude a  23-inch  frame  for  30-lnch  wheels  with 
4  inches  drop  of  hanger,  a  22-inch  frame  for 
30-inch  wheels  with  3  inches  drop,  a  22-inch 
frame  for  2S-inch  wheels  with  3  inches  drop, 
a  24-lnch  frame  for  28-inch  wheels  with 
hanger  dropped  2%  inches,  and  a  drop  frame 
model  of  22  inches  height,  28-Inch  wheels  and 
3  inches  drop.  The  parts  shown  Include  one 
and  two  piece  hangers,  one-piece  stamped 
head,  drop  forged  fork  crown,  four-lug  seat 
post  cluster,  full  set  of  head  fittings,  handle 
bar  and  seat  post  expander,  fork  sides  and 
rear  stays  and  chain  adjuster.  The  company 
.will  have  its  large  and  complete  catalogue 
of  fittings  and  sundries  ready  for  distribu- 
tion January  1.        

SALAMANDER  FOR  CHAIN  ILLS. 

E.  G.  Eager  &  Co.,  jobbers  of  cycle  sun- 
dries and  sporting  goods,  334  Superior  street, 
Toledo,  O.,  are  general  distributing  agents 
for  Elfin  juvenile  bicycles  for  Ohio,  Indiana, 
Michigan  and  the  entire  south.  Pacific  slope 
and  the  northwest,  and  are  also  sole  selling 
agents  of  Salamander  chain  lubricant.  This 
lubricant,  they  state,  will  cure  all  diseases 
that  the  chain  is  heir  to;  is  not  affected  by 
heat  or  cold,  will  not  collect  dust,  and  will 
go  direct  to  the  seat  of  the  complaint  and 
make  a  stiff  joint  limber  and  full  of  life.  It 
is  not  a  new,  untried  article,  but  has  been  on 
the  market  In  and  around  Toledo  for  the 
past  two  years.  A  number  of  large  jobbers 
are  cataloguing  it  for  '99  and  the  company  is 
prepared  to  furnish  electrotypes  to  others 
who  desire  to  list  It  among  their  supplies. 


LITTLE  INCONVENIENCE  WILL  RESULT. 

In  the  Cycle  Age  Trade  Index  recently 
Issued  the  address  of  the  Grant  Ball  Co.  is 
given  as  Elyria,  O.  The  factory  and  gen- 
eral offices  are  located  in  Cleveland,  a  fact 
so  well  known  to  the  trade  that  the  error 
will  cause  less  trouble  than  If  the  company 
were  a  less  prominent  one  whose  name 
was  not  on  the  books  of  so  many  leading 
manufacturers.  All  mail  should  of  course 
be  sent  to  Cleveland. 


on  the  market  by  the  Bullis  Ball  Gear  Co., 
of  Rochester,  instead  of  by  the  Miner  & 
Fisk  Co.  as  stated.  A.  J.  Fisk,  who  has  been 
successor  to  the  Miner  &  Fisk  Co.  for  the 
past  year,  is  manager  of  the  Bullis  com- 
pany, which  will  exhibit  this  novel  gear  me- 
chanism at  both  the  New  York  and  Chicago 
shows. 

NUTLESS  FASTENING  FOR  SADDLE  SPRINGS. 

A  new  method  of  fastening  the  spring  ends 
to  the  base  at  the  cantle  of  a  bicycle  saddfle 
is  being  adopted  this  season  by  Cutting, 
Kaestnier  &  Co.,  241  South  Jefferson  street, 
Cliicago.  The  scheme  is  so  simple  that  it  is 
unnecessary  to  supplement  the  accompany- 
ing drawing  with  a  descrHiptioni  The  little 
metal  pockets  or  eyes  having  been  pressed 
into  place  In  the  square  holes  in  the  metal 
base,  they  are  covered  with  leather,  giving 
a  smooth  finish  to  the  under  side  of  the  base 
plate  and  doing  away  entirely  with  the  cus- 
tomary nuts.  After  the  base  has  been  paddedi 
and  covered  with  leather,  the  laterally  ex- 
tending ends  of  the  spring  are  sprung  Into 
place  In  the  pockets.  The  peculiar  new 
washer  used  at  the  pommel  is  positive  In 
a«3tion   and  prevents  any  movement  of  the 


front  part  of  the  spring.  The  saddle  clajmp 
normally  keeps  the  two  sides  of  the  spring 
pressed  apart  and  prevents  any  possibility 
of  the  ends  of  the  springs  coming  out  of 
their  sockets.  By  the  recently  noted  increase 
of  floor  space  and  addition  of  machinery  the 
company  has  increased  its  capacity  to  easily 
2,000  saddles  per  day  and  already  has  many 
good  orders  on  its  (books,  having  invaded  this 
season  for  the  first  time  the  territory  east  of 
Buffalo.  Last  year  the  company  sold  more 
than  150,000  saddles  and  anticipates  a  very 
greatly  increased  output  the  coming  year,  as 
it  can  devote  to  the  manufacture  of  Its  bicy- 
cle saddles,  tool  bags,  leather  belts,  etc,  a 
greater  proportion  of  its  attention  which 
last  season  was  conferred  upon  immense  gov- 
ernment orders  for  horse  saddles,  pistol 
holsters  and  sword  scabbards.  The  '99  cata- 
logue of  Cutting  saddles  shows  nearly  thirty 
models  for  manufacturers  to  select  from. 
An  exhibit  will  be  made  at  the  Chicago 
show  by  the  company. 


REPAIR  CHAIN  LINK. 

The  accompanying  illustration  shows  the 
detachable  repair  chain  link  designed  by  the 
Indiana  Chain  Co.,  of  Indianapolis,  to  take 
the  place  of  a  broken  center  link  in  any 
chain.  It  can  be  put  in  without  the  use  of 
tools.    It  will  also  replace  the  old  style  bolt 


and  nut  In  any  chain  by  breaking  off  one 
link.  These  links  will  be  mailed  direct  to 
the  rider  at  25  cents  apiece. 


TRADE  NOTES. 

J.  J.  Henson,  for  two  years  suiperintendi- 
ent  of  the  Iroquois  Cycle  Co.,  of  Chicago, 
has  taken  the  position  of  superintendent  of 
the  Acme  Cycle  Co.,   of  Elkhart,  Ind. 


The  Iver  Johnson  Arms  &  Cycle  Co.  has 
secured  the  services  of  Fred  I.  Blake  as  su- 
perintendent of  the  Fitchburg  factory.  Blake 
was  for  many  years  superintendent  of  the 
Spiers  bicycle  works  at  Worcester. 


IS  MADE  BY  BULLIS  BALL  GEAR  CO. 

The  ball  gear  described  and  illustrated  in 
last  week's  issue  of  Cycle  Age  Is  being  put 


The  Strauss  Cycle  Supply  Co.,  334  Genesee 
street,  Buffalo,  has  contracted  with  a  num- 
ber of  manufacturers  to  handle  their  goods 
exclusively,  among  them  being  the  Fauber 
hanger  and  Strauss  tire.  A  full  line  of  sun- 
dries will  toe  carried. 


The  Cycle  Age  and  Trade  Review 


233 


THE   WHITE 


THOU  HAST  SPOKEN  RIGHT,  'TIS  TRUE, 
THE  WHEEL  HAS  COME! 

Shakespeare  (King  Lear). 

The  experience  of  the  past  season  has  demonstrated  that  the  era  of  the  high- 
grade  wheel  has  returned.  THE  WHITE  is  the  best-made  wheel  in  the  world. 
Ask  at  any  REPAIR  SHOP  and  you  will  learn  less  about  THE  WHITE  than 
about  any  other  wheel. 

THIRTY-INCH— We  have  decided  to  add  to  our  1899  line  Model  "G,"  fitted  with 
30-inch  wheels.  To  properly  bring  out  the  advantages  of  the  large  wheel,  much 
care  and  skill  must  be  exercised,  so  that  the  new  features  of  construction  will  be 
correctly  cared  for.  The  wheel  base  of  Model  "G"  is  such  as  will  correctly  bal- 
ance the  increased  size  of  wheel.  No  sacrifice  of  strength  or  speed  has  been  made. 
It  is  an  all-round  bicycle  for  all  kinds  of  riders.     The  price  is  $60.00. 

CHAINLESS — In  Model  "E"  we  again  offer  a  bevel-gear  wheel,  which  not  only 
embraces  the  same  well-tried  principles  of  the  last  year  WHITE  chainless,  but 
which  has  in  addition  all  of  the  small  improvements  which  a  year's  usage  would 
suggest.  Outside  of  the  running  gear,  the  chainless  for  '99  has  advanced  in  merit 
over  that  of  '98  to  the  same  extent  and  in  the  same  manner  as  our  chain  models 
have  been  improved  over  those  of  last  season.  In  nothing  have  we  stood  still. 
Price,  175.00. 

Our  Ladies'  Chainless  is  a  companion  wheel  to  Model  "E."  It  found  great  favor 
during  '98  among  lady  riders,  because  it  offered  complete  protection  against 
muddy  riding  habits  and  torn  gowns.  The  woman  cyclist  is  not  naturally  a 
mechanic.  Our  chainless  bicycle  Model  "F,"  with  all  the  graces  and  charms  of 
the  regular  ladies'  wheel,  comes  nearest  to  being  the  PERFECT  mount  for  the 
fair  cyclist.     Price,  $75.00. 

SPECIAL  RACER — We  offer  our  Racer  for  '99  as  a  wheel  which  is  not  only  built 
for  its  intended  purpose,  but  which  is  built  for  that  purpose  with  a  knowledge 
gained  from  three  seasons  of  widespread  use  on  the  track.  We  have  endeavored 
to  produce  a  bicycle  which  will  gain  hundreds  of  new  friends  among  the  racing 
men,  because  of  its  absolute  worth.  The  high-grade  material,  careful,  painstaking 
workmanship,  intelligent  design  and  correct  equipment  of  our  "Special  Racer" 
are  the  foundations  upon  which  its  prestige  on  the  track  rests.  We  have  given 
special  attention  to  the  two  most  important  parts  of  a  racing  wheel — the  frame 
and  the  running  gear.     Price,  $65.00. 

In  addition  to  the  above,  we  build  our  regular  road  chain  wheels.  Model  "A"  for 
men,  and  Model  "B"  for  ladies;  price,  $50.00.  Our  catalogue  contains  much  that 
will  interest  dealer  and  rider. 

WHITE  SEWING  MACHINE  COMPANY, 
Branches:  Cleveland,  Ohio. 

New  York,  Boston,  San  Francisco,  London,  Paris. 


Mention  The  Cycle  Age 


234 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


RACING  IN  FULL  SWING 


Australian  Sport  Begins  in  Melbourne,  Sydney  and 
St.  Kilda  With  Big  neets— The  Events. 


The  racing  season  was  opened  in  Mel- 
bourne November  9  with  the  meet  organ- 
ized by  the  Hibernian  Society.  The  prin- 
cipal events  were  a  five-mile  scratch  race, 
won  by  Walne  from  Barker,  with  L.  M. 
Jackson  third,  and  a  ten-mile  scratch 
race,  won  by  Jackson  from  Walne,  with 
Jack  Parsons  third.  Parsons  looked  the 
winner  when  they  entered  the  straight, 
but  Jackson  came  with  a  terrific  rush 
and  won  by  a  length.  The  two  -  mile 
handicap  for  $175  was  won  by  L.  M.  Jack- 
son from  90  yards.  Following  are  the 
summaries: 

Pive-rnile  scratch— Walne,  first;  Barker, 
second;  L,.   M.  Jackson,   third.     Time,   13:05. 

Ten-mile  scratch — Jackson,  first;  Walne, 
second;  Jack  Parsons,   third.     Time,  24:45  2-5. 

Two-mdle  handicap — Jackson,  90  yards, 
first;  A.  J.  Berry,  150  yards,  second;  R.  W. 
Lewlis,  110  yardis,  thirdL     Time,  4:42. 

A  two-days  meeting  was  held  at  St. 
Kilda  on  November  12  and  19  and  attract- 
ed about  8,000  people  each  day.  The 
feature  of  the  two  days'  racing  was  a 
paced  tournament  over  three  miles,  in 
which  eight  of  Australia's  best  riders 
took  part.  In  the  first  heat  Jack  Parsons 
and  Larry  Oorbett  met.  Corbett,  with  a 
low  gear  against  a  strong  wind  down  the 
straight,  had  the  best  of  the  deal,  and 
beat  Parsons  by  a  length.  In  the  second 
heat  Walne  met  Jackson  and  defeated 
him  by  half  a  length.  Lou  Barker  and 
Ken  Lewis  met  in  the  third  heat.  Barker 
jumped  Lewis,  who  gave  up,  letting  Bar- 
ker win  as  he  liked.  Beauchamp  (holder 
of  all  Australian  records  from  30  to  100 
miles)  defeated  A.  A.  Middleton  in  the 
fourth  heat,  winning  by  two  lengths.  In 
the  semi-finals,  Walne  beat  Corbett  by 
inches  and  Beauchamp  beat  Barker  com- 
fortably. In  the  final  Walne  beat  Beau- 
champ by  a  length. 

The  ten-mile  scratch  was  also  won  by 
Walne.  Parsons  fell.  The  St.  Kilda 
Wheel  race  was  won  by  the  veteran,  G. 
R.  Broadbent,  from  the  140-yard  mark. 
The  five-mile  scratch  was  won  by  Beau- 
champ from  Barker,  with  Jack  Parsons 
third.  Walne,  Payne  and  Porta  hung 
back  and  were  dropped.  The  first-class 
handicap  of  one  and  one-half  miles  was 
won  by  Walne  from  scratch.  The  sum- 
maries follow: 

Three-mile  match  heats— First  heat:  Cor- 
bett, first;  Parsons,  second.  Time,  6:47  4-5. 
Second  heat:  Walne,  first;  Jackson,  second. 
Time,  6:311-5.  Third  heat:  Lou  Barker,  first: 
Ken  Lewis,  second.  Time,  6:31 2-5.  Fourth 
heat:  Beauchamp,  first;  Middleton,  second. 
Time,  6:08%.  First  semi-final:  Walne.  first; 
Corbett,  second.  Time.  6:46  3-5.  Second  semi- 
final: Beauchamp,  first;  Barker,  second. 
Time,  6:40  3-5.  Final:  Walne,  first;  Beau- 
champ,  second.     Time,  6:33  4-5. 

Ten-mile  scrajtch— Walne,  first;  Barker, 
second;   Jackson,    third.     Time,   24:12  3-5. 

St.  Kilda  Wheel  race— Broadibent,  140  yards, 
first;  McKiWbon,  250  yards,  second;  Stewart, 
190  yards,  third.     Time,  4:29  4-5. 

FUve-mile  scratch — Beauchamp,  first;  Bark- 
er,  second ;  Parsons,   third.     Time,  IT :47  3-5. 

One-and-a-half  mile  handicap— Walne, 
scratch,  first;  Barker,  30  yards,  second; 
Walker,  50  yards,  third.    Time,  3:22. 

The  racing  season  in  New  South  Wales 
was  opened  on  November  12  and  19.  Meg- 
son  rode  very  poorly  the  first  day  but  on 
the  second  day  he  rode  in  something  like 
his  old  form,  winning  the  five-mile 
scratch  from  Hunt,  with  Forbes  third,  and 
beating  Forbes  comfortably  in  a  mile 
match  in  2:01  4-5.    The  summaries: 

One-mile  scratch— A.  C.  Forbes,  first;  Mil- 
ler, second;  Elliott,  third.  Time,  3:30  2-5. 

Two-mile  handicap— F.  Hunt,  45  yardis, 
first. 


Three-mile  multicycle  handicap— Campbell 
and  Rennie,  280  yards,  first.     Time,  6:36. 

One-and-a-half-mile  handicap— J.  Crowell, 
75  yards,  first;  G.  Campbell,  !i5  yards,  second; 
J.  Cochrane,  65  yards,  third.     Time,  3:281-5. 

Five-mile  scratch- Megson,  first;  Hunt, 
second;  Forbes,   third.     Time,   12:513-5. 

One-mile  match — Megson,  first;  Forbes, 
second.     Time,  2:014-5. 

Half-anile  flying-  stakes— Cohen,  55  yards, 
first;  Cuthbertson,  50  yardis,  second;  Gaha- 
gan,  55  yards,   third.     Time,  1:03  4-5. 

One-mile  November  stakes  —  Forbes, 
scratch,  first;  Hunt,  scratch,  second;  Miller, 
5  yard's,  third;  Megson,  10  yards,  fourth. 
Time,  2:14  3-5. 

Three-mile  multicycle  handicap — Cliffe, 
Grear,  and.  Tucker,  160  yards,  first.  Time, 
5:581-5.  

Keenan  Opposition  Not  Feared. 

Philadelphia,  Dec.  19. — Local  League 
lights  are  in  nowise  concerned  over  the 
numerous  reports  from  Baltimore  and 
New  York  anent  a  combination  to  down 
Keenan  for  the  next  presidency.  Conway 
Sams,  of  Maryland,  would  have  extreme 
difficulty  in  carrying  the  election  in  view 
of  his  close  connection  with  the  present 
administration.  Kireker,  of  New  Jersey, 
who  is  also  mentioned  as  a  possible  can- 
didate for  the  presidency,  is  handicapped 
by  the  fact  that  Tattersall,  the  present 
treasurer  of  the  League,  who  is  booked  for 
another  year,  is  also  from  the  mosquito 
state,  and  is  pulling  like  a  dray-horse  for 
Keenan.  In  the  meantime,  those  who  are 
engineering  the  Keenan  boom  are  doing 
some  effective  missionary  work  among 
the  representatives  of  the  smaller  eastern 
and  some  of  the  wesi.:rn  divisions,  and  by 
next  February  it  is  expecTed  that  every- 
thing will  be  cut-and- dried  for  a  stam- 
pede to  the  popular  Pittsburger. 


NEW  C.  W.  A.  CANDIDATES 


Jlontreal  and  Toronto  Select  Favorites  for  Presi- 
dency and  Vice-Presidency. 


Banker  Loses  Three=Cornered  Hatch. 

The  winter  circuit  of  southern  Europe 
made  its  last  appearance  in  France  at 
Toulouse  on  December  4.  The  next  meet 
was  to  be  held  in  Spain.  The  principal 
event  of  the  Toulouse  meet  was  the 
three-cornered  match  between  Banker, 
Tommaselli  and  Grogna  for  $200.  Banker 
won  the  first  heat  of  1,200  meters  in  2:04. 
The  Italian  started  the  sprint  but  slipped 
on  the  damp  track  and  was  passed  bj'  the 
American.  Tommaselli  won  the  second 
heat  by  half  a  length  from  Banker,  with 
the  Belgian  third,  and  the  final  heat  was 
won  in  the  same  order.  Banker  took  the 
lead  in  the  last  quarter  mile,  but  at  the 
beginning  of  the  last  lap  Tommaselli 
made  a  fine  jump,  passing  Banker  and 
gaining  two  lengths.  Banker  went  after 
him  and  closed  the  gap  and  in  the  home 
stretch  the  two  were  neck  and  neck,  but 
at  thirty  meters  from  the  tape  the  Amer- 
ican's front  wheel  slipped  on  the  track 
and  the  Italian  won  by  a  length,  with  the 
Belgian  third.  Five  teams  started  in  the 
2,800  meter  tandem  race.  At  the  bell 
Banker  and  Tomasselli  sprinted  away 
from  the  field  and  passed  the  tape  with  a 
lead  of  almost  fifty  meters  in  4:15.  Pas- 
taire  and  Leynaud  were  second. 


New  York  Dealers  Against  Racing. 

New  York  City,  Dec.  19. — At  its  annual 
meeting  at  Rochester  last  Thursday  the 
board  of  officers  of  the  New  York  State 
division  practically  declared  against  the 
retention  of  racing  control  by  the  League. 
There  was  a  hot  fight  over  the  retention 
of  a  racing  board  by  the  state  division 
and  at  the  end  of  the  discussion  the  vote 
showed  33  against  the  retention  of  the 
state  racing  board  to  eight  in  favor  of  it, 
and  a  resolution  was  passed  striking  the 
words  "racing  board"  from  the  constitu- 
tion and  by-laws  of  the  division. 


Toronto,  Dec.  12. — Although  the  annual 
elections  for  office  in  the  Canadian 
Wheelmen's  Association  do  not  take 
place  for  some  time  yet,  Montreal  has  al- 
ready put  forth  candidates  for  president 
and  vice-president.  Louis  Rubenstein, 
the  present  vice-president  and  A.  B. 
Rattray,  chief  consul  of  the  Montreal 
district,  have  been  placed  in  nomination 
for  the  presidency  and  vice-presidency 
respectively.  The  Ontario  men  whose 
names  have  been  so  far  mentioned  are  E. 
B.  Ryckman  of  this  city  and  Dr.  J.  D. 
Balfour  of  London.  Mr.  Ryckman  is 
looked  upon  as  the  stronger  candidate. 
For  the  vice-presidency  no  person  has 
yet  been  announced  from  Ontario,  al- 
though the  friends  of  H.  B.  Howson, 
chief  consul  of  the  Toronto  district, 
think  he  is  entitled  to  the  honor.  It  is 
likely,  however,  that  Mr.  Howson  will  be 
prevailed  upon  to  take  another  term  as 
chief  consul  in  preference  to  the  less  use- 
ful position  of  vice-president. 

On  a  recent  visit  to  this  city,  Major 
General  Hutton,  the  general  in  command 
of  the  Canadian  military  forces,  and  his 
staff,  galloped  over  the  cycle  path  built 
at  great  expense  by  the  Toronto  wheel- 
men, causing  considerable  damage  to  its 
surface.  The  cyclists  felt  much  ag- 
grieved at  what  they  considered  a  very 
bad  example  to  teamsters  and  others. 
Upon  his  attention  being  called  to  the 
matter  the  major  general  promptly  of- 
fered to  personally  defray  all  expenses 
for  repairs  which  had  been  caused  by  the 
negligence  of  his  staff. 


Six=Day  Race  for  San  Francisco. 

A  24-hour  race  will  be  run  in  New 
York  on  January  6  and  7.  It  has  not  been 
decided  yet  whether  this  will  be  a  paced 
or  unpaced  event,  but  the  first  prize  has 
been  placed  at  $1,000.  Following  this 
Brady  and  Kennedy  will  go  to  San  Fran- 
cisco, where  Alfred  EUinghaus  is  promot- 
ing a  six-day  grind  to  begin  February  6, 
the  prizes  being  $2,000,  $1,200,  $750,  $500, 
$300,  $200  and  $100.  Waller,  Pierce,  Al- 
bert, Schinneer,  Stephane,  Frederick, 
Gimm,  Schock  and  Nawn  have  decided  to 
enter  this  and  will  accompany  Brady  and 
Kennedy  west,  leaving  New  York  on  Jan- 
uary 8  or  9.  Miller  wants  to  take  part  in 
both  contests,  but  his  emploj'ers  will  not 
consent,  as  they  think  the  strain  would  be 
too  great  even  on  Miller's  constitution. 


Sturmey  Warns  the  Rebels. 

Henry  Sturmey,  secretary  of  the  Inter- 
national Cyclists'  Association,  writing  to 
a  friend  in  the  United  States  relative  to 
the  position  of  the  I.  C.  A.  toward 
the  racing  men  suspended  by  the  L.  A.  W. 
for  riding  at  unsanctioned  meets,  warns 
the  seceders  as  follows: 

"In  view  of  the  revolt  of  racing  men 
against  the  League  of  American  Wheelmen, 
it  appears  that  there  is  a  certain  amount  of 
misconception  as  to  the  position  of  things 
on  this  side,  which  it  may  be  well  to  clear 
up  at  once.  I  notice  that  Arthur  Gardiner 
of  Chicago,  one  of  the  League  of  American 
Wheelmen's  suspended  riders.  Is  proposing 
to  visit  Europe,  and  has  stated  that  the  rac- 
ing men  abroad  are  with  the  dissentient 
American  riders  and  that  all  European 
tracks  will  be  open  to  them.  In  case  others 
may  be  similarly  misinformed,  I  think  it 
well  to  point  out  at  once  that  with  the  sole 
exception  of  Spain  and  Portugal,  Russia  and 
the  Eastern  European  countries,  where 
there  are  no  unions,  and  practically  no  rac- 


The  Cycle  Age  and  Trade  Review 


235 


.^^^^^m.M^M^M.M^M^m.^.,.m^^.^^^^mj.m^^^.m^m....m^m.M..j.M^m.M.,.^^»^m^m^^^.M.».m^.^^^.^^Mj.AM. 


A  Vital  Point  to  a  Bicycle 


WHY  RISK  YOUR  LIFE  ON  OTHERS  WHEN  YOU 
CAN  HA.VE  LIBERAL  INSURANCE  IN  THE  ^  jt  ^ 


Orient  Cripk 


ti  ti 


ti  ti 


truss  €rowit 


IT^S  THE  ORIGINAL.    OTHERS  ARE  IMITATORS. 


Waltham  Manufacturing  Co. 


"Jill  the  emks  Ride  Tt." 


«  «  «  «  « 


.WALTHAM,  MASS. 


Mention  The  Cycle  Age 
■■'■fH>i>i»il'»ti*IHf»P»'Pllfifl>*f»i*lt»l>lH'|il'l>l»l»l"l*iFi'l>i'i"i'P'PIHi'»PPH*i*i*i>FP< 


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>^Xyn^<.cJt^ ^ 


V    V  V  \ 


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236 


The  Cycle  Age  and  Trade  Review 


ing',  every  union  in  Europe  is  affiliated  with 
the  International  Cyclists'  Association,  and 
all  are  unanimous  in  upholding  the  sus- 
pensions and  decisions  of  any  of  their  bodies, 
so  that  if  these  men  are  suspended  upon  rea- 
sonable grounds  by  the  League  of  American 
Wheelmen — an  affiliated  body— they  can  take 
it  from  me  as  a  positive  fact  that  that  sus- 
pension will  be  upheld  and  that  a  journey  to 
Europe  would  ibe  a  useless  one;  for  they  cer- 
tainly would  not  be  permitted  to  ride  by  any 
of  the  European  organjizations.  I  write  this 
to  save  any  unnecessary  journey." 


WHEELMEN  AS  PREACHERS 


striving  Earnestly  to  Convert  Their  Countrymen 
to  a  New  Faith— Would  Relieve  Their  Burden. 


It  can  be  truthfully  said  that  during  the 
very  brief  period  that  there  has  been  con- 
certed action  to  secure  an  improvement  in 
the  road  system  of  this  country,  a  great 
deal  has  been  accomplished.  The  wheel- 
men of  this  country  have  been  among  the 
most  active  workers  in  this  cause.  There 
is  no  need  to  preach  good  roads  to  the 
wheelmen.  Every  wheelman  is  a  preach- 
er, a  worker  and  a  fighter  for  good  roads, 
and  has  spread  the  propaganda  through- 
out every  city  and  village  in  the  United 
States.  Since  the  wheelmen  have  been 
agitating  the  question  of  good  roads  they 
have  aroused  an  active  interest  in  this 
subject  among  the  farmers  of  the  country, 
to  whom  the  question  of  good  roads  is  of 
the     highest    importance. 

The  farmers  have  great  reason  for  taking 
UD  this  question  and  one  which  many  of 
them  never  thoueht  of.  It  is  due  to  them, 
in  absolute  justice,  that  the  whole  busi- 
ness of  road  construction  should  be  re- 
modeled. Farmers  lose  by  not  being  able 
to  ept  to  rnarket  when  the  market  is  good, 
bv  the  waste  of  nroducts  that  can  not  be 
marketed  at  all  on  account  of  bad  roads, 
by  not  being  encourasred  to  cultivate 
things  that  require  a  speedy  market,  and 
in  a  great  many  other  ways.  The  actual 
money  loss  to  the  farmers  of  the  United 
States  by  the  bad  roads  of  the  country  is 
not  less  than  one-fourth  of  the  total  home 
value  of  all  their  products.  The  total 
home  value  of  the  annual  products  of  the 
United  States  farms  is  about  $2  500  000  000. 
and  the  los=!  bv  bad  roads  is  about  $fiOO.- 
000.000,  so  that  the  farmers  lose,  or  they 
would  lose  if  they  could  stand  all  that  loss 
themselves,  one-fourth  the  value  of  all 
their  products  by  the  extra  cost  of  getting 
them  to  market.  These  fisures  are  start- 
ling and  should  awaken  the  agricultural 
element  of  the  country  to  a  realization  of 
the  value  of  a  good  road  system.  It  is  in- 
deed time  the  whole  country  was  waking 
up  to  the  importance  of  the  question. 


FAVORS  WHEELMEN'S  DEHANDS 


Governor  Elect  of  Kansas'a  Cyclist— Will  Push  Good 
Roads  and  Bicycle  Baggage  Bills. 


Topeka,  Dec.  19.  —  The  wheelmen  of 
Kansas  have  much  confidence  in  the 
newly-elected  governor  of  this  state,  Mr. 
Stanley,  who  is  a  bicyclist,  and  rides  be- 
tween his  home  and  law  office  in  Wichita 
daily.  His  wife  and  two  children  also 
ride  bicycles  and  all  are  enthusiastic  up- 
on the  subject. 

During  the  session  of  the  legislature 
two  years  ago  the  bicycle  baggage  bill, 
and  another  providing  for  the  employ- 
ment of  convict  labor  on  the  public 
roads  failed  to  pass,  and  wheelmen  are 
solicitous  of  the  outlook  for  the  coming 
year.  When  asked  by  a  representative 
of  Cycle  Age  regarding  his  attitude  tow- 
ard these  subjects,  the  governor  elect  re- 
plied: 

"I  am  heartily  in  favor  of  giving  the 
wheelmen  anything  they  want  within  the 
bounds  of  reason.  Don't  understand  now 
that  I  mean  that  they  are  likely  to  ask 
anything  unreasonable,  for  I  believe  that 
the  wheelmen  are  a  satisfied,  aggressive, 


first  class  element  of  American  citizen- 
ship, and  the  things  which  they  have 
been  advocating  for  years  meet  with 
my  entire  approval.  I  shall  recommend 
to  the  legislature  in  my  message,  legis- 
lation in  the  interests  of  the  whole  peo- 
ple ,viz.:  for  good  roads.  I  have  not  yet 
determined  what  I  will  suggest,  but  I 
am  convinced  that  something  should  be 
done  in  this  direction.  This  is  a  subject 
to  which  I  think  too  much  importance 
cannot  be  attached.  We  have  convict 
labor,  which  under  the  present  system  of 
management  in  many  states  amounts  al- 
most to  nothing,  and  if  some  man  can 
devise  a  plan  whereby  this  idle  labor 
can  be  employed  without  coming  in  com- 
petition with  free  labor,  he  deserves  the 
greatest  honor  as  a  public  benefactor."' 
Mr.  Stanley  will  undoubtedly  also  re- 
commend the  adoption  of  the  bill  requir- 
ing railroads  to  carry  bicycles  free. 


French  Cyclists  and  Tax  Tags. 

Cyclists  in  France  are  not  only  taxed 
but  are  obliged  to  carry  a  plate  on  their 
machines  bearing  the  owner's  name  and 
address.  In  order  to  prevent  people  avoid- 
ing payment  of  the  annual  cycle  tax  the 
government  is  about  to  introduce  anoth- 
er plate  which  cyclists  will  also  have  to 
attach  to  their  machines.  This  plate  will 
be  issued  annually  when  the  tax  is  paid 
and  will  constitute  a  receipt  for  the  same 
which  will  free  the  owner  from 
molestation.  But  woe  betide  those 
cyclists  who  do  not  pay  their 
tax,  and  whose  machines  do  not 
bear  the  outward  and  visible  sign  of  such 
payment.  They  will  be  subjected  to 
many  pains  and  penalties.  In  accordance 
with  the  decision  of  the  Council  of  State 
the  manufacture  of  said  metal  plates  or 
labels  is  about  to  be  put  to  contract.  The 
number  of  "plaques"  to  be  made  for  the 
year  1899  will  be  634,000. 


Jacquelin  the  Favorite  in  Moscow. 

A  big  race  meet  was  held  in  Moscow  on 
December  3  and  4.  An  international 
event  at  one  and  a  half  versts  was  run  in 
five  heats,  three  semi-finals  and  a  final. 
Boutilkine  won  the  first  semi-final  from 
Singrossi,  Jacquelin  took  the  second  from 
Zarn,  and  Outotchkine  won  the  third  from 
Dei.  In  the  final  Boutilkine  led  through- 
out until  Jacquelin  started  his  sprint  and 
won  by  half  a  length,  the  Russian  run- 
ning a  close  second.  On  the  second  day 
was  run  a  three-versts  race  for  the  prize 
of  Moscow.  Jacquelin,  Singrossi  and 
Boutilkine  qualified  in  the  three  semi- 
finals. Jacquelin  won  his  heat  and  semi- 
final in  such  fine  style  that  he  was  the 
favorite,  but  in  the  final  Singrossi  and  the 
Russian  ran  him  to  the  pole,  the  former 
Manning  with  Boutilkine  second.  The  act 
was  greatly  hissed  by  the  spectators. 


NEWS  IN  BRIEF. 

"Willy  Arend  has  opened  a  tobacconist's 
store  in  Berlin. 

Otto  Ziegler,  Jr.,  contemplates  racing  in 
Paris  in  1900  during  the  international  expo- 
sition. 

Charles  Miller  is  filling  a  three  weeks'  en- 
gagement to  ride  the  home  trainer  in  a  New 
York  theater. 

Parlby  will  race  at  Moscow  in  company 
with  Bourillon,  Jacquelin  and  Singrossi  on 
December  24,   25  and  26. 

Five  days  of  24-hour,  middle-distance  and 
sprint  racing,  extending  through  two  weeks, 
have  been  arranged  for  Madison  Square 
Garden  by  the  American  Cycle  Racing  As- 
sociation. 

A  novel  contest  between  motocycles  and 
human  pacing  is  to  be  held  at  Madison 
Square  Garden  next  Saturday  night.  Jay 
Eaton  and  Teddy  Goodman  are  to  follow 
two  of  Fournier's  petroleum  tandems, 
changing  pace  as  often  as  they  desire,  and 
Harry  Elkes  is  to  have  the  best  teams  of 
pacing  men  he  can  get  together  on  triplets 


and  tandems.  Fournier  thinks  he  can  go 
the  full  twenty  miles  under  a  two-minute 
gait. 

Joyeux  sailed  for  home  last  Saturday  and 
Edouard  Taylore  started  yesterday  for  a 
visit  to  Paris,  to  return  in  the  spring. 

A.  A.  Chase  has  just  won  a  100-mile  road 
match  for  $875  from  W.  H.  Hands,  who  had 
a  handicap  of  7:30  and  led  for  the  first  thirty 
miles. 

Arrangements  are  being  made  for  the  con- 
struction of  a  quarter-mile  board  bicycle 
track  dn  Augusta,  Ga.,  for  next  season's 
racing. 

Bald  is  reported  to  be  training  in  West 
Baden  Springs  for  a  match  race  with  Tom 
Butler  at  Madison  Square  Garden  on  New 
Year's  eve. 

The  manager  of  the  Prince  track  in 
Paris  announces  that  the  next  72-hour  race 
will  be  held  May  19  to  21,  the  event  to  be 
made  an  annual  affair. 

Michael,  McDuffie,  Elkes  and  Taylore 
have  been  selected  to  compete  for  the  in- 
door middle  distance  championship  at  Madi- 
son Square  Garden  early  in  January. 

Waller,  who  won  second  place  in  the  sdx- 
day  grind,  rode  a  bevel-gear  chainless  dur- 
ing the  second  half  of  the  contest,  having 
borrowed  the  one  that  McDuffee  was  rid- 
ing when  he  fell  in  his  exhilbition  ride. 

Sentimen  in  St.  Louis  seems  to  be  against 
the  proposed  142-hour  race  which  Brady  and 
Kennedy  are  trying  to  promote  for  that 
city,  and  the  health  commissioner  and  lead- 
ing physicians  will  protest  to  the  authori- 
ties to  prevent  it  taking  place. 

At  the  Ohio  Centennial,  to  be  held  in  To- 
ledo in  1902,  one  week  will  be  devoted  to  the 
cyclists  of  the  land.  The  local  cycle  board 
has  persuaded  the  centennial  commissioners 
that  such  a  week  would  be  appreciated  and 
a  grand  carnival  will  be  arranged. 

The  growing  lack  of  interest  taken  by 
manufacturers  in  racing  matters  is  shown 
by  the  difficulty  the  contestants  in  the  six- 
day  race  had  in  securing  retainers.  Even 
Miller  could  not  induce  any  maker  to  pay 
him  for  riding  his  tires  and  the  victor  there- 
fore rode  a  pair  of  French  tires  which  he 
brought  back  with  him  from  Europe. 

Recalling  the  great  Milwaukee  boom  that 
was  launched  at  Indianapolis  during  the 
last  L.eague  meet,  the  beer  city  seems  to  be 
preserving  a  most  remarkable  silence  just 
now  when  Boston  and  Buffalo  are  pulling 
so  hard  for  the  meet  next  summer,  which  is 
to  be  located  by  mail  vote  of  the  executive 
committee  of  the  League  next  month. 

Pierce,  who  finished  third  in  the  142-hour 
race,  is  a  poor  Caiiadian  whose  wife  is  so 
ill  that  the  doctors  say  she  can  be  kept 
alive  only  by  a  trip  to  the  west,  and  it  was 
in  the  hope  of  winning  a  sufficient  sum  from 
the  race  that  he  entered,  for  he  is  himself 
opposed  to  six-day  racing,  but  manfully 
said  before  the  start  he  would  be  willing  to 
ride  to  death  if  he  knew  by  so  doing  his 
wife  could  have  her  health  restored. 

Springfield,  Mass..  Dec.  19.— The  wheelmen 
of  western  Massachusetts  will  endeavor  to 
secure,  through  the  assistance  of  the  state 
division  of  the  L.  A.  W.,  the  passag-e  of  a 
law  providing  for  the  taxing  of  bicycles  in 
the  western  counties  of  the  state  to  secure 
fimds  to  build  cycle  paths.  It  is  proposed 
to  have  cycle  path  commissioners  in  the 
different  counties  who  will  have  absolute 
control  of  the  paths.  Doubt  has  been  ex- 
pressed as  to  the  constitutionality  of  the 
proposed  law  and  if  it  should  be  rejected  on 
this  account  an  effort  will  be  made  to  secure 
funds  by  some  other  means.  The  cycle  path 
advocates  will  introduce  into  the  legislature 
this  winter  an  amendment  to  the  present 
law  to  provide  for  punishment  for  malicious 
injury  to  cycle  paths. 

The  National  Cyclists  Union  of  England 
has  completed  its  first  twenty  years  of 
existence,  having  been  formed  in  1878  as 
the  Bicycle  Union.  In  years  past  there  was 
much  friction  between  the  racing  cyclists 
and  the  ruling  body,  caused  primarily  by 
tactlessness,  the  needless  cause  of  the 
present  split  between  the  L.  A.  W.  and  the 
racing  men  in  this  country.  Within  the 
last  five  years  the  N.  C.  U.  has  undertaken 
the  management  of  professional  cycle  rac- 
ing, and  as  a  consequence  there  has  been 
a  development  of  this  branch  of  the  sport. 
For  two  or  three  seasons  past  the  N.  C. 
U.  has  agitated  for  "universal  lighting."  It 
has  not  hitherto  been  possible  to  secure  a 
general  enactment  covering  the  whole  of 
England;  but  the  reform  is  being  gained 
piecemeal.  Nearly  thirty  country  councils 
of  England  and  Wales  having  adopted  a  by- 
law as  suggested. 


The  Cycle  Age  and  Trade  Review 


237 


LEAGUEKIT 

is  a  thoroughly  practical  re- 
pair tool.  Plug  goes  in  easily, 
without  plyeis,  small  end  first. 
Pulls  b-ick  into  place  with 
string  Can't  fall  into  tire. 
flakes  either  plug  repair  or 
cement  repair.  Write  for 
prices. 


DIDYOU  EVER  NOTICE 


how  a  snowball  grows  in  size  as  it  rolls  along  ?  It's  all  simple 
enough — nothing  but  holding  fast  at  each  revolution  to  what  the 
last  revolution  attached. 

Precisely  so  in  business — old  customers  must  stick  if  the  busi- 
ness ball  is  to  grow.  What  makes  them  stick  ?  A  good  many  things, 
but  the  foundation  is  always  the  same — sound,  reliable  goods — 
goods  that  keep  your  promises— goods  that  work  and  wear. 

League  Tires  are  business=holders— light,  lively,  lasting. 
From  tube  to  tread  everything  is  first  class — not  an  ounce  of  dull, 
heavy  rubber,  not  an  inch  of  cheap,  short  fibre  fabric.  Every 
"Get  there  and  get  back"  tire  is  a  running  advertisement  for  some 
one — why  not  for  you?    Call  or  write. 


New  York 25  Park  Place. 

Boston 24  Summer  Street. 

Philadelphia 308  Chestnut  Street. 

St.  Louis 210  No.  12th  Street. 

San  Francisco 509-511  Market  Street. 

WESTERN  DISTRIBUTING  AGENTS. 

A.  G.  Spalding  <£  Bros.,  147 140  Wabash  Ave.,  Chicago. 

NEW  ENGLAND  DISTRIBUTING  AGENTS. 

Geo.  F.  Kehew  &  Co.,  129  Pearl  St.,  Boston. 


NEWYORKBELTING&RM^KING  CaiTD 


Mention  The  Cycle  Age 


THE 


"ADMIRAL" 


List  $30 

M.&W.  tires;  Ij^-in.  flush  joints;  2 
piece  hanger;  3-16  in.  chain;  oval 
crown;  D  rear  forks;  large  sprockets. 

We  want  a  few  more  good  jobbers  to 
handle  this  fast  seller. 


MARCH=DAVIS  CYCLE  MFQ.  CO. 

FACTORY:  HFRS. 

44th  and  North  Aves. 
CHICAGO 


47  Warren  Street, 
NEW  YORK 


UNION 


CYCLES  m  1 899 


a 


BUILT  ON  A  GOLD  BASIS  " 


UNION  REDHEAD List  $50  ]  UNION  -P"ERFECTION. 

UNION  WHITEHEAD "       65  V         UNION  -D"URABIUTY. 

UNION  ROLLER  GEAR  CHAINLESS,     "       75  )  UNION  -Q"UALITY. 

*^OUR  WORST    IS    BETTER    THAN    THE    OTHER   FELLOW^S  BEST/' 

The  UNION  ROLLER  GEAR  CHAINLESS  will  be  heard  from  in  1899.    SPEEDIEST  BICYCLE  BUILT. 

The  UNION  agency  Is  valuable.    If  you  don't  get  it  you  will  wish  you  had.    WRITE  NOW _^i.^^^ 

UNION  CYCLE  MFG.  CO.,  -  Highlandville,  Mass. 


238 


The  Cycle  Age  and  Trade  Review 


Most  of  the  newspapers  of  the  country  hav- 
ing had  their  hysterics  over  the  alleged  bru- 
tality of  the  last  six-day  race,  it  is  interest- 
ing to  read  the  comment  of  the  New  York 
Sun  at  the  close  of  the  event.  Editorially  it 
says:  "The  contestants  were  not  cripples  and 
maniacs  when  they  left  the  Garden.  On  the 
contrary,  they  were  constitutionally  unin- 
jured, and  one  and  all  seemed  satisfied  with 
the  result." 

The  suggestions  qf  the  wheelmen  of  New 
York  for  the  building  of  a  special  path  for 
cyclists  ooj  the  Brooklyn  bridge  has  been 
pronoamced  unfeasible  by  the  chief  engineer 
of  that  structure,  who  says  that  it  would 
add  too  much  extra  weight  and  that  suitable 
ajpproaches  could  not  be  constructed. 

The  committee  in  charge  of  the  prepara- 
tions for  the  international  race  meet  to  be 
held  in  Montreal  next  summer  propose  to 
raise  a  purse  of  |2,000  or  $3,000  as  a  prize  In 
a  contest  between  the  Orient,  Dunlop  and 
some  German  pacing  team  if  these  can  be 
brought  together. 

Conway  Sams,  chief  consul  of  the  Mary- 
land division  L.  A.  W.,  and,  it  is  said,  aspi- 
rant for  League  presidential  honors,  has 
drawn  up  plans  for  the  establishment  of 
central  headquarters  for  Baltimore  members 
of  the  L.  A.  W.,  to  be  used  as  a  club  house. 

Khyber  Pass  has  become  a  Sunday  resort 
for  the  cyclists  of  Peshawur,  India,  who 
start  uip  the  mountains  Saturday  and  re- 
turn Monday.  The  roads  are  excellent,  but 
great  care  has  to  be  observed  to  avoid  col- 
Msion  with  camels  and  their  drivers. 

Fred  Titus  is  at  present  singing  in  the 
chorus  of  the  "Belle  of  New  York"  in  Chi- 
cago, being  content  to  start  at  the  bottom  in 
a  new  profession  and  work  toward  the  top, 
rather  than  to  eanulate  "our  Eddie." 


The  cycling  editor  of  the  Syracuse  Stand- 
ard takes  the  following  optimistic  view  of 
the  outlook  for  racing  next  season:  "Makers 
are  quietly  arranging  for  teams,  meet  pro- 
moters are  already  arranging  the  pro- 
gramme for  another  season,  the  cycle  riders 
feel  certain  of  success  in  their  efforts  to  di- 
vorce racing  from  the  League,  and  the  track, 
owners  generally  are  falling  in  line  for  the 
formation  of  a  controlling  organization.  The 
sport  of  '99  will  be  of  the  best  character 
and  will  tend  more  towards  the  sprinting 
nature  than  during  the  pJsesent  season  In  all 
probability.  Pacemaking  teams  will  be  sup- 
planted by  motor-cycle  pacing  to  remove  ex- 
pense and  first  class  instead  of  second  class 
foreigners  will  come  to  America  for  sprint 
racing." 

The  youngest  prince  of  the  royaJ  family  of 
Sweden  is  a  very  ardent  cyclist.  He  is  often 
seen  taking  long  trips  out  into  the  country, 
sometimes  traveling  incognito.  He  is  also 
fond  of  riding  centuries. 

Walter  Sanger— "Wooden  Shoes,"  of  un- 
paced  fame— has  permanently  retired  from 
racing  and  is  now  interested  in  the  manu- 
facture of  handlebars  in  Milwaukee. 


MISCELLANEOUS. 

AAvartlsementa  under  this  head  E  oente  per  word  first 
insertion,  8  cents  per  word  each  insertion  thereafter,  Ossh 
with  order.  Express  orders,  postofSoe  orders,  or  stamps 
received. 


'WANTED 


"WANTED— One  good  agent  in  every  large  city  in 
the  United  States  for  the  best  selling  bicycle  reijair 
tool  on  the  market.  Big  monev  for  good  agents.  The 
Heath-Quimby  Co.,  Minneapolis,  Minn.  * 


DON'T  sell  yotti:  old  tires  as  jttnfc.  Com- 
municate with  the  Tkkmont  Rubber  Co.,  Tremont. 
NtwYork. 


riail  us  your  Subscription. 


FOR  SALE 


NEW  Novel  Bicycle  Cuts. 

William  Strong,  Cincinnati,  O. 


Write  for  catalogue. 


"WSi  Build  Frames  or  stripped  wheels  in  any 
quantity  for  the  trade;  correspondence  solicited.  S. 
G.  Morris  Fittings  Co.,  Cleveland,  0. 

riail  us  your  Subscription. 


FOR  SAI,E 

10,000  feet  Brazed  Interlocked  Tubing,  assorted,  %-ln., 
%-in.,  lYs-m..  n^-in. 
250  pair  Seamless  Fork  Sides. 
250  sets  Frame  Connections. 
;^  5  Screw  Machines. 
m  4  Lath' s. 
^f-;i  Oil  Extractor. 
fe^  6  Drill  Presses. 
1  Tool  Grinder. 

3  Bicycle  Trunks  in  good  condition. 
Write  for  information  and  special  prices  to 

The  Fred  J.  Meyers  Mpg.  Co., 

Hamil  on,  Ohio.— 3 

FOR  SAl/E— Sprockets.  6,000  Billings  &  Spencer 
sprocket  torgings,  2000  seat  post  clusters;  very  cheap. 
Shelby  Cycle  Mfg.  Co.,  Shelby,  Ohio.— 3. 

FOR  SAI^B- A  device  for  deflating  inner  tubes 
and  tires  instantaneously.  All  repairmen  want  them. 
Sell  at  sight,  very  cheap.  Address  Gt.  S.  Boller, 
Cherry  Creek,  N.  Y. 

TRAVBI^ING  SAI^BSMFN  will  find  our 
Referee  bicycles  a  valuable  side  line.  Liberal  com 
mission,  exclusive  territory.  Hustlers  only  wanted. 
Repeekb  Cycle  Co.,  56  Fifth  Ave.,  Chicago. 


Our  twenty-five  years'  experience  manufacturing  Le= 
fever  Guns  has  won  an  enviable  reputation  for  our 


LEFEVER  ARMS  CO.  CHAIN 


will  be  the  result  if  you  secure  the  ex- 
clusive agency  for  ou  r  full  line  of. 

Hudson, 
Lenawee 
•i:!^  Noxall 


ELEVEN  NEW  MODELS— BEST  OF  MATERIAL  AND  WORKMANSHIP. 

BEFORE  YOU  BUY 

see  our  new  Model  30,  beautifully  enameled  in  scarlet,  rims  to 
match.  Built  with  three  royal  arch  crowns  and  30-inch 
wheels.     Equipped  good  as  the  best. 

Our  salesmen  are  in  the  field.   "Write  for  catalog  and  liberal 
discounts. 

BEAN-CHAMBERLIN  MFG.  CO. 


Pacific  Coast  Brancli: 


HUDSON,  MICH. 

THE  BEAN  SONS  CO.,  San  Jose,  California. 
Mention  The  Cycle  Age 


They  are  built  on  honor.  Each  link-block  and  pin  fits  perfectly.  They  are 
properly  case  hardened.  They  are  accurate  as  to  pitch.  The  elongation 
after  use  is  imperceptible.    Built  in  four  grades. 

OtJK  HTGHEST  GKADE  IS  BUILT  OF 
NICKEL  AND  TOOL-STEEL. 

LEFEVER    ARMS    COMPANY,    SYRACUSE,    N.   Y. 

CHICAGO.         IVEN-BRANDENBURG  CO.,        101  Reade  St.,  NEW  YORK. 


FRAME  FITTINGS 


WE  MANUFACTURE 

everything  to  make  first-olass,  up-to- 
date  frames  for  Singles,  Tandems,  Triplets, 
Quads  and  Quints,  adapted  for  28  and  30- 

ij  ch  wheels,  (lur  30- inch  line  for  '99 
will  be  the  best  out. 


HUBS 


AND    WE    SELL 

everything  to  equip  these  frames  in  a  first-class  manner. 
THE    BEST    CRANK    HANGER    MADE 

is  the  Armstrong  "A"  Hanger.  You  can't  afford  to  use  it  unless  you  want  the  best 
The  only  lim  made  that  is  good  enough  to  use  in  30-in.  wheels  is  the  KUNDTZ.  We 
are  their  Chicago  distributors. 

free;    Send  for  Wall  Sheet  and  complete  catalog  showing  Working  Drawings 
for  over  25  of  our  '99  Models. 

^     ARMSTRONG  BROS.  TOOL  CO. 

97  West  Washington  Street, 
CHICAGO,  ILL.,  U.  S.  A. 

New  York  Distributor :    C.  Murray  Rice, 

105  Chambers  St. 

Mention  The  Cycle  Age 


TOOLS 


HANGERS 


AGENCIES  WANTED. 

AUSTRALIA  AND  NEW  ZEALAND. 

Prank  Grimley,  263  and  264  Clarence  St.,  Sydney, 
N,  S,  W.,  importer  of  bicycles  and  their  accessories, 
bfcycle  makers'  materials  and  tools,  for  trade  buyers, 
is  open  to  negotiate  for  exclusive  agency  for  manu- 
factxirers  of  those  lines  and  to  introduce  aud  push  the 
sale  of  their  goods  throughout  Australia  and  New 
Zealand  on  manufacturers'  account  or  to  purchase 
right  out.  Quotations  and  samples  of  noV'  Ities  in- 
vited. Unquestionable  references  on  application  to 
the  proprietors  of  this  journal. 


The  Of  cue  Age 

And  Trade  review 


Vol.  XXII— No   9. 


CHICAGO,  DECEMBER  29,  1898. 


New  Sekies  No.  58. 


ACID  CLEANED  FRAMES  BARRED 


UNION  TO  WITHHOLD  ITS  LABEL 


International     Organization     of     Bicycle 

Workers  Hay  flake  Serious  Trouble 

for  Chicago  Factories. 


The  leading  man  of  the  International 
Union  of  Bicycle  Workers  has  announced 
his  intention  of  compelling  the  factories 
in  Chicago  to  use  the  union  label.  If  the 
factories  will  not  come  to  time  in  this  re- 
spect he  will  drop  persuasion  and  employ 
force.    He  says: 

"Toledo  bicycle  manufacturers  long  ago 
recognized  the  value  of  the  union  label, 
and  that  is  the  best  organized  city  in  the 
United  States.  While  manufacturers  in 
other  cities,  and  especially  in  Chicago, 
are  running  short-handed  and  are  afraid 
of  the  future,  in  Toledo  they  are  running 
night  and  day,  and  we  claim  it  is  because 
the  union  label  is  placed  upon  all  bicycles 
made  there.  Many  bicycles  are  now  made 
in  penal  institutions,  and  organized  labor 
is  agitating  for  a  law  forcing  all  such 
products  to  be  labeled  'convict  made.' 
This  will  help  the  manufacturer  who  em- 
ploys free  labor,  and  should  be  an  argu- 
ment why  he  will  be  benefited  if  he  per- 
mits his  workmen  to  organize.  We  will 
not  permit  the  use  of  our  label  on  wheels 
polished  with  acids,  as  we  do  not  care  to 
take  such  responsibility.  Several  of  Chi- 
cago's big  factories  use  this  system,  but 
when  the  public  discovers  the  fact  bi- 
cycles made  by  them  yill  be  boycotted 
very  effectually." 

No  Label  for  Acid  Cleaned  Frames. 

Presumably  the  allusion  to  the  use  of 
acid  is  intended  to  have  special  reference 
to  frame  cleaning.  There  is  no  acid  used 
in  polishing.  Frames  get  greasy  from 
handling  in  the  fitting  and  brazing 
rooms,  and  are  dipped  in  a  mild 
solution  of  sulphuric  acid  and  then 
plunged  into  an  alkaline  solution  which 
neutralizes  the  acid,  saponifies  the  grease 
and  permits  its  easy  removal.  The  process 
is  common,  but  is  not  injurious. 

Pamphlet  on  New  Shop  riethods. 

It  is  further  announced  that  arrange- 
ments are  also  being  made  to  publish  a 
pamphlet  containing  a  full  account  of  the 
new  methods  that  have  been  introduced 
in  bicycle  factories  in  order  to  cheapen 
the  cost  of  the  products.  In  the  sight  of 
the  union  it  seems  to  be  a  crime  of  the 
first  magnitude  to  cheapen  cost  of  con- 
struction. 

Holiday  Trade  Was  Brisk. 

Philadelphia,  Dec.  27. — The  retail  holi- 
day trade  of  the  present  season,  from  the 
point  of  view  of  the  local  cycle  trades- 
man, has  been  decidedly  encouraging  as 
compared  with  that  of  last  season..  Busi- 


ness during  the  week  preceding  the  great 
Christmas  holiday  was  so  brisk  on  "the 
row"  as  to  make  it  necessary  for  most  of 
the  principal  establishments  and  many  of 
the  smaller  ones  to  keep  open  evenings. 
The  fact  that  the  majority  of  the  cycle 
houses  on  Arch  street  carry  side-lines  of 
goods  which  are  in  most  cases  suitable 
for  gifts  appropriate  to  the  season  natu- 
rally had  much  to  do  with  this  welcome, 
if  short-lived,  boom,  the  profits  whereof 
will  go  a  long  way  toward  tiding  the  deal- 
ers over  the  dreaded  "between  seasons" 
which  is  not  due  to  terminate  until  about 
March  1. 

Proposed  Taxation  of  Bicycle  Business. 

In  a  revision  of  the  state  revenue  laws 
of  Georgia  a  bill  has  been  brought  before 
the  legislature  wherein  a  tax  of  $200  is 
imposed  on  every  company  selling  or 
dealing  in  bicycles,  by  itself  or  its  agents, 
in  that  state,  and  all  wholesale  and  retail 
dealers  in  bicycles  manufactured  by  com- 
panies that  have  not  paid  the  tax.  The 
company  or  dealers  are  required  to  fur- 
nish the  controller  general  a  list  of  agents 
authorized  to  sell  bicycles  of  their  manu- 
facture, or  under  their  control,  and  must 
pay  the  controller  $5  for  each  agent  for 
the  fiscal  year,  or  fractional  part  thereof, 
for  each  county  in  which  the  agent  does 
business  for  the  company.  The  result  of 
such  a  law  in  that  state  would,  accord- 
ing to  an  objector  to  the  proposed  re- 
strictions, be  that  two-thirds  of  the  deal- 
ers would  be  forced  out  of  business.  Cit- 
ing Columbus  as  an  example,  he  says 
that  two  of  ihe  prominent  dealers  would 
move  their  business  to  the  adjoining  Ala- 
bama towns,  thereby  avoiding  the  tax 
and  still,  no  doubt,  sell  bicycles  in  Co- 
lumbus. 

Death  Caused  Change  of  Plans. 

In  confirmation  of  the  rumor  that  the 
Elgin  Sewing  Machine  &  Bicycle  Co.,  of 
Elgin,  111.,  was  preparing  to  go  into  the 
manufacture  of  motor  vehicles,  the  com- 
pany states  that  such  was  its  intention, 
but  owing  to  the  death  of  Assignee  De- 
witt  Campbell  a  fortnight  ago,  the  plans 
have  been  changed.  The  Chicago  Title  & 
Trust  Co.  is  assignee  now  and  the  plant 
and  machinery  are  to  be  sold. 


CONTENTS. 


Discussing  American  Goods    = 
Comparative  Export  Figures     = 
Editorial     -        s        -        =        = 
A  Profitable  Side  Line 
Commerce  in  Foreign  Markets 
Electric  Tempering       =        -        - 
Recent  Patents  =        =        = 

Subjects  of  General  Interest 
Automobile  Requirements 
riotor  Vehicles  vs.  Horses 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

240 
241 
243 
246 
248 
250 
251 
253 
254 
256 
258 
266 


NO  POOL  AMONG  TIRE  MAKERS 


RUMORED  COMBINATION  DENIED 


From    the    East    Conies    the  Statement 

that  a  $30,000,000  Company  is 

Being  Formed. 


Tire  makers  laugh  when  asked  to 
speak  to  the  theme  of  the  reported  combi- 
nation among  the  leading  houses.  The 
daily  newspapers  have  it  that  the  B.  F. 
Goodrich  Company,  Morgan  &  Wright, 
the  Hartford  Rubber  Works  and  the  New 
York  Belting  and  Packing  Company  are 
to  pool  issues,  form  a  company  with  a 
capital  stock  of  $30,000,000,  half  of  which 
is  to  be  7  per  cent,  preferred  stock  and 
the  remainder  common  stock.  It  is  also 
alleged  to  be  part  of  the  plan  to  smother 
competition  in  the  manufacture  of  hard 
rubber  goods,  and  to  this  end  some  other 
concerns  are  said  to  have  been  invited  to 
join  the  combination. 

Flint's  Little  Scheme. 

As  if  this  were  not  enough,  the  sensa- 
tion mongers  add: 

Of  perhaps  greater  importance  than  the 
organization  of  this  new  trust  is  the  fact, 
which  became  known  to-day,  that  it  is  the 
intention  to  make  an  alliance  with  the  old 
rubber  trust  for  the  purpose  of  getting  con- 
trol of  the  crude  trade.  To  effect  this  they 
will  send  representatives  to  the  rubber  dis- 
tricts and  possibly  buy  up  certain  territory. 
If  this  can  be  done  they  believe  it  will  be 
possible  to  dictate  the  price  and  market  re- 
quirements and  virtually  control  the  trade. 
It  is  said  the  factories  embraced  in  the  two 
combinations  use  the  greater- part  of  the 
rubber  output  of  the  world,  and  will  be  in 
a  position  to  say  much  about  prices.  The 
principal  work  in  organizing  the  new  trust, 
which  is  expected  to  be  placed  on  its  feet 
in  two  weeks,  is  being  done  by  Charles  R. 
Flint,  who  organized  the  United  States  Rub- 
ber Company. 

What  the  Tire  riakers  Say. 

The  reply  of  Morgan  &  Wright  to  these 
assertions  is  not  flattering  to  the  hopes 
entertained  by  Flint  or  his  credulous 
dupes.    This  firm  says: 

It  is  an  old  story.  It  has  been  brought 
out  so  many  times  that  it  is  becoming  tire- 
some. Our  firm  will  not  join  any  trust  or 
combination.  We  suspect  that  this  late  ver- 
sion of  Mr.  Flint's  project  has  been  given 
to  the  press  for  the  purpose  of  ascertaining 
how  it  would  be  received.  There  are  a  few 
hard  rubber  goods  makers  in  Trenton  who 
have  pooled  issues  and  aspire  to  get  larger 
firms  to  join  them.  So  far  as  our  tire  busi- 
ness is  concerned  we  shal  remain  independ- 
ent to  the  end. 

Fake  Pure  and  Simple. 

Our  name  appears  in  the  list  of  companies 
forming  the  proposed  combination  without 
any  authority  from  us.  It  was  purely  gratu- 
itous, probably  upon  the  part  of  some  enter- 
prising newspaper  man  who  either  did  not 
take  pains  to  get  the  facts  or  was  misin- 
formed. The  B.  F.  Goodrich  Co. 


Sieg  Strike  Settled. 

The  strike  of  the  employes  of  the  Sieg 
factory  in  Kenosha,  Wis.,  was  settled  last 


240 


The  Cycle  Age  and  Trade  Review 


Saturday  through  the  assistance  of  the 
state  board  of  arbitration.  On  Tuesday 
more  than  100  of  the  strikers  resumed 
work  at  their  former  wages,  notwith- 
standing the  statement  of  the  previous 
management  that  while  it  had  no  desire 
to  cut  the  men  below  living  wages,  it 
could  not  afford  under  existing  conditions 
to  pay  according  to  the  former  scale 
when  there  were  plenty  of  men  willing  to 
work  for  what  the  company  could  offer. 
The  difficulty  between  the  men  and  the 
management  arose  two  weeks  ago  appar- 
ently from  a  change  of  superintendents, 
the  new  factory  manager  having  without 
notification  cut  the  wages  of  some  of  the 
men  who  had  previously  accepted  a 
slight  cut.  Screw  machine  hands  de- 
manded $1.50  per  day.  The  polishers, 
who  were  cut  to  ?2  and  $1.75  per  day, 
asked  the  regular  union  scale  rate  of 
$2.50.  All  but  two  or  three  of  the  men 
went  out  on  strike. 


DISCUSSING    AMERICAN    GOODS 


IS  FORCED  TO  PAY 


Loop  Hole  in  Bicycle  Protective  Policy  Unavailing- 
Insurance  Methods  Annoy  Makers. 

Lyman  D.  Wood,  of  Columbus,  0.,  se- 
cured a  verdict  of  $52  against  the  Toledo 
Bicycle  Protective  Company  on  December 
16  in  a  suit  brought  to  recover  the  value 
of  a  bicycle  which  he  had  insured  with 
the  company  and  which  had  been  stolen. 
The  company  claimed  that  according  to 
the  contract  it  could  not  be  held  respon- 
sible for  the  loss,  since  the  owner  had 
been  careless  in  leaving  it  in  front  of  a 
business  house  for  several  hours.  The 
jury,  however,  brought  in  a  verdict  in 
favor  of  the  plaintiff  as  above,  the 
amount  representing  the  $34.50,  the  cost 
of  the  bicycle,  $16  for  the  rental  of  a  sub- 
stitute machine  for  eight  weeks  at  $2 
per  week,  caused  by  the  failure  of  the 
protective  company  to  make  good  the 
loss,  and  $1.50  as  interest  on  the  princi- 
pal. 

A  feature  of  the  bicycle  "insurance" 
business  that  has  escaped  most  riders 
who  have  taken  out  contracts  or  policies 
and  has  caused  considerable  annoyance 
to  the  trade,  is  the  fact  that  instead  of 
insuring  the  owner  for  the  full  cost  of 
his  machine,  the  company  agrees  only  to 
replace  the  bicycle  with  another  of  the 
same  make  or  one  "of  equal  value."  The 
managers  of  these  companies  approach 
the  manufacturers  and  demand  agents' 
prices  on  such  machines  as  are  purchased 
by  them  to  replace  those  stolen  from  the 
persons  insured  with  them,  thus  induc- 
ing price  cutting  and  at  the  same  time 
getting  a  much  higher  premium  rate  than 
appears  on  the  face  of  the  contract. 


Keim  Suffers  for  Electric  Lamp  Co. 

A  Supreme  Court  jui-y  returned  a  ver- 
dict recently  of  $1,144.17  against  John  R. 
Keim  of  New  York  city  in  an  action 
brought  by  the  Union  Bank  of  Buffalo. 
The  suit  was  instituted  to  recover  the 
amount  of  a  promissory  note  made  by  the 
Eclipse  Electric  Lamp  company, 
now  defunct,  of  which  Mr.  Keim 
was  a  director.  The  bank  dis- 
counted the  note  and  under  the  law 
Mr.  Keim  was  held  as  one  of  the 
board  of  directors.  The  suit  has  been 
on  the  different  court  calendars  for  some 
months,  Mr.  Keim's  counsel  says,  and  it 
is  his  belief  that  Mr.  Keim  was  singled 
out  as  the  only  one  of  the  stockholders 
who  had  any  money.  It  is  generally  be- 
lieved that  Mr.  Keim's  recent  purchase  of 
the  Spaulding  plant  was  the  cause  of  the 
suit  being  brought  against  him.  The 
Eclipse  Electric  Lamp  company  was  or- 
ganized a  year  or  more  ago  and  worked  in 
connection  with  the  Spaulding  Machine 
Screw  company,  in  the  manufacture  of  bi- 
cycle lamps. 


EXCLUDED  FROn  PARIS  SHOW 


Spirited   Comparison   of  Merits  of    Our 

Bicycles  With  Those  of  Home  Manu= 

facture  in  France. 


A  war  of  words  is  going  on  in  Paris 
through  the  French  cycling  papers  as  to 
the  comparative  merits  of  French  and 
English  bicycles  against  the  American 
machines.  Those  taking  part  in  the  in- 
teresting discussion  are  a  firm  of  leading 
French  manufacturers,  upholding  the 
French  goods,  a  French  agency  firm 
representing  four  prominent  United 
States  manufacturers,  advocating  the  su- 
periority of  the  American  product,  a  well 
known  American  exporting  house  having 
branches  in  Pa^is  and  elsewhere  advocat- 
ing the  priority  of  American  inventions, 
and  a  French  firm  taking  the  part  of  ar- 
bitrators. 

American  Agents  Wanted  Hore  Space. 

The  long-drawn-out  fight  grew  out  of 
the  fact  that  the  Chambre  Syndicale  des 
Fabricants  de  Velocipedes,  corresponding 
to  the  Board  of  Trade  of  Cycle  Manufac- 
turers in  this  country,  of  which  the  first 
mentioned  party  above  is  a  member, 
granted  only  two  exhibition  spaces  in  the 
Salon  du  Cycle  to  the  second  party,  who 
had  applied  for  four  stands.  The  Ameri- 
can representatives  complained  that  this 
was  unjust,  as  they  represented  four 
American  makes,  whereas  French  makers 
of  but  one  line  were  awarded  two  or  three 
stands — a  fact  that  plainly  showed  the 
French  makers  feared  the  competition  of 
the  Americans. 

Replying  to  this,  the  first  party  stated 
that  the  great  imports  of  bicycles  from 
the  United  States  were  due  only  to  the  un- 
inten-upted  overproduction  here,  and  that 
French  makers  of  lirst-class  machines 
had  no  reason  for  alarm,  since  the  mech- 
anism of  the  American  bicycles  is  so  com- 
plicated and  delicate  that  no  cyclist  or 
tourist  yet  born  can  learn  to  clean,  ad- 
just and  keep  them  in  order,  and  that  an 
American  machine  once  broken  on  French 
soil  cannot  be  repaired.  It  was  also  main- 
tained that  the  American  parts  and  fit- 
tings, for  these  reasons,  cannot  contrib- 
ute to  establish  any  permanent  changes 
in  construction.  "France  is  not  Cuba," 
he  writes,  "and  one  cannot  take  it  a 
I'American,"  as  the  English  learned  after 
flooding  France  with  their  machines, 
which  have  had  to  recross  the  channel, 
France  having  produced  bicycles  equally 
good  and  cheap.  "So,"  he  says,  "it  will  be 
with  the  American  machines,  and  within 
eighteen  months  they  may  pack  up  and 


?o." 


Favors  Using  Automatic  Machinery. 


The  arbitrating  party  entered  the  dis- 
cussion at  this  point  with  the  following 
well  put  statement:  "We  recognize  the 
superiority  of  the  American  machinery 
for  the  making  of  bicycles,  and  those  of 
our  countrymen  who  have  purchased  and 
are  using  such  machines  are  acting  wise- 
ly, because  buying  American  machines  to 
make  French  bicycles  is  like  buying  the 
guns  that  will  throw  bullets  to  stop  an  in- 
vasion, but  to  buy  American  bicycles  is 
like  getting  American  bullets  from  Amer- 
ican guns;  therefore,  let  us  buy  American 
machinery  but  not  American  bicycles,  be- 
cause, having  then  the  same  material  and 
facilities,  we  can  ourselves  nranufacture 
equally  good  bicycles."  In  this  statement 
the  concession  of  the  superiority  of  the 
finished  product  of  our  own  makers  is  ob- 
vious. 

Following  this  a  French  firm,  through  a 
large  advertisement  in  the  paper,  asserted 
that  it  had  already  sold  20,000  bicycles  in 
one  week  for  the  coming  season,  but  that 
American  bicycles  were  selling  as  five  to 


every  one  of  English  or  French  manufac- 
ture. 

Either  because  piqued  by  the  discussion 
it  had  called  forth  or  because  (the  alarm 
of  its  members  had  been  increased  by  the 
facts  the  discussion  had  brought  out,  the 
French  manufacturers'  association  at  its 
last  meeting  decided  not  to  allow  the  firm 
of  American  representatives  to  have  any 
space  at  all  in  the  Salon  du  Cycle  instead 
of  the  two  spaces  to  which  it  had  taken 
exception. 

The  American  agents,  who  had  gone  to 
considerable  expense  in  advertising  the 
exhibits  they  expected  to  make  at  the 
show,  promptly  instituted  suit  for  dam- 
ages against  the  Chambre  Syndicale. 


Humber  Affairs  in  America. 

An  investigation  of  affairs  at  the  Hum- 
ber factory  in  Westboro,  Mass.,  has  been 
made  by  a  representative  of  the  English 
stockholders.  He  was  armed  with  a 
power  of  attorney  which  gave  him  au- 
thority for  a  searching  examination  of 
the  books  and  plant.  In  his  work  he  was 
assisted  by  an  English  machinery  expert. 
Both  have  returned  to  England  for  the 
purpose  of  submitting  their  joint  report 
to  the  directors  of  the  parent  concern. 
While  not  anticipating  the  action  which 
may  follow  the  reading  of  this  report,  it 
is  entirely  proper  to  state  that  the  condi- 
tion of  affairs  is  so  far  from  boneless 
that  it  may  almost  be  stated  as  a  certain- 
ty that  business  will  be  resumed.  In  the 
event  that  the  English-  stockholders 
should  decline  there  are  Westboro  men  of 
means  and  experience  who  stand  ready, 
in  fact  pledged,  to  make  a  reasonable  of- 
fer for  the  plant  and  good  will  of  the 
concern. 


Raleigh  and  Gazelle  Companies  Combine. 

The  troubles  of  the  Raleigh  Cycle  com- 
pany of  England  are  now  stated  to  be 
nearing  a  settlement.  It  is  believed  that 
the  appointment  of  the  receiver  might 
have  been  avoided  but  for  a  desire  to 
effect  certain  changes  which  during  the 
life  of  contracts  still  existing  was  im- 
possible. Mr.  Bassett  has  resigned  his 
position  and  Frank  Bowden,  whose  retire- 
ment from  office  two  years  ago  was  due 
to  ill-health  caused  by  overwork,  has  as- 
sumed the  management  and  a  scheme  of 
reorganization  has  been  definitely  settled 
upon.  The  Raleigh  and  Gazelle  interests 
are  to  be  consolidated  and  worked  by 
means  of  capital  raised  by  an  assessment 
of  2s  6d  per  share. 


Public  Interested  in  an  Ice  Bicycle. 

Considerable  interest  has  been  created 
in  eastern  Wisconsin  by  the  inventor  of 
an  ice  bicycle  who  has  been  making  trials 
of  his  runner-shod  vehicle  on  the  Milwau- 
kee river  and  the  lakes  about  Oconomo- 
woc.  There  is  apparently  nothing  new 
about  the  invention,  however,  which  con- 
sists in  substituting  for  the  usual  rear 
wheel  of  a  bicycle  a  wheel  having  twelve 
ice  dogs  attached  to  the  steel  rim  and 
fastening  a  runner  in  a  steel  frame  at 
each  side  of  this  driving  wheel.  A  sharp 
runner  is  also  clamped  to  the  rim  of  the 
front  wheel,  which  must  of  course  be 
made  stationary,  and  steering  is  effected 
with  the  usual  handle  bars. 


Dreher  Suffers  the  Penalty. 

Toledo,  Dec.  26. — Frank  Dreher  pleaded 
guilty  to  using  the  mails  in  pursuance  of 
a  scheme  to  defraud,  and  Judge  Hicks 
fined  him  $250.  Dreher  is  the  man  who 
offered  "high  grade  bicycles  for  $3.90 
each." 

The  seventh  annual  bicycle  and  au- 
tomobile show  was  opened  in  Paris  on 
December  15  by  the  French  minister  of 
commerce. 


The  Cycle  Age  and  Trade  Review 


•241 


DECREASING   INTEREST    RATES 


NOT    DUE   TO   SLUQQISH    TRADE 


Permanence  of  Low  Rate  is  Doubted  by 

Financiers— Encouragement 

to  Thrift. 


The  opinion  has  been  expressed  in  high 
financial  circles  that  the  present  low  rate 
of  interest  is  not  likely  to  be  permanent, 
with  an  implication  that  it  is  desirable 
that  it  should  not.  The  decreasing  rate 
of  interest,  however,  bears  so  close  a  re- 
lation to  normal  economic  development 
that  there  will  be  some  hesitation  about 
regarding  the  present  rates  as  the  result 
of  temporary  causes. 

Business  Exceptionally  Active. 

A  low  rate  of  interest  might  be  due  to  a 
lack  of  demand,  but  in  most  cases  the 
lack  of  demand  is  due  to  a  depressed  con- 
dition of  business  which  is  likely  to  keep 
capital  out  of  the  money  market.  It  can- 
not be  said  at  the  present  time  that  busi- 
ness is  sluggish.  The  bank  clearings,  the 
railroad  earnings,  the  production  of  iron 
and  steel — these  are  merely  a  few  of  the 
indications  of  an  exceptionally  active 
state  of  business.  There  must  be  a  full 
normal  demand  for  capital.  A  much  more 
usual  cause  of  low  rates  of  interest  is 
the  amount  of  capital  in  the  money  mar- 
ket. With  the  growth  of  wealth  in  the 
world  there  is  a  decrease  in  the  earning 
power  of  money.  That  interest  is  lower 
in  London  and  New  York  than  in  remote 
communities  where  little  capital  has  yet 
been  accumulated  is  a  sufficiently  famil- 
iar illustration  of  this  tendency  of  inter- 
est to  go  down  as  the  volume  of  capital 
goes  up.  Capital  has  been  increasing 
rapidly  in  this  country,  the  rate  of  inter- 
est has  been  going  down,  and  the  present 
movement  does  not  seem  to  be  abnormal 
nor  exceptional. 

Observation  Proves  the  Contrary. 

There  have  been  fears  that  a  low  rate 
of  interest  would  discourage  saving,  and 
prove  inimical  to  the  accumulation  of 
capital.  This  is  one  of  those  a  priori 
propositions  that  do  not  bear  very  close 
examination  or  a  comparison  with  facts. 
It  would  be  quite  as  logical  to  say  that  a 
low  rate  of  interest  promoted  saving,  be- 
cause a  man  would  need  twice  as  much 
capital  at  3  per  cent  as  he  would  at  6  to 
provide  him  with  a  given  income.  A 
comparison  of  saving  habits  of  former 
times  with  those  of  the  present,  or  those 
in  countries  where  interest  is  high  with 
those  in  countries  of  low  interest,  will 
not  sustain  the  idea  that  the  saving  habit 
declines  with  the  rate  of  interest.  Thrift 
is  most  apparent  where  the  rate  of  inter- 
est is  low. 


The  English  Cycle  Agent's  Condition. 

On  an  average  the  English  agent  hand- 
ling medium  priced  machines,  listing  be- 
tween $55  and  $62.50,  has  only  about  $7.50 
gross  profit  on  every  sale.  His  maker 
does  not  supply  a  toolbag,  nor  tools;  just 
a  tire  inflater  that  is  no  better  than  a 
syringe,  as  he  mournfully  complains.  He 
pays  for  the  crates  in  which  his  ma- 
chines are  shipped — 50  cents  apiece — and 
for  transportation  charges  about  85  cents. 
He  gives  customers  a  better  saddle  than 
is  fitted  at  the  factory,  exchanges  the 
handle-bar  when  asked  to  do  so,  makes  a 
present  of  spanner  and  lamp  — ■  and  is 
hounded  by  traveling  men  till  he  attends 
the  shows.  The  picture  is  drawn  by  one 
of  him. 

Charges  Fraudulent  Transfer  of  Stock. 

A  petition  in  equity  has  been  filed  in 
the  district  court  in  Des  Moines,  la., 
against  B.  D.  Kenyon  et  al.  by  the  Ster- 
ling Cycle  Works,  which  alleges  that  on 
October  5,  1898,  a  judgment  was  rendered 


in  the  district  court  in  its  favor  against 
these  defendants  for  $112.83;  that  the 
plaintiff  has  caused  the  issuance  of  two 
writs  of  execution  against  the  defendants, 
and  that  each  was  returned  unsatisfied. 
It  is  now  claimed  that  the  stock  of  the 
Kenyon  Bicycle  company,  consisting  of 
thirty  shares  at  $100  each,  has  been  trans- 
ferred to  Elvira  Kenyon,  S.  J.  Beans,  W. 
C.  Beans  and  A.  S.  Kenyon,  and  that  such 
transfers  were  fraudulent  and  for  the  pur- 
pose of  hindering  and  with  the  intent  to 
delay  and  defraud  creditors,  particularly 
this  company.  The  Sterling  company 
asks  to  have  the  conveyances  decreed 
fraudulent,  and  that  the  title  to  said 
stock  be  decreed  and  established  in  the 
defendants  in  order  that  the  plaintiff 
may  levy  upon  the  same  for  the  purpose 
of  realizing  its  claim. 


CHAPMAN  CONTROLS  COLUMBUS  CO. 


Horace  L.  Outbids  a  Stranger  Who  Offers  $9,600— 
Benjamin  Chapman  May  Return. 


Horace  L.  Chapman  has  purchased  a 
controlling  interest  in  the  Columbus  Bi- 
cycle company.  In  all  likelihood,  there- 
fore, his  son  Benjamin,  who  has  been  so 
long  and  conspicuously  identified  with 
this  concern,  will  again  re-enter  the  field 
from  which  he  recently  withdrew. 

Mr.  Chapman  bought  the  stock  owned 
by  John  A.  Pfeifer,  who  assigned  some 
time  ago,  paying  for  the  same  $9,650. 
The  stock  was  sold  to  James  Ross,  the 
assignee,  and  was  bought  in  by  Mr. 
Chapman,  after  some  very  lively  bid- 
ding. 

The  first  bid  was  $6,000,  this  being 
made  by  Mr.  Chapman.  After  some  lit- 
tle time  a  stranger  bid  $6,500.  Mr. 
Chapman  bid  $7,000,  at  which  the  stran- 
ger went  him  $500  better.  Mr.  George 
Urlin  made  a  bid  of  $8,500  after  Mr. 
Chapman  had  raised  his  bid  to  $8,000. 
Again  a  halt  was  made,  but  after  a  few 
calls  Mr.  Chapman  bid  $9,000.  The  sum 
of  $9,200  said  the  stranger.  Then  $9,300 
was  bid  by  Mr.  Chapman.  $9,400  said  the 
stranger.  "I  will  bid  $9,500,"  shouted  Mr. 
Chapman.  Another  wait  and  then  the 
stranger  bid  $9,600.  'Mr.  Chapman  only 
raised  this  bid  $50,  but  it  was  enough, 
and  the  stock  was  sold  to  him. 

The  value  of  the  52  shares  of  $100 
stock  has  been  placed  at  various  figures. 
The  stock  was  appraised  at  $22,500.  The 
company  is  capitalized  for  $31,200,  but  the 
last  appraisement  amounted  to  $111,506.- 
54.  

Building  Motor  Vehicles  in  flexico. 

According  to  an  ex-Chicagoan  who  has 
a  flourishing  business  in  the  City  of  Mex- 
ico but  is  now  on  a  visit  to  his  native 
city,  motor  vehicles  are  being  manufac- 
tured on  a  commercial  scale  in  Mexico, 
where  great  interest  is  being  taken  in  me- 
chanical propulsion  of  carnages.  "One 
firm,"  he  says,  "turns  out  from  fifty  to 
sixty  a  year,  retailing  them  at  $500  to 
$700  each.  Gasoline  is  used  as  the  motive 
power.  The  demand  for  motor  vehicles 
is  good  and  I  look  for  a  thriving  business 
in  the  new  machines." 


Pope  Company  Sued  by  Bilgrain. 

Hugo  Bilgram,  the  well  known  bevel 
gear  cutter  of  Philadelphia,  has  sued  the 
Pope  Mfg.  Co.  for  infringement  of  his 
patents  issued  for  a  machine  for  cutting 
bevel  gears. 

Work  is  soon  to  begin  at  Newport  News 
on  the  construction  of  two  steamships 
with  carrying  capacity  of  11,000  tons  each, 
to  be  put  into  service  between  San  Fran- 
cisco and  Hong  Kong.  These  will  sup- 
plement the  service  of  the  Pacific  Mail 
Steamship  company  and  will  make  an 
average  speed  of  eighteen  knots. 


COMPARATIVE  EXPORT  FIGURES 


ENGLISH  AND  AMERICAN  TABLES 


One  Week's  Shipments- British  Report 

for  Eleven  Months  Shovv's  a 

Great  Decrease. 


Exports  of  bicycles  and  bicycle  mate- 
rials from  the  port  of  New  York  for  the 
week  ending  December  26  are  recorded  as 
follows: 

Bicycles.  Materials. 


Sweden   $  39,254 

Denmark   26,974 

Germany   25,175 

England  7,408 

Dutch  West  Indies 5,000 

Argentine   Republc    4,275 

Brazil   2,102 

France    1,031 

Holland  1,019 


$  2,511 

7,617 

15,356 

3,907 


Switzerland 

British  West  Indies   

Africa    

Chili  

Italy   

U.    S.    of  Colombia 

Belgium   . .    

New  Zealand   

Scotland   

Cuba   

China   

Russia  

Other   American   countries.. 


75 
679 
559 
150 
700 
350 

35 
288 
215 
143 
145 
100 
253 


811 
92 

1,045 
706 

1,200 
193 
270 
423 


470 


50 


Totals  $115,930  $34,651 

English  Shipments  for  a  Week. 

The  total  exports  of  bicycles  and  ma- 
terials from  Great  Britain  for  the  week 
ending  December  10  are  as  follows: 

Melbourne   $21,915 

Adelaide    1,645 

Sydney  785 

Perth  630 

Christchurch   1,600 

Wellington    90 

Otago    1,445 

Penang  50 

Mauritius  560 

Yokohama  19D 

Singapore    485 

Smyrna   150 

Madras  3,090 

Calcutta   355 

Bombay   1,525 

Malaga  135 

Malta  185 

Auckland   430 

Zaazib.ir   60 

Cape  Town   1,585 

Port  Elizabeth   1,640 

Teneriffe  100 

Buenos  Ayres   150 

Demerara  390 

Paramaribo  60 

Durban    2,035 

Launcsston  25 

Flushing   1,725 

Jersey   300 

East   London  230 

Amsterdam    400 

Bordeaux   1,1.30 

Boulogne  235 

Ostend    175 


Total $45,505' 

Eleven  rionths'  British  Exports. 

The  total  exports  of  bicycles  and  mate- 
rials from  the  United  Kingdom  for  the 
eleven  months  ending  with  November, 
1898,  are  compared  with  the  complete  re- 
turns for  1897  and  1896,  as  follows: 

Month—  1896. 

January   $624,435 

February    706,125 

March    891,875 

April   786.335 

May    798,765 

June    772,285 

July    716,755 


August 
September 
October    . 
November 
December 


650,140 
683,560 
893,320 
720,600 
1,060,555 


1897. 

1898. 

$763,820 

$480,405 

088,195 

474,225 

S5o,830 

482,245 

098,085 

522,340 

697,940 

434.700 

583,050 

371,280 

566,850 

383,475 

483,165 

287,535 

430,460 

316,870 

497,845 

3X4,565 

446,410 

339,480 

444,785 

Totals   $9,278,020    $7,155,645    $4,407,330 


Chainless  Bicycles  in  Demand. 

The  bicycle  dealers  of  Pittsburg  report 
having  sold  many  more  machines  for 
Christmas  gifts  this  season  than  ever  be- 
fore at  this  time  of  the  year  in  the  his- 
tory of  the  business.  A  noteworthy  feat- 
ure of  the  trade  is  that  the  demand  for 
chainless  machines  exceeded  the  call  for 
the  usual  type  nearly  two  to  one. 


242 


The  Cycle  Age  and  Trade  Review 


The  rianson,  flodel  33,  Ladies'  Eccentric,  List  $50.00. 


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The  Cycle  Age  and  Trade  Review 


243 


TheCitcleAge 

AND  TRADE   REVIEW 

Entered  at  the  Chicago  Postopfice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  OfiBces,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  82.00  per  year; 
in  foreign  countries,  $6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 

Copyrighted,  1898.    All  rights  reserved. 

There  are  expressions  used  in  trade  parlance 
ALMANACK  which  are  beginning  to  chafe  the  industry 
CYCLE  ^^^  diminish  the  working  capacity  of  sales- 

rONSTRIirTION  '^®^'  They  sit  on  the  cycle  trade  like  an  ill- 
fitting  collar  on  a  true-pulling  horse.  There 
is  especially  one  such  expression  which  it  is  time  to  replace  or 
remodel.  When  the  load  is  light  it  merely  worries  the  faithful 
animal;  but  with  heavy  pulling  it  makes  sores,  which  are  not 
easily  healed. 

"Our  1899  models  are  now  ready  for  inspection!"  This  has 
for  months  been  the  refrain  of  business  announcements.  "Pat- 
terns," says  the  purist,  in  preference  to  "models,"  but  "1899"  is 
the  unavoidable  prefix.  "Our  models  for  1899  trade,"  "our  models 
for  next  season,"  that  is,  are  the  variants  which  indicate  impa- 
tience at  the  term,  but  few  indeed  are  those — mostly  matter  of 
fact  jobbers— who  simply  sweep  the  tradition  of  compulsory 
season  changes  to  one  side  and  present  their  goods  to  the  trade 
without  reference  to  supposed  expectations  of  phenomenal  prog- 
ress or  implied  confessions  of  past  mistakes. 

Recent  catalogues  are  teeming  with  apologetic  explanations 
of  the  reasons  why  goods  offered  in  the  market  this  fall  are  es- 
sentially similar  to  those  which  were  offered  last  fall.  It  is 
sometimes  made  a  boast  that  no  change  has  been  found  neces- 
sary; but  through  the  boast  is  heard  the  apology.  Evidence  is 
plentiful  that  the  manufacturer  thinks  the  public  will  expect 
changes,  and  that  the  manufacturer  would  make  them  if  he  could 
possibly  see  his  way  clear  to  do  so.  In  other  words,  the  manu- 
facturer realizes  that  a  percentage  of  the  public  and  of  the  re- 
tail trade  will  still  consent  to  pay  something  for  seasonable  nov- 
elty, but  not  so  much  as  to  compensate  the  manufacturer  for  the 
trouble  of  producing  it  unless  something  clearly  more  valuable 
than  novelty  alone  is  Involved  in  the  change.  What  troubles  the 
fidgety  manufacturer  is  the  supposed  attitude  of  the  public.  This 
attitude  may  not  be  exactly  as  supposed.  The  supposition  is  in- 
deed fictitious  so  far  as  the  better  part  of  patronage  is  con- 
cerned. But  whatever  there  is  of  the  attitude  and  of  the  suppo- 
sition has  only  one  prop — the  continued  use  of  the  term,  "1899 
models."  It  implies  an  obligation  to  present  a  novelty.  Behind 
the  back  of  this  term,  the  impression  steals  its  way  into  the  mind 
of  the  purchaser  that  goods  which  present  no  changes  of  import- 
ance are  not  entitled  to  the  moderate  price  asked  lor  them. 

If  the  term  had  been  abandoned  three  years  ago  the  price  of 
bicycles  and  of  accessories  and  sundries  would  have  been  25  per 
cent,  higher  than  it  is  today.  The  trade  would  have  been  50 
per  cent,  richer.  Grant  that  the  term  has  a  small  value  for  re- 
tail selling  purposes  in  March,  April  and  May,  the  shadow  of 
the  subsequent  year's  model^the  shadow  which  coming  events 
cast  before  them — begins  to  spread  its  dark  mantel  as  early  as 
June.  In  June,  .July  and  the  rest  of  the  year  price?  are  depressed 
and  sales  are  retarded  by  the  expectancy  of  what  "1900  models" 
'  may  be  like.  During  three  months  the  "1899  model"  has  a  lease 
on  fashion  with  a  small  minority  of  the  public.  During  the  nine 
m.onths  thereafter,  when  these  models  should  have  a  ready  sale 
at  maintained  prices,  the  brief  illusion  is  heavily  paid  for.  An 
irresistible  argument  against  full  prices  is  based  upon  the  tradi- 
tion of  season  changes  and  the  term  of  expression  which  legiti- 
mizes it. 


This  regularity  should  be  broken.  It  should  be  possible  to 
send  out  "new  models"  in  the  fall,  or  at  any  other  time  of  the 
year  when  conditions  require  it.  This  year  the  prosperity  of  the 
rural  population  which  culminated  in  the  late  summer  and  the 
early  fall  created  a  large  late  demand  for  bicycles.  The  profits 
from  it  could  have  been  greatly  increased  if  "new  models"  could 
have  been  offered  for  its  satisfaction  instead  of  "1898  models." 

Only  the  absolute  abandonment  of  almanack  regularity  in 
bicycle  construction  and  eradication  of  the  public's  anticipations 
in  this  respect  can  restore  the  effectiveness  for  trade  purposes  of 
those  changes  in  construction  that  the  manufacturer  sees  fit  to 
make,  and  can  relieve  him  from  the  need  of  making  changes 
which  are  immature  or  of  which  he  does  not  clearly  perceive  the 
intrinsic  advantage.  In  order  to  accomplish  this  end  it  seems 
clear  that  all  phraseology  should  be  avoided  which  perpetuates 
the  undesirable  condition. 

In  their  advertising  matter  manufacturers  can  do  very  much 
to  abolish  the  common  season  terminology,  if  they  choose.  The 
press  can  do  as  much,  and  the  Cycle  Age  as  its  share  offers  the 
New  Year's  present  to  the  trade:  that  it  will  hereafter — begin- 
ning with  the  next  number — completely  eradicate  from  its  read- 
ing ma:tter  all  reference  to  new  patterns  as  being  limited  to  any 
particular  season.  There  will  be  no  "business  policy  for  1899," 
no  "prices  for  1899,"  outside  of  the  advertising  pages. 

So  leavened  with  terms  that  smack  of  season  talk,  season 
prices  and  season  construction  is  the  trade  that  considerable  vigi- 
lance is  required  to  uproot  them,  but  the  work  can  be  done,  and 
dealers  may  co-operate  for  the  good  of  themselves  by  editing 
their  local  advertisements  on  the  same  plan  which  the  Cycle 
Age  will  follow  in  its  reading  matter.  By  energetic  pursuance 
of  this  plan  it  is  believed  that  they  will  be  rewarded  by  better 
prices  in  the  summer  and  fall  and  ability  to  keep  a  larger  stock 
without  much  risk  of  loss  by  depreciation  if  it  should  come  about 
that  they  are  obliged  to  hold  a  part  of  their  stock  from  one  sea- 
son to  the  next. 

It  is  time  to  lance  the  pimple  who  edits  the 
LANCING  Cycling  Gazette — the  scavenger  among  trade 

^  journals.     Being  on  the  fringe  of  that  group 

PIMPLE  ^^  *^®  fourth  estate  which  disdains  responsi- 

bility for  its  writings,  he  naturally  sees  no 
special  reason  for  adhering  to  the  truth  if  a  lie  adroitly  slipped 
into  print  will  equally  serve  his  purpose. 

As  a  practitioner  of  malignant  mendacity  the  pimple  is  facile 
princeps — which  done  into  a  language  that  will  not  perplex  his 
intellectuals  means  that  he  is  "the  brightest  of  them  all,"  or 
the  most  complete  pimple  ever  protruded.  Here  is  a  specimen  of 
his  art: 

And  now  to  dispose  of  subjects  concerning  the  Cycle  Age,  let  us  touch  upon 
the  anti-show  letters  which  are  being  run  In  weekly  installments.  From  reliable 
sources  we  have  learned  that  these  letters  were  written  away  last  summer,  when 
the  show  question  was  as  remote  as  anything  possibly  could  be,  and  that  they  were 
addressed  to  the  Board  of  Trade's  secretary.  Perhaps  you  will  notice  that  no  date  " 
lines  are  connected  with  the  various  missives  as  they  appear  in  print. 

None  of  the  manufacturing  firms  which  lately  received  let- 
ters from  the  Cycle  Age  asking  for  opinions  on  the  show  ques- 
tion will  dare  to  taint  their  honor  by  avowing  that  the  printed 
replies  were  "faked." 

For  the  Cycle  Age  has  the  originals  in  its  possession. 

Much  of  the   discontent  afHicting   the   labor 

PROFITS  ranks    of    contemporary    industry    may    be 

OF  traced  to  blind  interpretations  of  the  widely 

MANTIFAmiRE    ^^^  often   injudiciously  published  figures  of 

manufactures.  A  common  error  on  the  part 
of  those  whose  knowledge  of  commercial  science  is  bounded  by 
the  results  of  the  application  of  the  four  fundamental  operations 
of  arithmetic  to  the  statistics  happening  before  them,  consists 
in  deducting  the  cost  of  materials  and  the  sum  of  wages,  com- 
bined, from  the  gross  values  of  the  products,  and  then  in  assum- 
ing that  the  remainder  constitutes  the  profit  of  manufacture.  No 
more  erroneous  or  fallacious  deduction  could  easily  be  made,  for 
only  analysis  of  any  branch  of  manufacture,  expertly  made,  can 
show  how  large  a  part  of  the  gross  proceeds  from  the  sales  of 
goods  must  be  applied  to  miscellaneous  or  general  charges  and 


244 


The  Cycle  Age  and  Trade  Review 


overhead  expenses.  There  is  nothing  which  an  expert  sta- 
tistician or  census  specialist  avoids  so  scrupulously  as  putting 
questions  which,  if  answered,  would  disclose  the  profits  of  any 
business;  because  he  knows  that  if  the  questions  are  so  framed 
he  will  either  receive  no  replies  at  all,  or  else  partial  or  incor- 
rect replies  intended  to  mislead.  Therefore  any  and  all  deductions 
of  alleged  profits  from  whatever  source  are  apt  to  be  mere 
hazards  of  opinion. 

The  year  1890  was  unquestionably  a  prospeious  one,  and 
there  may  have  been  an  average  profit  of  ten  per  cent  in  the 
manufactures  of  that  year.  Since  then  the  customary  rule  has 
held  good — more  capital  has  been  invested;  there  has  intervened 
a  long  period  of  depression;  the  margin  of  profit  has  diminished, 
but  the  wages  of  labor  have,  as  a  rule,  not  suffered.  The  adjust- 
ment of  commercial  conditions  is  now  again  about  complete,  and 
there  has  never  been  a  period  in  the  history  of  this  or  any  other 
country  equal  to  the  present  in  the  United  States  in  the  following 
particulars: 

1.  So  large  a  product  made  and  distributed  at  so  low  a  cost 
in  ratio  to  the  capital  invested,  either  in  production  or  in  the 
mechanism  of  distribution. 

2.  So  low  a  rate  of  profit  sufficing  to  satisfy  capital  and  to 
induce  further  investments. 

3.  So  high  a  general  wage  rate  earned  by  so  small  a  num- 
ber of  hours  of  work. 

4.  So  large  a  purchasing  power  in  each  unit  or  dollar  of  the 
wages  or  earnings,  when  expended  for  the  necessities  or  comforts 
of  life. 

5.  In  no  other  previous  period  has  the  workman  received 
so  large  a  proportion  of  the  joint  product  of  labor  and  capital,  or 
its  equivalent  either  in  money  or  goods. 

From  investigation  experts  are  thoroughly  convinced  that  ten 
per  cent  is  the  maximum  margin  of  profit  on  all  production  in 
this  country. 

^  4c  :{:  * 

Impressive  expression  is  given  to  the  value  of  our  cycle  ex- 
port trade  by  stating  that  it  is  about  one-fifth  as  large,  both  in 
money  and  volume,  as  the  home  trade.  So  confident  a  computa- 
tion requires  a  few  figures  in  order  to  make  it  stick.  Let  it  be 
said  that  the  gross  valuation  of  the  cycle  products  for  the  past 
year  was  $44,000,000  or  thereabouts;  that  is  to  say,  1,250,000  ma- 
chines were  sold  at  $35  apiece — the  average  price  at  which  the 
bulk  of  goods,  fully  equipped,  were  retailed.  The  value  of  the 
exports  will  reach  $7,000,000  for  the  same  period.  But  their  val- 
uation is  net.  xVdd  the  trade  discount  to  the  exports,  and 
the  conclusion  is  approximately  as  stated  at  the  outset.  Or  if 
exception  is  taken  to  this  method  of  figuring,  deduct  the  average 
trade  discount  from  the  gross  sales  in  this  country  and  divide  by 
the  net  value  of  the  exports — the  result  will  still  remain  about 
the  same.  No  notice  is  here  taken  of  the  value  of  materials, 
sundries  and  parts  shipped  abroad,  but  even  making  the  freest 
allowance  for  this,  it  will  not  be  necessary  to  materially  amend 
the  original  statement. 


worst  kind  of  competition,  as  he  is  able  to  sell  below  legitimate  prices,  thereby  de- 
moralizing the  trade  generally. 

No  manufacturer  should  make  a  consignment  to  Europe  to  be  paid  for  against 
sieht  draft  when  the  goods  arrive,  without  having  a  deposit  in  New  Yorkof  at  least 
25  per  cent  of  the  amount  necessary  to  cover  the  consigament.  Still  better,  they 
should  have  the  goods  paid  for  in  New  York. 

Chicago,  Dec.  21.  Monarch  Cycle  Mfg.  Co. 

Here  is  the  foreign  trader's  opinion  on  the  subject: 

I  have  this  year  imported  12,000  Amercian  bicycles,  being  upwards  of  one-half 
of  the  entire  import  of  bicycles  in  Scandinavian  countries.  The  competition  of 
England  and  Germany  is  nearly  crushed,  and  the  home  manufacturers  do  not 
amount  to  much. 

The  worst  competition  I  have  to  fia;ht  against  comes  from  America  itself,  and 
arises  from  the  fact  that  American  manufacturers  and  jobbers  ship  goods  here  not 
paid  for  in  full  at  New  York.  The  goods  are  refused  by  the  consignees  and  sold 
here  at  auction.  The  American  bicjcle  trade  suffers  through  this  ruinous  system. 
All  orders  and  goods  passing  through  my  hands  are  invariably  paid  for  in  full  at 
New  York  against  bill  lading,  and  the  credit  placed  in  New  York  same  time  as  order. 
Every  respectable  firm  on  this  side  pays  that  way. 

Why.  then,  ship  goods  over  here  not  paid  for  when  it  is  not  necessary  in  order 
to  do  the  business?  It  assists  unscrupulous  dealers  on  this  side,  and  it  will  be  sure 
to  end  disastrously  for  the  exporters  and  do  great  harm  to  the  regular  trade  gener- 
ally. 

Copenhagen.  Jens  Nielson. 


Should  success  crown  the  efforts  which  are  being  made  to 
recruit  the  retailers  for  the  purpose  of  making  war  upon  the  ex- 
press companies,  against  whose  extortionate  charges  all  protest, 
there  will  be  general  rejoicing  in  trade  circles.  The  movement 
is  meeting  with  surprising  encouragement  from  the  cycle  trade, 
which  for  a  long  time,  through  the  instrumentality  of  the  Na- 
tional Cycle  Board  of  Trade,  has  sought  to  be  rid  of  the  oppres- 
sion of  the  carriers.  With  characteristic  blindness  the  manufac- 
turers' organization  arrogated  to  itself  the  solution  of  a  problem 
which  chiefly  concerned  the  agents.  It  fiddled  with  the  whole 
subject  of  transportation  until  it  became  a  jest  in  the  trade.  It 
was  not  perceived — or  if  perceived  then  not  emphasized  until  too 
late — that  the  agents  paid  all  the  costs  of  shipment,  and  for  that 
reason  should  have  been  leaders  in  the  reform.  As  petitioners 
whose  chiefest  concern — sentiment  rather  than  real — was  in 
lightening  the  burden  of  their  customers,  and  not  in  sharing  it, 
the  board  transportation  committees  never  had  any  influence 
with  the  railroads  on  the  rare  occasions  when  they  appeared  be- 
fore freight  classiflcation  authorities.  Their  efforts  to  persuade 
the  express  companies  to  reduce  their  rates  were  for  similar 
reasons  impotent.  It  is  the  curious  fact  that  throughout  the 
whole  history  of  the  board  there  was  exhibited  a  cynical  disre- 
gard of  the  agent's  true  welfare  and  the  improvement  of  the  con- 
ditions which  bind  him  to  the  maker  and  cause  both  to  prosper. 
However,  with  decent  luck,  the  agent  should  soon  be  in  a  posi- 
tion to  favor  the  manufacturer  with  benefits  proceeding  from  a 
reform  the  latter  vainly  attempted  to  secure,  for  fast  freight  as 
a  substitute  for  express  has  been  tested  too  often  to  fear  a 
breakdoAvn  in  the  plan  which  is  maturing,  and  parcels  post  will 
cover  up  any  deficiencies  which  may  appear  in  it. 


Consigning  goods  to  foreign  buyers  is  becoming  a  common 
practice  with  cycle  making  firms  which  are  more  eager  than  wise 
in  extending  their  trade  connections.  It  is  egregious  folly  to 
court  risks  of  this  character,  for  if  the  goods  are  not  readily  ac- 
cepted they  are  invariably  offered  at  reduced  valuation  to  par- 
ties who  time  their  appearance  in  such  transactions  by  previous 
arrangement  with  the  original  consignees.  Recent  disclosures 
show  how  easily  some  of  our  firms  are  victimized  and  how  se- 
verely they  have  suffered  in  consequence  of  their  indiscretions. 
One  house  made  a  heavy  shipment  of  bicycles  to  Europe,  failed 
to  satisfy  the  buyers,  reshipped  the  goods  to  three  different  ports, 
and  finally  was  compelled  to  sell  them  at  $15  apiece,  completely 
equipped,  which  was  half  of  their  invoice  valuation.  On  this 
subject  the  following  letter  has  been  received: 

We  have  a  letter  from  a  prominent  bicycle  dealer  in  Europe,  not  our  cnstomer 
to  the  effect  that  thft  trade  is  in  a  bad  condition  over  there  in  many  of  the  chief 
markets  oi  account  of  the  fact,  as  he  states,  that  many  consie-nments  are  made  to 
parties  over  there  on  credit  or  sight  drafts,  payable  there  when  the  goods  arrive. 
When  the  goods  arrive  the  consignees  raise  a  technical  quest'on  with  regard  to 
them,  forcing  the  consiannrs  to  make  a  liberal  allowance  before  they  take  the 
goods,  and  many  times  making  the  npt  prices  of  the  goods  far  below  the  pri''es  they 
can  be  sold  at  with  any  profit;  consequently  the  party  obtaining  them  becomes  the 


The  show  dates  should  have  been  much  later.  But  when  a  promoter  cannot 
get  later  dates,  and  is  very  certain  that  he  will  have  a  large  attendance  of  the  public 
in  January,  he  is  in  apo.sition  to  say  to  the  manufacturing  trade:  "What  are  you 
going  to  do  about  it?  I  am  in  this  business  to  make  money.  I  find  I  cannot 
make  it  in  March;  hence  I  will  make  it  in  January.  Very  sorry,  gentlemen — for 
you."— The  Wheel. 

Why  should  the  show  promoter  make  his  needs  superior  to 

those  of  the  trade? 


[RBBHBi 

.  B  n  r.  B  B^^'i'^^^ 


The  Cycle  Age  and  Trade  Review 


245 


THE  KING  IN  YELLOW 


The  time  and  money  expended  by  the  dealer  in  popularizing  the  wheel  he  represents  is 
capital  invested. 

That  capital  will  return  devidends  according  as  the  bicycle  he. handles  shall  establish  its 
value  before  the  people. 

The  bicycle  is  a  machine  that  deals  with  complex  problems  of  mechanics  and  motion. 

Its  builders  must  possess  a  deep  acquaintance  with  the  possibilities  and  limitations  of 
the  art — and,  knowing  them,  must  apply  them  rightly. 

The  makers  of  Stearns  Bicycles  have  studied  the  needs  of  the  business — their  every  im- 
provement is  toward  the  simplifying  and  perfecting  of  the  bicycles  they  build. 

The  dealer  who  desires  to  maintain  a  successful  business  will  build  the  structure  of  that 
business  upon  a  good  and  permanent  foundation. 

The  agents  for  Steams  Bicycles  have  found  in  the  wheel  they  handle  the  full  pledge  of 
its  value. 


Tie  trade  on  thc^c^ 
Pacific  Coast  supplied 
from  our  branch  store, 
E.  C  Steams  &  Co., 
2J0  McAllister  Street, 
San  Francisco.  ^S<^ 


E*  C*  Stearns  &  Company^ 

Syracuse,  N*  Y» 


The  trade  in  the  <^  ^ 
Dominion  of  Canada 
supplied  from  our  ,^ 
Canadian  factory,  S 
E.  C.  Steams  &  Co., 
67  Adelaide  St.  West, 
Toronto,    Ontario,  <^ 


I  NEW    TESTIMONIALS     EACH    WEEK.  1 

I  MILWAUKEE  TIRES 

I  -PUNCTURE  PROOF 


Pneumatic 
Single  Tube 


FRED  KRONER  HARDWARE  CX)., 
Wholesale  Hardware. 

LaCeosse,  Wis.,  June  8, 1898. 
MiLWAtTKEE  Patent  FDNCTrTRE-PKOOF 
Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:  Iq  reply  to  your  inquiry  regarding 
our  experience  with  your  puncture-proof  tires, 
will  say,  that  our  customers,  who  have  i  sed  your 
tires  aie  perfectly  satisfied  and  would  not  go  back 
to  other  makes  again,  as  they  are  now  savtd  a 
great  amount  nf  timt*  and  trouble  which  they  for- 
merly had  in  repairing  pancturr s. 

We  had  a  pair  of  your  tires  on  exhibition  in  our 
store,  which  we  road  over  a  board  full  of  tacks 
some  300  times,  and  th^n  sold  them  to  a  rider  who 
uses  them  on  his  wheel  and  is  much  pleased  with 
them. 

So  far  as  we  can  see  they  cannot  be  punctured 
by  rough  usage,  say  nothing  of  ordinary  tiding. 
We  can  fully  recommend  them.  Y  urs  truly, 

(Sign  d)       Feed  Kkonek  Hardware  Co. 

nacDONALD  &  WESSELLS,  Wholesale  Bicycles  and  Supplies. 

Detroit,  Mich.,  Nov.  i9,  1898. 
Milwaukee  Patent  Puncture-Proof  Tire  Co..  Milwaukee,  Wis. 

We  have  thoroi  ghly  tested  your  puncture-proof  tires,  and  found  them 
to  be  even  more  than  you  claim  for  tbem.    The  writer  has  ridden  a  pair 
for  the  past  two  months  and  takes  pleasure  in  recommending  them. 
Yours  very  truly,  (Signed)  MacDonald&  Wessells,  per  D.  MacDonald. 


Resilient 
Easy  Riding 

DAVID  AHERN  &  SON, 

Sanitary  Plumbing, 

Steam  and  Hot  Water  Heating. 

Fond  du  Lac,  Wis.,  Dec  2,  l?98. 

Milwaukee  Patent  Puncture- Proof 
Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:  Your  inquiry  of  Nov.  30  received. 
In  reply  will  say  that  I  have  been  using  a  pair  of 
your  tires  since  last  May  every  day,  anil  think  they 
are  in  as  gOTid  condition  as  when  I  sot  them  Ni-ver 
had  one  minutes  trouble  with  them,  something  I 
cannot  say  for  the  two  different  makes  that  I  used 
before  I  used  yours.  You  tiave  a  good  thing. 
Yours  resp,  ctfully, 

(Signed)       John  F.  Ahern. 

HOTEL  ST.  JAMES,  Geo.  C.  Rembaugh,  Prop. 

WiNFiELD.  Kan.,  Dec.  2, 1898. 
Milwaukee  Patent  Puncture-Proof  Tire  Co..  Milwaukee,  Wis. 

Gentlemen  I  have  ridden  a  pair  of  your  puncture-proof  tires  about  800 
miles  without  an  accident,  although  I  have  ridden  over  every  broken 
bottle  that  presented  irself,  and  have  gone  out  of  my  way  to  run  through 
hedge  thorn  brush.  Formerly  I  averased  a  puQcture  a  week.  Your 
tire  is  alright.  Yours  truly, 

(Signed)       Geo.  C.  Rembaugh. 


Representatives  Wanted.        Write  for  Prices  and  Other  Information. 

MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO.,  MILWAUKEE,  WIS,,  U.  S.  A 


J 


246 


The  Cycle  Age  and  Trade  Review 


A  PROFITABLE  SIDELINE 


Electrical  Supplies  May  be  Handled  With  Great  Advan= 

tage  in  Small  Towns 


As  a  side  line  for  bicycle  dealers  elec- 
trical supplies  should  command  more 
than  ordinary  attention.  That  these 
goods  are  not  more  extensively  handled  is 
chiefly  due  to  the  false  assumption,  com- 
monly entertained,  that  the  dealer  in 
them  must  be  a  sharp  in  electrical  knowl- 
edge. If  country  retailers  will  get  over 
this  absurd  notion  they  will  find  the  line 
highly  profitable  throughout  the  entire 
course  of  the  year. 

Small  Opportunities  in  Large  Cities. 
In  the  large  cities — those  having  a  pop- 
ulation of  more  than  100,000 — the  elec- 
trical trade  reaches  a  volume  sufficient  to 
support  dealers  handling  nothing  but 
electrical  supplies,  but  the  many  smaller 
cities  and  towns  with  electric  light  plants 
cannot  support  separate  dealers  in  this 
line.  The  consequence  of  this  is  that  the 
electrical  business  is  largely  undeveloped 
outside  of  the  large  cities,  for  the  reason 
that  no  one  capable  of  handling  the  trade 
is  at  all  interested  in  the  matter.  It  is 
the  testimony  of  a  manufacturer  of  elec- 
trical machinery  who  contributes  his  im- 
pressions upon  the  subject  to  the  Iron 
Age  in  the  hope  that  hardware  men  will 
profit  by  his  advice. 

Large  Opportunities  in  Small  Towns. 

The  average  electrical  dealer  in  smaller 
places  is  either  a  young  fellow  fresh  from 
school  or  college,  who  has  picked  up  a 
smattering  of  electrical  knowledge,  and 
who,  by  reason  of  this,  is  looked  upon  by 
his  associates  as  a  budding  genius,  but 
who  is  absolutely  destitute  of  business 
training  or  financial  responsibility;  or  he 
is  an  electrical  workman  who  has  accu- 
mulated a  little  money  and  is  equally 
without  real  business  experience.  It  is, 
of  course,  impossible  for  such  persons  to 
handle  any  business  with  the  greatest 
amount  of  success  to  themselves  or  satis- 
faction to  their  customers.  Instead  of 
being  surprised  that  so  many  such  people 
fail,  the  real  wonder  is  that  so  many  suc- 
ceed; and  the  fact  that  many  do  succeed 
proves  that  the  supply  business  has  great 
possibilities  for  any  man  of  business  ex- 
perience and  sagacity  who  gives  it  the 
proper  attention. 

In  many  instances  the  electrical  trade 
is  handled  by  the  electric  light  stations, 
but  as  they  are  interested  only  in  such 
supplies  as  conduce  to  the  extension  of 
their  own  business,  they  develop  the 
trade  only  to  a  very  limited  extent.  An 
electric  light  station  is  not  fitted  for  car- 
rying on  a  trading  business,  and  most  of 
them  would  be  only  too  glad  to  turn  this 
business  over  to  any  dealer  capable  of 
taking  care  of  it.  and  in  addition  would 
give  this  dealer  all  assistance  and  infor- 
mation in  their  power. 

Hew  to  Start  in  Business. 

The  selling  of  electrical  supplies  does 
not  call  for  any  more  knowledge  than  any 
other  line  of  merchandise,  and  is,  in  real- 
ity, not  nearly  so  complicated  as  many 
imagine.  The  way  to  start  a  successful 
business  in  this  line  is  to  employ  some 
young  man  with  a  little  electrical  knowl- 
edge, let  him  attend  to  the  electrical 
questions,  having  him  under  strict  super- 
vision to  see  that  the  business  is  handled 
on  conservative  lines.  A  good  start  can 
be  made  with  a  very  small  outlay — a  few 
lamps  of  the  style  used  by  your  electric 
light  station,  some  lamp  cord,  sockets, 
switches,  a  few  electric  bells,  batteries, 


etc.,  buying  everything  in  small  quanti- 
ties and  expanding  the  line  as  the  grow- 
ing business  demands.  The  retail  profit 
on  almost  all  items  is  large,  and  in  many 
other  ways  the  electrical  line  works  in 
well.  In  the  fall  and  winter  months  the 
sale  of  incandescent  lamps  is  large,  and 
as  these  are  continually  being  broken  or 
burning  out.  this  fact  assures  a  steady 
business. 

All  the  Year  Round  Trade. 

In  the  spring  and  summer  months  a 
large  business  can  be  worked  up  in  fan 
motors,  this  line  running  rapidly  into 
money  with  good  profits  at  a  time  of  year 
when  general  trade  is  dull.  The  man  who 
has  a  bicycle  repair  shop  is  particularly 
fitted  for  electric  wiring  and  simple  re- 
pairing, as  most  of  the  troubles  in  com- 
mon electrical  apparatus  are  readily  lo- 
cated and  repaired  by  anyone  with  ordi- 
nary mechanical  ability.  Most  of  these 
defects  show  up  in  the  fall  when  people 
begin  using  lights  extensively,  and  the 
busy  season  in  electrical  wiring  and  re- 
pairing is  just  when  the  bicycle  repair 
man  is  enjoying  a  period  of  leisure. 

The  Business  is  Readily  Learned. 

Most  people  look  upon  the  electrical 
business  as  a  matter  entirely  beyond 
them,  but  there  is  absolutely  no  reason 
for  such  a  belief.  It  would  not  have 
been  possible  five  years  ago,  or  even  two 
years  ago,  for  the  bicycle  dealer  to  enter 
on  this  line,  as  the  manufacture  of  elec- 
trical appliances  was  largely  m  the  exper- 
imental stage.  The  past  two  years,  how- 
ever, have  practically  standardized  this 
line,  experience  and  use  have  sifted  the 
good  from  the  bad.  and  there  is  no  more 
danger  of  change  in  this  line  than  in  any 
other  line  familiar  to  the  dealer. 

Giiide  for  Buyers. 

The  National  Board  of  Fire  Underwrit- 
ers issues  free  to  any  applicant  a  book 
called  "National  Electrical  Code,"  giving 
the  approved  practice  in  all  electrical 
matters.  This,  in  connection  with  their 
"List  of  Electrical  Fittings,"  will  prove  a 
sure  guide  to  the  buyer  until  he  can  rely 
upon  his  own  judgment.  The  difficulty 
the  retail  buyer  will  first  experience  is  to 
find  out  where  he  can  buy  these  various 
articles  to  best  advantage. 

Profitable  Herchandize. 

That  the  addition  of  electrical  supplies 
by  the  retailer  would  largely  increase  his 
sales  and  provide  him  with  a  new  line  of 
profitable  merchandise  is  an  indisputable 
fact.  The  handling  of  this  line  will  place 
the  electrical  supply  business  in  the  hands 
of  experienced  business  men,  who  are 
fully  capable  of  taking  care  of  the  con- 
sumer, and  who  will  at  the  same  time 
command  the  confidence  of  the  electrical 
jobber  and  maaufacturer.  This  Is  a  con- 
dition that  is  longed  for  by  all  electrical 
jobbers  and  manufacturers,  and  would  re- 
sult in  a  development  and  expansion  of 
the  use  of  electrical  supplies  in  the  small- 
er cities  and  towns  that  is  at  present  but 
dimly  realized. 


Chain  "Fake"  of  the  Century. 

The  cycle  trade  in  this  country  has 
heard  enough  of  the  magical  virtues  as- 
cribed to  the  Simpson  lever  chain  to  read 
with  interest  the  humbuggery  which,  in 
connection  with  it,  the  sly  Hooley  prac- 
ticed   on    people    whose    confidence    he 


gained.  Hooley  was  recently  examined 
for  the  purpose  of  ascertaining  his  con- 
nection with  the  $1,250,000  Simpson  Lever 
Chain  and  Cycle  Co.  It  was  shown  that 
the  price  of  the  chain  patents  was 
$1,000,000.  One  of  the  directors  of  the 
company  was  asked  what  made  him  think 
the  patents  were  worth  so  much,  and  he 
replied  that  Martin  Rucker  told  him  in 
the  presence  of  Hooley  that  no  bicycle 
would  be  made  in  future  without  being 
fitted  with  the  Simpson  chain.  Hooley 
sold  him  20,000  shares  for  $25,000.  Not 
the  least  interesting  part  of  this  wit- 
ness' examination  was  the  production  of 
a  number  of  telegrams  from  Hooley,  in 
which  it  was  said:  "Everything  going 
splendidly;  just  received  offer  for  Ameri- 
can and  Canadian  patents  for  £5,000,000, 
with  a  royalty  of  one  dollar."  Before  the 
shares  were  allotted  Hooley  had  bought 
the  patents  for  $75,000. 


SHAPING  OF  TUBE  ENDS 


Fitting   Tube   Ends  to   Cylindrical   Surfaces  at  an 
Angle  by  (leans  of  End  Mills. 


Many  cycle  builders  whose  machines 
have  fiush  joints  use  a  construction  which 
requires  that  the  tube  end  be  formed  to  fit 
against  the  other  tube  forming  the  joint. 
To  obviate  both  expensive  jigs  and  ma- 
chinery and  the  somewhat  common  prac- 
tice of  forming  the  ends  by  hand  filing, 
the  end  milling  cutter  may  be  used  to  ad- 
vantage. The  end  mill  can  be  used  in  an 
ordinary  drill  press  and  the  jig  necessary 
for  holding  the  work  can  be  made  so  sim- 


ple that  the  expense  of  rigging  up  will  be 
slight.  The  arrangement  of  the  jig  and 
its  relative  relation  to  the  end  mill  when 
both  are  in  place  on  the  drill  press  is 
shown  in  the  accompanying  illustration. 
The  mill,  B,  is  a  regular  end  mill  of  an 
outside  diameter  equal  to  that  of  the  tube 
to  which  the  formed  tube  joins,  which  in 
the  case  of  forming  the  forward  ends  of 
the  upper  and  lower  frame  tubes  will  be 
the  steering  head.  The  thickness  of  the 
cutting  wall  should  be  in  the  neighbor- 
hood of  an  eighth  of  an  inch.  The  cast- 
ing forming  the  jig  is  arranged  with  a 
vertical  hole  down  through  its  center  in 
which  hole  an  accurately  bored  steel 
bushing,  F,  is  placed  to  act  as  a  guide  for 
the  cutter.  From  either  side  of  the  cast- 
ing a  "hole  is  drilled  entering  the  central 
hole.  One  of  these  holes  has  the  same 
angle  with  the  vertical  hole  as  has  the 
lower  frame  tube  with  the  steering  head 
of  the  bicycle  frame  for  which  the  tubes 
are  being  formed.  The  other  hole  has  the 
angle  of  the  upper  bar  with  the  head,  and 
for  bicycles  in  which  the  seat  mast  and 
steering  head  are  parallel,  this  angle  is 
also  the  proper  one  for  forming  the  rear 
end  of  the  upper  frame  tube.  A  trans- 
verse slot  through  the  jig  receives  a  pin, 
E^  which  acts  as  a  stop  for  the  tube,  C, 
when  it  is  first  placed  in  the  jig  prepara- 
tory to  the  forming  process.  As  soon  as 
the  tube  has  been  pushed  down  to  the 
pin,  the  screw,  D,  in  the  side  of  the  jig  is 


The  Cycle  Age  and  Trade  Review 


247 


tightened  sufficiently  to  hold  the  tube  in 
place.  The  pin,  E,  is  then  withdrawn 
and  by  a  movement  of  the  operator  the 
mill,  B,  is  lowered  and  the  cutting  com- 
menced. The  cutting  obtained  by  this 
process  not  only  leaves  the  tube  end  with 
the  proper  amount  of  metal  taken  out, 
but  with  the  ends  of  the  tube  wall  bev- 
eled to  fit  accurately  against  the  tube  it 
is  to  join.  A  little  practice  with  the  de- 
vice will  enable  the  operator  to  turn  out 
the  work  very  rapidly.  The  vertical  hole 
through  the  center  of  the  jig  should  ex- 
tend clear  through  the  casting  so  that  the 
■  stubs  cut  off  from  the  end  of  the  tubes 
may  fall  down  out  of  the  way. 


TRADE  MOVEMENTS 


Big   Water   Cycle    Company    Formed— Connecticut 
Concern  Sells  Out — Small  Spaulding  Settlement. 


The  International  Water  Cycle  com- 
pany of  San  Francisco  has  been  incorpo- 
rated with  a  capital  stock  of  $250,000,  of 
which  $130,000  has  been  subscribed.  The 
directors  are  Franz  O.  Winquist,  Henry  J. 
Gerdau,  Emil  Olssen,  Thomas  Le  Huguet 
and  J.  F.  Pfetch. 

The  entire  property  and  assets  of  the 
Hopkins  &  Allen  Manufacturing  com- 
pany, of  Norwich,  Conn.,  manufacturers 
of  fire  arms  and  bicycles,  have  been 
bought  by  a  syndicate  and  an  entirely 
new  company  will  be  organized.  The 
manufacture  of  bicycles  will  be  discon- 
tinued. 

Most  of  the  merchandise  stock  of  the 
Spaulding  Madhine  Screw  Co.,  of  Buffalo, 
having  been  sold  under  the  receivership 
before  the  sale  of  the  plant  at  mortgage 
sale  to  John  R.  Keim,  which  wiped  out 
most  of  the  assets,  there  is  only  $7,500  on 
hand,  which,  with  the  book  accounts,  is 
all  the  assets  that  remain  to  be  divided 
between  the  creditors. 

A  demurrer  in  an  action  for  $12,000 
damages  for  trespass  entered  against 
Sheriff  McCormack,  of  Laporte  county, 
Ind.,  for  seizing  the  machinery  of  the  Al- 
len Mfg.  Company,  which  made  bicycles 
in  the  Michigan  City  prison,  under  writ 
of  replevin  secured  by  the  receiver,  has 
been  overruled.  The  judge  held  that  un- 
der the  Indiana  law  a  sheriff  can  take 
property  only  on  a  writ  of  replevin  from 
a  defendant  in  a  suit  and  is  liable  to  ac- 
tion for  trespass  if  he  oversteps  himself. 

Oscar  S.  Lear,  a  bicycle  dealer  of  Co- 
lumbus, 0.,  has  established  a  branch  in 
Cincinnati.  Just  now  he  is  handling  noth- 
ing but  typewriters  there,  but  in  the 
spring  will  put  in  a  stock  of  bicycles. 
During  the  past  summer  he  operated  a 
store  in  Springfield,  which  was  closed 
temporarily  some  weeks  ago  for  the  win- 
ter, but  in  the  spring  it  will  be  opened 
again. 

The  copartnership  formerly  existing 
between  Kelly  &  Haworth,  in  Greentown, 
Ind.,  has  been  dissolved,  and  the  firm  is 
succeeded  by  the  Kelly  Mfg.  Co.  in  the 
manufacture  of  tire  repair  tools. 


TUBELESS  CLINCHER  TIRES 


English  Designs  Involving  Two  Principles—  How  Air 
Pressure  Seals  fleeting  Edges  Air  Tight. 


In  the  illustration  is  pictured  the  con- 
struction of  a  new  English  tubeless  tire 
of  the  clincher  pattern.  The  edges  of  the 
tire  are  made  of  flexible  canvas  formed 
into  square  section  and  covered  on  all 
sides  with  a  thin  layer  of  rub- 
ber. The  rim  is  made  with  par- 
allel upturned  edges  and  a  de- 
pressed center,  so  that  while  shoulders  are 
formed  on  which  the  square  edges  of 
the  tire  rest,  the  edges  do  not  touch  the 
rim  where  they  come  together.  The  dis- 
tance between  the  two  edges  of  the  rim 
is  slightly  less  than  the  normal  distance 
across  the  two  squares  so  that  when  the 


tire  is  in  place  on  the  rim  the  joining 
faces  of  the  square  edges  will  be  pressed 
tightly  together.  The  squares  being  un- 
supported at  their  joining  corners,  the  in- 
crease of  air  pressure  inside  the  tire,  up- 
on depressing  the  interior  of  the  tire  tow- 
ard the  axis,  suppositiously,  causes  the 
joint  to  become  still  more  tight  and  the 
tire  to  be  still  more  securely  held  on  the 
rim.  The  natural  tightness  with  which 
the  tire  fits  the  rim  allows  it  to  be  rid- 
den deflated  without  danger  of  coming  off 
and  the  square  edges  being  higher  than 
the  rim  prevents  injury  to  the  tire  when 
it  is  ridden  deflated. 

The  unsupported  center  of  the  above 
tire  is  a  new  point  in  the  development  of 
tubeless  clincher  tires.  In  the  lower  illus- 
tration is  shown  a  section  of  a  popular 


r/yc  CrcL£  A&£: 


English  single  tube  tire,  the  Trench,  in 
which  the  large  contact  surface  between 
the  joining  edges  of  the  tire  is  attained 
by  means  of  triangular  projections  above 
bases  which  have  the  same  approximate 
form  as  an  ordinary  clincher  double  tube 
tire.  These  projections  thus  give  practi- 
cally the  same  results  as  the  large  square 
bases  of  the  tire  flrst  mentioned,  with  the 
exception  that  the  compressive  power  is 
not  as  strong  at  the  top  of  the  joint  as  at 
the  bottom,  where  in  the  case  of  the 
square  bases  the  pressure  is  the  same  both 
at  top  and  bottom  or  with  a  slightly 
stronger  pressure  at  the  top  of  the  joint. 
In  the  lower  tire  as  in  all  forms  of  such 


OrCi.LA6t- 


tubeless  clincher  tires  with  the  exception 
as  stated,  of  the  square  based  one,  the 
bottom  of  the  tire  lies  flat  on  the  rim 
from  edge  to  edge. 


Reduction  Due  to  Automatic  Machinery. 

Announcement  is  made  that  Humber  & 
Co.,  Ltd.,  of  England,  who  have  hereto- 
fore strongly  maintained  that  it  was  im- 
possible to  build  good,  serviceable  bicy- 
cles to  sell  for  less  than  $100,  will  make 
a  specialty  the  coming  season  at  their 
great  Coventry  factory  of  a  line  of  road 
machines,  in  models  for  men  and  women, 
to  list  at  $52.50.  The  production  of  these, 
which,  it  is  said,  will  be  of  distinctly 
Humber  quality  and  bear  the  Humber 
trade-mark,  to  sell  at  this  price,  is  made 
possible  by  the  recent  introduction  of 
labor-saving  machinery. 


Wood  Rims  in  Scotland. 

American  firms  wishing  to  push  their 
goods  in  Scotland  should  know  that  wood 
rims  are  well  regarded;  indeed,  of  late 
it  has  been  very  common  to  see  British 


bicycles  with  their  metal  rims  painted  a 
buff  color,  and  in  some  cases  grained  in 
imitation  of  wood.  Many  British  manu- 
facturers are  fitting  wood  rims  to  their 
new  models. 

Profits  of  English  Makers. 

"Kick  'em  out,"  yelled  a  holder  of  half 
a  dozen  or  so  shares  at  a  recent  English 
cycle  company  meeting,  referring  to  his 
directors.  Why?  Because,  for  the  first 
time  on  record,  the  dividend  had  fallen 
below  10  per  cent!  This  incident  in  part 
reveals  the  temper  of  stockholders  in 
English  concerns.  Late  company  reports 
are  as  follows: 

Loss.  Profit. 

(a)  Smith   Stamping   Co $38,925 

(b)  Triumph   Cvcle   Co 47,610 

(c)  Australian  Cycle  &  Motor  Co.$40,000       

(d)  Townsend   Cycle   Co 9,135 

(e)  Besston  Cycle  Co 8,165 

(f)  Lloyd's  Cycle  Fitting  Co.   ..No  dividends. 

(g)  Empire   Tube  Co 20,000 

(h)  Coventry  Cross  Cvcle  Co 9.190 

(1)  Progress  Cycle  Co 16.840 

(j)  Humber  &  Co 110,7]5 

Preston-Davies  Tire  Co 15.935 

(k)  Singer  Cvcle  Co 135,265 

(1)   Swift  Cycle  Co 169,725 

(m)  Comoonents  Tube  Co 5,045 

Reuben  Chambers  (fittings)...  9,640       

(n)  Rossleigh   Cycle   Co 33,740 

(a)  No  dividend  was  declared. 

(b)  A  dividend  of  5  per  cent  was  declared. 

(c)  The  fate  of  this  company  will  be  de- 
termined in  February  at  a  meeting  of  the 
stockholders. 

(d)  A  dividend  of  5  per  cent  on  ordinary 
shares  was  declared. 

(e)  No  dividend  was  declared.  The  sum  of 
$6,000  was  passed  to  reserve. 

(f)  As  a  result  of  orders  booked  at  the 
shows  this  concern  hopes  to  pay  a  dividend 
next  year. 

(g)  This  concern  will  be  wound  up  at 
once. 

(h)  A  dividend  of  5  per  cent  was  declared. 

(i)  A  dividend  of  7  per  cent  was  paid  on 
preferred  stock  and  10  per  cent  on  common 
stock. 

(j)  A  full  statement  of  the  affairs  of  this 
company  recently  appeared  in  this  paper. 

(k)  A  dividend  of  4  per  cent  was  declared 
on  common  stock  and  5%  per  cent  on  pre- 
ferred stock. 

(1)  A  dividend  of  6%  per  cent  was  declared 
on  preferred  stock  and  4  per  cent  on  com- 
mon stock. 

(m)  The  actual  trading  profit  of  this  con- 
cern was  $300.  the  directors  refunding  fees  to 
the  amount  of  $3,000.  The  remainder  was  ob- 
tained from  dividends  on  investments  of 
company  funds. 

(n)  This  concern  also  makes  motor  ve- 
hicles. A  dividend  of  10  per  cent  was  de- 
clared on  common  stock  and  6  per  cent  on 
preferred. 

Cancellation  of  Contract. 

The  Cycle  Age  has  been  requested  to 
give  publicity  to  the  following  self-ex- 
planatory letter: 

To  the  Editor: — You  are  hereby  noti- 
fied that  the  contract  and  agreement  here- 
tofore entered  into  between  the  American 
Electric  Vehicle  company  and  the  Indiana 
Bicycle  company,  whereby  the  latter  com.^ 
pany  undertook  to  build  the  American  elec- 
tric vehicles  for  this  company,  was  canceled 
and  terminated  October  4,  1898,  and  said  In- 
diana Bicycle  company  now  has  no  right  or 
authority  to  build  or  sell  the  American  elec- 
tric vehicles  or  vehicles  made  in  accordance 
with  the  patterns  or  under  the  patents  of 
the  American  Electric  Vehicle  company,  and 
has  no  authority  to  deliver  said  vehicles,  al- 
though contracted  for  or  commenced  dui'ing 
the  continuance  of  said  contract.  The  ve- 
hicles of  the  American  Electric  Vehicle  com- 
pany are  covered  by  letters  patent  owned  by 
this  company,  and  any  purchasers  of  sudh 
vehicles  from  unauthorized  parties  will  ren- 
der themselves  liable  for  infringement. 

American  Electbic  Vehicle  Co. 
By  C.  E.  Corrigan,  General  Manager. 


Pope  Bevel  Gears  in  England. 

The  Pope  company  has  made  arrange- 
ments with  Brown  Bros.,  a  large  English 
supply  house,  whereby  they  will  carry  a 
complete  line  of  frames  and  gears  for 
making  bevel-gear  chainless  bicycles. 
Brown  Bros,  will  supply  the  English  and 
European  trade. 


W.  J.  Bloom,  a  well  known  jobber  of 
bicycles  and  parts  in  London,  is  at  pres- 
ent in  Chicago,  and  can  be  addressed 
from  now  on  in  care  of  Cycle  Age, 


248 


The  Cycle  Age  and  Trade  Review 


COnnERCE  IN  FOREIGN  flARKETS 


OCEAN 

FREIGHT  RATES 

ON  BICYCLES 


Ocean  freight  rates  from 
the  port  of  New  York  to 
some  of  the  principal 
points  of  destination  and 
distribution  for  American 
bicycles  are  enumerated  in  the  table  here- 
with presented.  The  rates  are  all  based 
on  cubic  measurement,  40  cubic  feet  be- 
ing a  ton  measurement.  One  crated  bi- 
cycle will  measure  about  10  cubic  feet. 

Copenhagen,  $4.85  and  5  per  cent  per  40  cu- 
bic feet. 

Christiania,  $4.85  and  5  per  cent  per  40  cubic 
feet. 

Stockholna,  $6.06  and  5  per  cent  per  40  cubic 
feet. 

Hull,  $4.85  and  5  per  cent  per  40  cubic  feet. 

Newcastle,  $4.85  and  5  per  cent  per  40  cubic 
feet. 

Glasgow,  $4.85  and  5  per  cent  'per  40  cubic 
feet. 

Liverpool,  $3.03  and  5  per  cent  per  40  cubic 
feet. 

Manchester,  $3.64  and  5  per  cent  per  40  cu- 
bic feet. 

London,  $3.64  and  5  per  cent  per  40  cubic 
feet  (prompt). 

London,  $4.28  and  5  per  cent  per  40  cubic 
feet   (warehouse  delivery). 

London,  $2.43  and  5  per  cent  per  40  cubic 
feet   (yearly  contract). 

London,  $3.64  and  5  per  cent  per  40  cubic 
feet  (yearly  contract  warehouse  delivery). 

London,  via  Southampton,  $4.28  and  5  per 
cent  per  40  cubic  feet. 

Hamburg,  10  cents  per  cubic  foot,  net. 

Rotterdam,  10  cents  per  cubic  foot,  net. 

Antwerp,  $3.64  and  5  per  cent  per  40  cubic 
feet. 

Havre,  12%  cents  per  cubic  foot  and  5  per 
cent. 

Marseilles,  $6.74  and  5  per  cent  per  40  cubic 
feet. 

Trieste,  $6.74  and  5  per  cent  per  40  cubic 
feet. 

China  and  Japan,  $7.88  net  per  cubic  feet. 

Bombay,  $7.88  and  10  per  cent  per  40  cubic 
feet. 

Calcutta,  $9.09  and  10  per  cent  per  40  cubic 
feet.  I,  I 

It  is  admitted  that  even 
with  the  25  per  cent,  tar- 
iff advantage  it  is  impos- 
sible for  British  manu- 
facturers to  compete  with 
us  in  Canadian  markets.  It  is  further  ad- 
mitted that  the  disposition  to  take  advan- 
tage of  the  preferential  duty  favoring 
Great  Britain  is  offset  by  a  tendency  on 
the  part  of  the  Canadian  importers  to 
await  the  outcome  of  the  present  reci- 
procity negotiations  at  Washington  be- 
fore transferring  orders  from  the  United 
States  to  British  houses.  Taking  the  four 
months  ending  with  October,  during 
which  the  preferential  duty  has  been  in 
force,  the  importations  of  British  goods 
appear  to  have  slightly  increased  on  the 
bulk  of  the  list  as  compared  with  the 
corresponding  periods  of  1896  and  1897. 

Many  of  our  bicycle  mak- 

LIST  PRICES        ers  imagine  that  the  list 

ON  prices  of  all  English  mod- 

ENGLISH  CYCLES    els,   with   few   exceptions, 

are  about  the  same  as  are 

found    in   this   country    on   machines    of 

equal  grade  and  reputation.     In  disproof 

of    this    belief,    the   following    published 

quotations  of  two  representative  English 

cycle    making    firms  —  net    cash    to    the 

rider — are  submitted: 

Bayless  Thomas  &  Co.'s  Ilodels  and  Prices. 

Price. 

First  grade  men's  machine   $83.50 

First  grade  women's  machine  86.00 

Second  grade  men's  machine  60.00 

Second  grade  women's  machine  62.50 

Boys'  machine   43.00 

Girls'  machine   44.00 

Tandem   115.00 

Premier  flodels  and  Prices. 

Pounds.  Price. 

Men's    roadster    31  $105.00 

Ladies'  roadster   29  105.00 

Road  racer   25  9.5.00 

Men's    roadster     31  87.50 


CANADA'S 

PREFERENTIAL 

TARIFF 


Ladies'    roadster    30  80.00 

Men's   roadster    31  72.50 

Ladies'    roadster    31  72.50 

Road    racer    26  70.00 

Men's    roadster    32  62.50 

Ladies'    roadster    31  65.00 

Men's   roadster    32  52.50 

Ladies'    roadster    32  57,50 

The  high  prices  asked  for  juveniles,  as 
well  as  the  evident  determination  to  get 
more  for  women's  models  than  for  men's, 
are  distinguishing  features  of  the  forego- 
ing quotations. 

The  defeat  of  the  bill  to 
NO  BANKING  incorporate  the  Interna- 
FACILITIES  tional     American     Bank 

ABROAD  leaves      American      mer- 

chants without  any  bank- 
ing facilities  in  the  new  dependencies,  ex- 
cept those  which  may  be  provided  by  pri- 
vate banking  houses  or  by  the  old  meth- 
ods of  buying  exchange  through  London 
for  the  benefit  of  British  bankers  and 
British  exporters.  It  is  possible  that  Rep- 
resentative Hill  of  Connecticut  will  suc- 
ceed in  his  plan  for  passing  the  senate 
bill  to  incorporate  the  International 
Bank  after  the  holidays,  but  there  is 
some  doubt  both  as  to  getting  time  for  it 
and  as  to  getting  a  majority  of  votes. 

One  of  the  amendments  adopted  au- 
thorized the  bank  to  do  business  in  all 
foreign  countries  by  means  of  branches, 
and  another  amendment  authorized  any 
body  of  capitalists  raising  a  capital  satis- 
factory to  the  comptroller  of  the  currency 
to  take  advantage  of  the  provisions  of 
the  bill.  These  provisions  would  have 
paved  the  way  for  American  banking  in 
the  dependencies.  There  is  nothing  to  pre- 
vent private  banks  of  discount  and  ex- 
change from  establishing  branches,  but  it 
is  doubtful  whether  they  will  have  suffi- 
cient prestige  to  compete  with  the  great 
English  banks  whose  immense  capital 
and  control  of  the  exchange  business 
have  given  them  the  monopoly  in  nearly 
all  countries  of  Latin  America,  Africa 
and  Asia. 

The  reason  for  the  defeat  of  the  Inter- 
aational  Bank  bill  seemed  to  have  been  a 
vague  prejudice  against  granting  the 
power  of  establishing  branches  to  one- 
bank  without  granting  it  to  all.  It  was 
not  exactly  apparent  whether  there  was 
a  prejudice  against  branches  as  such,  or 
only  against  granting  the  power  to  one 
bank  without  granting  it  to  existing  na- 
tional banks.  The  roll-call  in  the  house 
showed  that  seventy-two  Republicans 
were  among  the  100  members  who  did 
not  vote.  If  they  had  been  oresent  and 
voted  for  the  bill,  even  with  the  absent 
Democrats  recorded  against  it,  they 
would  have  brought  it  within  one  vote  of 
success. 

If  no  legislation  is  obtained  at  the  pres- 
ent session,  it  is  not  unlikely  that  the 
entire  question  of  money  and  banking  in 
the  dependencies  will  be  referred  by  con- 
gress to  a  special  commission  appointed 
by  the  president,  or  to  a  joint  committee 
of  the  two  houses. 

cvu.B.T.»        '  Congress  has    authorized 
EXHIBITION         the  holding  of  a  national 
FOR  FOREIGN        exposition    of    American 
BUYERS  products     and     manufac- 

tures especially  suited  for 
export,  at  Philadelphia,  in  the  com- 
ing year.  The  main  objects  of  the  expo- 
sition are:  (1)  To  show  to  foreign  buy- 
ers the  goods  American  manufacturers  of- 
fer for  export,  and  to  establish  their  su- 
periority; (2)  to  show  to  American  man- 
ufacturers the  character  of  the  goods 
they  must  compete  with  in  the  open  mar- 
kets of  the  world;  (3-)  to  show  how 
American  goods  should  be  packed,  labeled 


and  put  up  for  export  trade;  (4)  to  bring 
the  manufacturers  and  merchants  of  the 
United  States  in  direct  personal  contact 
with  the  principal  buyers,  merchants  and 
bankers  of  foreign  countries. 

The  exposition  will  remain  open  for  five 
months  from  May  10. 

American  bicycles,  partic- 

AMERICAN        ularly   ladies'   models,   are 

DROP  FRAME      frequently    seen    on    Eng- 

MODELS  ABROAD    ^isli,      Irish     and     Scotch 

highways.  Many  of  our 
high  grade  models  are  well  represented 
in  the  shops  of  Edinburgh  and  Leith,  as 
are  most  of  our  cheap  patterns.  One  of  the 
best  known  American  firms  has  only  been 
moderately  successful  in  introducing  its 
models,  even  at  a  very  reduced  price,  be- 
cause the  managers  have  up  to  the  pres- 
ent refused  to  change  them  to  suit  Brit- 
ish tastes.  Another  equally  well  known 
firm  is  able  to  sell  many  machines  in 
Leith  at  a  figure  slightly  in  advance  of 
the  highest  price  usually  charged  in  the 
United  States,  largely  because  they  have 
met  British  tastes  and  requirements.  One 
particular  concession  they  make  is  a 
choice  of  any  tires,  British  or  American, 
detachable  or  otherwise. 

Private  advices  state  that 

OPENING  Perry  D.  Gath,  formerly  a 

TRADE  IN         very      successful      bicycle 

PORTO  RICO       dealer  here,  is  now  in  San 

Juan,  Porto  Rico,  selling 
bicycles  for  a  well  known  Ohio  concern. 
He  reports  that  he  is  selling  more  ma- 
chines there  than  he  did  here  in  1894, 
which  means  a  large  number  to  those  who 
know  how  many  he  sold  here  then.  A 
paper  published  in  San  Juan,  which  was 
received  here  recently,  contained  a  large 
display  advertisement  of  Mr.  Gath's  busi- 
ness. He  is  selling  a  good  many  ma- 
chines to  soldiers  and  some  to  natives, 
who  take  delight  in  spinning  over  the 
beautiful  roads  of  Porto  Rico.  Mr.  Gath 
delights  in  novelty  and  adventure  and  is 
just  the  man  to  open  up  the  cycle  busi- 
ness in  that  newcomer  of  the  United 
States. 

The  Austrian  government 
has  granted  a  concession 
for  an  inventors'  bank. 
The  capital  is  to  consist 
of  $100,000,  in  shares  of 
$80  each.  By  a  resolution  of  the  board  of 
directors  this  amount  can  be  raised  to 
$200,000,  and  to  $400,000  on  ratification  by 
the  government  and  stockholders.  The 
aim  of  the  bank  is  to  be  the  utilization  of 
inventions  and  patents  for  the  mutual 
benefit  of  the  inventor  and  the  bank, 
which  may  involve  the  erection  of  facto- 
ries for  the  production  of  patented  arti- 
cles, the  founding  and  management  of 
trade  enterprises  for  the  sale  of  these  ar- 
ticles, and  the  right  of  the  bank  to  carry 
on  all  other  legally  licensed  businesses 
which  are  adapted  to  encourage  the  activ- 
ity of  inventors  in  Austria.  The  capital 
for  this  new  enterprise  has  not  yet  been 
procured.  The  privilege  has  been  granted 
for  six  months.  If  the  company  is  not 
formed,  the  concession  is  withdrawn. 


INVENTORS' 

BANK 
IN  AUSTRIA 


During  four  months  from  July  1,  last, 
nearly  1,000  bicycles  were  stolen  in  the 
city  of  Chicago. 


The  emperor  of  Morocco,  who  only  a 
short  time  ago  purchased  a  luxurious  cy- 
cle-wheeled cab  from  one  of  the  largest 
manufacturers,  has  now  forbidden  the 
use  of  the  cycle  in  his  domains. 


The  Cycle  Age  and  Trade  Review 


249 


TRADE 
MARK     U 


to  IHanson  Jimu 

For  1899  THE  MANSON  CYCLE  CO. 
will  make  the  DUNLOP  DETACHABLE 
TIRE  the  regular  equipment  on  their 
Models  32  and  33  at  no  extra  wholesale  or 
retail  charge. 


Cbe  Jfmerican  Dnnlop  Cire  Company 


134  Cake  Street,  ebicago. 


Belleville.  (Ilortb  newark)  n.  3. 


TRADE 
MARK 


36-3$  Combard  St.,  toronto. 


WHILE  THE 


MAKE  HAY 

SUN  SHINES 


SECURE   A . . 


SHELL  AGENCY 


BEFORE  THE  TERRITORY  IS  TAKEN. 
THE  SWELL  LINE  of  the  season. 

STRENGTH, 

BEAUTY, 

DURABILITY 


THREE  IMPORTANT  ESSENTIALS.  They  are  yours  if  you 
buy  SNELL  BICYCLES.  100  CENTS  VALUE  in  every 
dollar  invested.    Catalogue  on  application 


The  Snell  Cycle  Fittings  Co. 

TOLEDO,  OHIO,  U.  S.  A. 

Mention  The  Cycle  Age 


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These  saddles  are  made  and  finished  in  the  care- 
ful and  stylish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

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New  York  Distributing  Agents:    HARTLEY  &  GRAHAfl. 


iJh 


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250 


The  Cycle  Age  and  Trade  Review 


ELECTRIC  TEMPERING 


Small  Articles  Conveniently  Hardened  by  Electrolytic  Bath 
— Correct  Heat  Produced  Instantly  When  Required 


New  methods  for  hardening  metals  and 
otherwise  changing  their  molecular 
structure  seem  to  be  coming  to  the  sur- 
face lately  with  great  frequency,  proba- 
bly on  account  of  the  unusual  activity 
which  has  marked  the  iron  and  steel 
manufacturing  indu&"?ries  and  the  cease- 
less activity  in  the  laboratories  of  large 
plants  which  the  progress  of  metallurgi- 
cal science  and  the  exigencies  of  competi- 
tion have  called  forth.  An  interesting 
process  in  this  line  of  work  is  recorded  in 
patent  No.  614,928,  granted  to  George  D. 
Burton,  of  Boston,  on  November  29.  It 
refers  to  a  method  for  tempering,  and 
also  annealing  metals  by  immersion  in 
an  electrolytic  bath.  The  object  of  the 
process  is  not  only  to  facilitate  the  oper- 
ation, but  also  to  avoid  scales  on  the  sur- 
face of  the  metal.  Briefly  described,  the 
process  consists  in  subjecting  the  metal 
to  the  action  of  an  electric  arc  formed 
between  it  and  an  electrolytic  bath  until 
the  proper  heat  is  obtained,  then  cutting 
off  the  current  and  permitting  the  article 
to  be  cooled  in  the  bath,  the  heating  and 
cooling  operations  being  performed  with- 
out removing  the  article  from  the  bath. 

Tempering  Part  of  an  Article. 

An  important  application  of  the  meth- 
od has  reference  to  the  hardening  of  a 
portion  of  a  metal  tool  or  other  article 
by  immersing  only  the  portion  to  be 
hardened  while  the  remaining  portion  is 
kept  out  of  the  bath,  practically  unheat- 
ed  and  unchanged. 

The  accompanying  illustration  shows 
an  apparatus  for  carrying  out  the  pro- 
cess. It  comprises  a  tank  to  contain  the 
electrolytic  solution,  lined  with  material 
which  is  a  non-conductor  of  electricity. 
An  anode  plate  is  placed  in  the  tank  at 
any  convenient  point  and  has  a  contact 
surface  much  greater  than  the  area  of 
the  article  to  be  heated.  It  is  composed 
of  lead,  carbon  or  other  suitable  conduc- 
tive material  and  is  provided  with  a 
fixed  rod  extending  above  the  top  of  the 
tank.  The  plate  is  protected  by  a  non- 
conducting screen,  and  is  connected  with 
the  positive  pole  of  an  electric  source. 
An  upright  cylinder  is  supported  in  a 
socket  in  the  bottom  of  the  tank  and  is 
composed  of  an  outer  tube  of  wood  and 
an  inner  tube  of  asbestos,  wood  or  rub- 
ber. A  wood  plunger  with  a  longitudinal 
groove  and  a  metallic  conductive  cap  is 
arranged  to  play  up  and  down  in  the 
cj'^linder,  and  a  depending  bracket  is 
hung  upon  the  cap.  This  bracket  has 
two  arms  with  out-turned  flanges  at  their 
lower  ends,  to  which  a  work-holder  is 
attached.  The  work-holder  is  made  in 
various  forms  according  to  the  work  to 
be  done,  being  usually  provided  with 
clamping  jaws  and  springs  for  holding 
the  work  against  a  non-conducting  plate 
while  the  springs  also  serve  as  conduct- 
ors for  the  electric  current.  The  plunger 
— and  consequently  the  T/ork  holder — is 
lowered  by  a  foot-lever  and  raised  by  a 
spring  so  as  to  facilitate  the  immersion 
or  withdrawal  of  the  woi'k  from  the  solu- 
tion. A  conductor  is  connected  at  its 
inner  end  to  the  metallic  cap  on  the  plun- 
ger and  lies  in  the  groove  thereof.  A 
switch  is  preferably  disposed  on  one  side 
of  the  tank  and  provided  with  two  con- 
tacts and  a  switch-lever.  The  outer  end 
of  the  conductor  is  connected  with  one 
of  the  contacts,  and  the  other  contact  is 


connected  with  a  branch  of  the  main  con- 
ductor, leading  to  the  negative  pole  of 
the  electric  source.  When  the  switch- 
lever  is  in  operative  position  the  current 
passes  from  the  anode-plate  through  the 
solution  to  the  work  and  an  arc  is  formed 
between  the  work  and  the  solution,  the 
current  passing  to  the  negative  pole 
through  the  clamping-jaws,  studs  on  the 
bracket  arms,  springs,  bracket,  cap,  and 
conductor  in  plunger,  switch,  and  main 
conductor. 

Suitable  for  intermittent  Work. 

The  work  remains  in  this  position  with 
the  current  on  until  the  portion  thereof 
to  be  tempered  is  sufficiently  heated  by 
the  arc,  and  then  the  switch  is  operated 
to  break  the  circuit.  The  arc  then  dis- 
appears and  the  solution  immediately 
comes  in  contact  with  that  part  of  the 
work  which  has  been  heated  by  the  arc. 
The  work  is  held  in  this  position  and  is 
cooled  by  the  action  of  the  liquid  in  the 


same  liquid  in  which  it  was  heated. 
When  suflSciently  cooled,  the  lever  is  re- 
leased by  the  operation  of  the  spring, 
causing  the  work-holder  to  lift  the  work 
out  of  contact  with  the  solution.  The 
work  is  then  taken  from  the  work-hold- 
er and  another  article  placed  therein  and 
the  operation  repeated. 

A  special  arrangement  for  annealing 
by  resting  the  metal  articles  in  contact 
with  a  conductor  in  the  bath  is  provided 
at  one  end  of  the  tank.  It  seems  to  be 
of  less  direct  application  to  the  bicycle 
and  allied  industries  than  the  tempering 
process  and  is  therefore  not  described 
here. 

Chemical  Composition  of  Bath. 

In  regard  to  the  chemical  ingredients 
used  in  the  solution  the  inventor  states 
that  the  electrolyte  should  be  of  a  spe- 
cific gravity  greater  than  that  of  water, 
and  it  may  consist  of  an  acid  or  an  alka- 
line watery  solution,  preferably  the  lat- 
ter. 

The  chemical  ingredients  added  to  the 
water  produce  the  necessary  density  in 
the  bath  to  cause  the  heating  action  to 
take  place,  increasing  the  conductivity 
thereof  and  facilitating  or  enabling  an 
arc  to  be  formed  between  the  metal  and 


the  liquid.  A  density  of  at  least  1.025  to 
1.105  should  be  used.  When  it  is  de- 
sired to  harden  the  metal  to  a  consider- 
able degree,  the  bath  should  be  of  a 
greater  density,  and  consequently  of  a 
higher  conductivity,  say  1.200  to  1.250. 

For  hardening  steel  or  iron  a  bath  of 
chlorid  of  sodium  and  sulfuric  acid  may 
be  employed.  He  has  used  for  this  pur- 
pose a  bath  composed  of  seventy-two  gal- 
lons of  water,  three  gallons  of  sulfuric 
acid,  and  fifty  pounds  of  chlorid  of  so- 
dium or  rock-salt. 

For  annealing  or  softening  iron  or  steel 
he  has  used  a  solution  composed  of  a 
barrel  of  water,  five  pounds  of  borax,  and 
five  pounds  of  sal-ammoniac.  This  bath 
will  answer  also  for  the  softer  metals, 
such  as  brass  or  copper  and  compositions 
of  these  metals. 

So  far  the  process  seems  to  have  been 
used  chiefly  in  the  manufacture  of  saw 
blades  for  the  purpose  of  tempering  the 
cutting  edge  without  making  the  rest  of 
the  blade  brittle,  but  its  availability  for 
other  purposes  where  thin  steel  articles 
must  be  tempered  on  the  surface  or  in 
part  seems  obvious. 


QUICK  GEAR  COnPUTATION 


Simple  Manner  of  instantly  Finding  the  Gear  of 
Chainless  and  Gear°Cased  Bicycles. 


It  frequently  happens  that  riders  and 
others  wish  to  compute  the  gear  of  some 
bicycle  without  going  through  the  labor 
of  counting  the  teeth  of  both  sprockets 
and  of  figuring  up  from  the  data  thus  ob- 
tained. A  method  which  is  approximate- 
ly accurate  and  which  entails  no  count- 
ing and  but  little  mathematics  is  as  fol- 
lows: The  cranks  are  first  brought  to 
some  definite  position,  say  either  hori- 
zontal or  vertical,  and  while  they  are  in 
this  position  a  mark  is  made  on  the  rear 
wheel  rim  where  it  crosses  the  line  of 
the  rear  stay  tube  or  any  other  perma- 
nent point  which  may  be  used  as  a  guide. 
The  cranks  are  then  turned  through  one 
complete  revolution  and  the  new  position 
of  the  mark  on  the  rear  rim  noticed.  If 
the  diameter  of  the  rear  wheel  be  now 
multiplied  by  the  number  of  revolutions 
it  has  made  while  the  cranks  have  made 
but  one  revolution  the  gear  of  the  ma- 
chine is  obtained. 

For  example,  suppose  that  a  28-inch 
rear  wheel  has  made  two  and  three- 
quarters  revolutions  to  the  cranks'  one, 
the  product  of  this  number  and  twenty- 
eight  is  seventy-seven,  the  gear  of  the 
bicycle.  As  machines  are  usually  geared 
to  more  than  twice  the  diameter  of  the 
rear  wheel  it  isi  only  necessary  to  ob- 
serve through  what  part  of  a  revolution 
the  mark  has  advanced  over  its  original 
position,  and  this  can  generally  be  done 
with  sufiicient  accuracy  by  passing  judg- 
ment with  the  eye,  although  if  desired 
the  spokes  in  the  wheel  can  be  used  as  a 
guide.  If  the  machine  has  the  appear- 
ance of  having  a  very  high  gear  the  rear 
wheel  must  be  watched  to  see  if  the  rev- 
olutions made  are  not  three  and  a  frac- 
tion instead  of  two  and  a  fraction.  This 
method  of  gear  computation  is  obviously 
very  useful  in  determining  the  gear  of  a 
bicycle  in  which  the  driving  gear  is  en- 
cased. 

Important  Engineering  Work, 

Good  roads  decrease  taxation,  decrease 
living  expenses,  increase  property  values, 
promote  prosperity,  and  advance  civiliza- 
tion. Macadam  roads,  properly  construct- 
ed, are  the  most  satisfactory  and  cheap- 
est roads  yet  invented.  All  road  work 
should  be  done  with  a  view  to  its  per- 
manency. Trained  labor  and  competent 
engineering  supervision  are  as  important 
in  building  public  wagon  roads  as  they 
are  in  the  building  of  raUroads. 


The  Cycle  Age  and  Trade  Review 


251 


RECENT  PATENTS 


Up  and  Down  Driving  flovement  for  Tandem — Flush  Joint 
Hanger — Auxiliary  Handle  Bar  Grips 


Tandem  Driving  Gear. — ^The  object  oC 
this  gear  is  twofold;  it  dispenses  with 
the  second  chain  and  its  sprockets  and 
substitutes  for  the  usual  rotary  pedal  mo- 
tion an  approximately  vertical  pedal 
path.  The  frame  is  substantially  like 
that  of  an  ordinary  tandem  and  to  each 
end  of  the  rear  hanger  shaft  is  pivoted  a 
straight  bar  or  link,  which  has  a  general 
horizontal  position.  To  the  front  ends 
of  these  two  links  are  pivoted  triangular 
levers,  the  upper  angles  of  which  are  con- 
nected to  the  ends  of  short  cranks  at- 
tached to  the  driving  sprocket  axle  ends 
The  sprocket  instead  of  being  at  the  bot- 
tom of  the  frame  is  supported  by  a 
bracket  hung  about  midway  up  the  frame 


and  braced  by  three  tubes  running  re- 
spectively to  the  front  seat  cluster,  the 
rear  hanger  and  the  frame  lug  which 
takes  the  place  of  the  usual  front  hang- 
er. The  pedals  are  attached  to  the  lower 
corners  of  the  triangular  levers  and  have 
an  up  and  down  movement,  the  exact 
path  of  which  is  shown  by  the  dotted 
lines  in  the  illustration.  It  will  be  no- 
ticed that  the  path  of  the  rear  pedals  is 
much  shorter  than  that  of  the  front. 
Without  considering  the  question  of  the 
desirability  of'  the  vertical  pedal  move- 
ment or  of  the  propriety  in  a  tandem  of 
a  movement  in  which  the  rear  rider's  left 
foot  is  down  when  the  front  rider's  left 
foot  is  up,  it  seems  that  the  designer  of 
this  machine  should  have  carried  out  his 
lever  arrangement  in  such  a  way  that 
both  the  front  and  rear  strokes  would  be 
of  the  same  length.  The  inventor  is  Ed- 
gar Courtwright,  Tacoma,  Wash. 

White's  Pin  Gearing.— The  front  driv- 
ing gear  has  a  series  of  pins  arranged 
around  its  inner  face,  the  pins  engaging 
rollers  extending  longitudinally  but  ar- 
ranged   in    an    annular   set    around    the 


front  end  of  the  driving  shaft.  The  gear 
set  at  the  rear  end  of  the  driving  shaft  is 
similar,  the  pinned  wheel  being  on  the 
hub  of  the  rear  wheel.  The  pins  used  are 
inclined  slightly  to  correspond  to  the  in- 
clination   of   the    driving    shaft    from   a 


right  angle  in  its  relation  to  the  crank 
axle.  The  main  features  of  the  gear  lie 
in  the  prolate  spheroidal  ends  of  the 
pins  on  the  gears  and  the  freely  rotating 
rollers  which  they  engage.  The  design 
of  the  parts  is  such  that  before  a  pin 
leaves  its  engaging  roller  the  next  pin 
has  picked  up  the  next  roller.  I  he  in- 
ventor claims  that  as  there  are  always 
two  pins  in  engagement,  the  outward 
lateral  pressure  of  one  pin  against  the 
roller  is  counteracted  by  the  inward  lat- 
eral pressure  of  the  adjoining  pin  against 
the  adjoining  roller.  There  will  be  then 
no  tendency  to  rattling.  The  inventor  is 
E.  E.  White,  -Oshkosh,  Wis. 

Brennan's  Flush  Joint. — ^The  invention 
comprises  a  crank  hanger  flush  joint,  in 
which  ample  'brazing  surface  is  obtained. 
The  barrel  is  merely  a  plain  shell  with 
holes  for  the  passage  of  the  frame  tubes 
at  their  proper  locations  and  angles.  In- 
side of  the  shell  is  another  barrel  shorter 
and  smaller  than  the  exterior  one  and 
separated  from  it  by  out-turned  flanges. 
The  interior  barrel  has  frame  tube  lugs 
similar  to  those  on  an  ordinary  outside 
joint  hanger  bracket.  The  tubes  are  in- 
serted through  the  holes  in  the  outside 
shell  into  the  sockets  or  lugs  on  the  in- 
side barrel,  their  ends  having  been  pre- 
viously scarfed  to  conform  to  the  curva- 
ture of  the  barrel.     On  one  of  the  main 


frame  tubes  a  tongue  is  left  to  be  bent 
and  hooked  around  the  lower  corner  of 
the  adjoining  tube  after  the  two  are  in 
place  before  the  brazing.  The  brazing 
may  be  done  by  running  the  spelter  down 
around  the  tubes  from  the  outside,  thus 
obviating  heating  the  metal  hot  enough 
to  melt  spelter  loaded  inside  of  the  joints, 
as  is  required  in  brazing  some  forms  of 
flush  joints.  The  inventor  is  Patrick 
Brennan,  Syracuse,  N.  Y. 

Changeable  Driving  Gear. — In  the  rear 
hub  and  upon  the  stationary  axle  are 
placed  two  rotary  sleeves,  each  of  which 
extends  nearly  to  the  middle  of  the  axle. 
At  the  adjacent  ends  of  the  sleeves  are 
attached  bevel  gear  wheels  meshing  with 
either  one  or  a  pair  of  duplicate  bevel 
pinions  mounted  in  a  transverse  frame 
spanning  the  axle  and  secured  to  the 
hub  barrel  by  means  of  small  screws. 
The  sleeves  are  on  ball  bearings,  both 
on  the  axle  and  within  the  hub  barrel, 
and  the  left  one  has  a  spring  cam  locking 


device  operated  by  a  small  rod  or  wire 
running  to  some  hand  latch  in  convenient 
reach  of  the  rider.  The  main  feature  of 
this  locking  device  is  a  pair  of  blocks 
which  by  the  movement  of  the  cam  may 
be  put  either  in  or  out  of  engagement 
with  the  hub  barrel,  allowing  the  left 
sleeve  to  be  locked  in  its  relation  to  the 
hub,  thus  locking,  through  the  medium 
of  the  intervening  parts,  the  rear  chain 
sprocket  with  the  hub  itself  and  causing 
the  rear  wheel  to  rotate  with  the  same 
velocity  as  the  rear  sprocket.  When  the 
cam  is  held  so  that  the  locking  blocks 
cannot  engage  the  notches  in  the  hub 
barrel,  the  left  sleeve,  with  its  bevel  gear, 


is  caught  by  means  of  the  operating  latch 
so  that  it  cannot  revolve  in  any  direction, 
and  the  right  sleeve  in  revolving  gives 
through  the  medium  of  its  gear  both  a 
rotary  and  an  orbital  movement  to  the 
transverse  gears.  This  orbital  motion 
around  the  axle  has  just  one-half  the 
velocity  of  the  right  sleeve  and  gear,  so 
that  since  it  is  transmitted  to  the  hub 
barrel  the  rear  wheel  will  now  have  but 
half  the  velocity  of  the  rear  sprocket.  The 
principal  advantages  claimed  for  the 
gearing  is  that  while  the  use  of  a  differ- 
ential gear  of  this  sort  is  not  new,  this 
particular  construction  allows  ready  ad- 
justment of  the  parts  through  the  me- 
dium of  the  simple  ball  bearings  and  easy 
removal  of  parts  from  either  end  for 
cleaning,  etc.  The  inventor  is  F.  P.  Snow, 
Lynn,  Mass.,  assignor  to  the  Stanton 
Mfg.  Co.,  Boston. 

Cushion  Forks. — To  furnish  a  frame 
cushioned  against  vertical  jars  yet  rigid 
with  long  narrow  vertical  loops  on  which 
slide  blocks  to  receive  the  wheel  axle 
against  lateral  strains  the  lower  ends  of 
the  front  forks  and  rear  stays  are  fitted 
ends.  Between  the  block  and  the  stop  at 
the  upper  end  of  each  loop  is  placed  a 
spiral  spring.  The  rear  forks  are  not  of 
tubing,  but  are  each  made  of  several  bars 
of  light  spring  steel,  either  flat  or  ellipti- 
cal in  section,  and  bolted  together  at  sev- 
eral points.     The  forward  end  of  each  of 


these  laminated  fork  bars  is  brazed  tight 
to  the  hanger,  while  the  rear  end  is  fur- 
nished with  a  lug  bored  to  receive  the 
axle  end.  The  rear  axle  thus  has  a  verti- 
cal cushioned  movement  in  relation  to  the 
rear  stays  and  carries  the  forks  up  or 
down  with  it,  the  latter  not  only  bending 


252 


The  Cycle  Age  and  Trade  Review 


but  bending  in  a  springy  manner  which 
aids  the  action  of  the  springs  in  the 
stays.  The  inventor  is  I.  F.  Randolph, 
Chicago. 

Lady's  "Cantilever"  Frame.— The  in- 
vention is  an  adaptation  of  the  Peder- 
son  "cantilever"  frame  to  the  require- 
ments of  a  lady's  machine.  The  rear 
stays  and  the  double  seat  mast  clustering 


at  their  upper  ends  form  a  sort  of  pyra- 
mid for  the  support  of  the  saddle.  The 
front  forks,  which  are  very  similar  to 
those  on  the  regular  Pederson  frame,  are 
in  the  form  of  a  truss,  the  tubes  of  which 
are  separated  at  the  middle  by  a  crown 
or  bridge.  At  this  point  the  lower  steer- 
ing connection  is  made.  Double  tubes 
running  from  the  crank  hanger  to  the 
top  of  the  front  fork  truss  hinge  at  the 
latter  point,  forming  the  upper  steering 
connection.  To  brace  the  frame  against 
shocks,  long  double  tubes  run  from  the 
lower  steering  connection  lug  to  the  rear 
end  of  the  lugs  of  the  frame.  These 
tubes,  except  at  their  ends,  are  inde- 
pendent of  any  of  the  other  frame  tubes, 
thus  enabling  shocks  and  vibrations  to 
be  distributed  along  their  entire  length 
without  being  localized  at  any  point.  The 
handle  bars  are  fastened  to  the  fork 
truss  frame.  The  inventor  is  N.  F.  Wil- 
latt,  London. 

Bearing  Adjustment.  —  The  bearing, 
whether  it  be  in  a  hub  or  in  a  hanger, 
uses  inverted  cups.  One  cone  is  station- 
ary on  the  axle,  and  the  other,  instead  of 
being  threaded,  is  bored  with  a  central 
hole,  accurately  sized  to  fit  the  smooth 
turned  surface  of  that  end  of  the  axle, 
forming  a  snug  sliding  fit.  Extending  in- 
wardly from  the  opposite  end  of  the  shaft 


from  the  sliding  cone  is  an  axle  hole. 
Running  transversely  of  this  hole  at  a 
point  just  inside  of  the  normal  position 
of  the  adjusting  cone  is  another  hole  in 
the  form  of  an  elongated  oval  or  slot.  A 
transverse  pin  fitting  this  slot  has  its 
ends  secured  in  an  annular  ring  sliding 
on  the  shaft  and  resting  against  the  in- 
ner side  of  the  adjusting  cone.     A  rod 


turned  to  fit  the  inside  of  the  longitudinal 
hole  in  the  axle  presses  at  one  end 
against  the  transverse  pin  and  at  the 
other  against  a  threaded  plug  screwed  in- 
to the  outer  end  of  the  hole.  When  it  is 
desired  to  take  up  wear  or  play  in  the 
bearing,  this  plug  is  screwed  further  in, 
pushing  with  it  the  long  rod,  which  in 
turn  presses  the  cross  pin  before  it.  The 
cross  pin  moves  the  annular  ring  and  this 
pushes  the  cone  along  the  axle  toward 
its  mating  cup,  thus  tightening  the  bear- 
ing. When  it  is  desired  to  loosen  the 
bearing  the  plug  is  screwed  outwardly 
and  the  pressure  of  the  balls  on  the  cones 
causes  the  reverse  operation  of  the  parts 
to  take  place.  As  there  is  nothing  but 
the  balls  to  confine  the  movement  of  the 
cone  in  one  direction,  it  seems  probable 
that  were  this  bearing  loosely  adjusted  it 
would  run  tight  one  instant  and  loose  the 
next,  thus  causing  a  very  uneven  move- 
ment of  the  bearing.  The  inventor  is  G. 
W.  Shamp,  Buffalo,  N.  Y. 

Extra  Hand  Grip  for  Bars. — With  view 
to  filling  a  want  among  riders  using  low 
handle  bars  for  some  means  of  obtaining 
a  restful  upright  position  occasionally 
this  invention  provides  a  pair  of  ring- 
shaped  handles  to  each  of  which  is  se- 
cured a  half  round  part  of  a  clamp.  The 
clamp  part  is  provided  with  ears  bored 
and  tapped  for  the  reception  of  binding 
screws.     The  other  half  of  the  clamp  is 


also  fitted  with  corresponding  ears.  The 
circiilar  grips  are  applied  to  the  handle 
bar  one  on  each  side  of  the  center,  the 
clamping  pieces  binding  it  to  the  bar  tube. 
The  exact  position  of  the  grips  may  be 
shifted  to  suit  the  fancy  of  the  rider.  The 
inventor  is  G.  T.  Bowman,  Philadelphia. 

With  almost  unbroken  regularity  the 
metallic  spring  appears  as  a  remedy  for 
puncture  evils  and  deflated  tires.  Two 
Canadian  inventors,  K.  D.  Sutherland  and 
T.  W.  Mitchel,  of  Montreal,  are  the  in- 
ventors of  an  inner  tube  for  double  tube 
tires,  in  which  a  metallic  spiral  spring  coil 
covered  inside  and  out  with  canvas  is 
used  to  supplant  the  ordinary  air 
tube.  The  spring  tube  may  be 
used  as  a  part  of  a  new  tire  or  may  be 
substituted  for  the  inner  tube  of  a  leaky 
double  tube  tire.  In  all  such  combinations 
of  metal  and  rubber  in  the  tread  portion 
of  tires  it  has  been  found  that  the  metal 
wears  through  the  rubber  and  canvas  in 
a  very  short  time. 

A  toe  clip  hinged  to  a  plate  screwed  to 
the  front  side  of  the  pedal  and  fitted  with 
a  projecting  tongue  at  its  lower  corner 
so  that  the  rider  may  place  his  foot  well 
forward  upon  the  pedal  and  by  drawing  it 
backward  pull  up  the  clip  and  catch  his 
toe  underneath  it,  is  the  recent  invention 
of  H.  J.  Condell,  New  York.  The  piece 
which  secures  the  clip  to  the  pedal  is  like 
an  inverted  L  with  the  lower  back  end 
of  the  clip  swung  from  its  outer  extrem- 


itJ^  The  operating  catch  is  semi-circular 
in  shape  and  projects  through  the  open 
center  of  the  L. 

C.  H.  Thomas,  of  Cleveland,  is  the 
patentee  of  a  roller  pin  driving  gear  in 
which  the  driving  gear  wheel  has  short 
transverse  rollers  arranged  around  its 
periphery  in  the  same  manner  as  the 
teeth  on  a  spur  gear.  Ordinary  rigid  pins 
around  the  pinion  engage  these  rollers. 
The  back  gear  is  made  in  the  same  man- 
ner with  the  exception  that  the  pins  are 
on  the  driving  pinion  and  the  rollers  on 
the  rear  wheel  pinion. 


Remedy  for  Hard  Puncture  Compound. 

Repairmen  and  riders  have  frequently 
been  troubled  by  the  hardening  of  punc- 
ture closing  compounds  inside  of  tires 
which  have  been  "doctored."  Occasional- 
ly the  compound  gathers  in  a  hardened 
lump  and  not  only  ceases  to  perform  its 
duty  in  the  matter  of  closing  punctures, 
but  causes  a  decided  bump  every  time 
that  part  of  the  tire  strikes  the  ground. 
The  remedy  for  such  an  ill  is  very  sim- 
ple, it  having  been  found  by  experiment 
that  almost,  if  not  quite,  every  puncture 
compound  on  the  market  is  soluble  in 
water.  If  a  small  quantity  of  water  is  put 
through  the  valve  into  a  tire  in  which 
the  compound  has  collected  in  a  lump  and 
hardened,  and  the  tire  is  then  worked 
with  the  hands  till  the  water  has  thor- 
oughly mixed  with  the  compound  and 
dissolved  it,  the  original  freely  flowing 
and  puncture  healing  properties  of  the 
compound  may  be  reobtained.  From  four 
to  six  tablespoonfuls  of  water  is  all  that 
is  necessary  in  the  average  case  of  this 
kind. 


Exceeding  the  Discount  Limit. 

"Three  per  cent  10  days,"  means  just 
what  it  says,  and  the  purchaser  ratifles 
the  contract  of  sale  of  which  this  is  an 
important  part  whenever  he  accepts  the 
goods.  He  should,  therefore,  be  as  scrup- 
ulous to  observe  that  part  of  the  agree- 
ment as  any  other.  The  clause  above 
quoted  does  not  mean:  "Send  the  money 
when  you  get  ready  and  take  off  your  dis- 
count." The  amount  of  the  discount  or 
the  delay  beyond  the  date  may  be  trifling, 
but  the  times  through  which  we  have 
been  passing  have  been  of  the  kind  to 
demonstrate  that  it  is  trifles  which  make 
or  mar  business.  As  a  fact,  the  aggre- 
gate of  such  trifles  is  a  considerable 
amount.  The  practice  of  exceeding  the 
discount  limit  on  invoices  is  an  indica- 
tion of  a  desire  to  get  the  best  of  the 
house  in  little  things  that  often  proves  a 
forerunner  of  worse  to  come. 


Bicycle  Quotations  Desired. 

Mr.  Frank  Grimley,  of  264  Clarence 
street,  Sydney,  N.  S.  W.,  Australia,  is  de- 
sirous of  communicating  with  American 
manufacturers  of  bicycles,  materials,  ac- 
cessories and  cycle  making  machines  and 
tools,  with  a  view  to  acting  as  the  ex- 
clusive agent  for  firms  making  such 
goods,  which  will  then  be  pushed  through- 
out Australia  and  New  Zealand.  Quota- 
tions and  samples  of  novelties  are  wanted. 
Goods  will  be  handled  for  the  manu- 
facturer on  his  own  account  or  will  be 
purchased  outright.  Mr.  Grimley's  busi- 
ness is  an  old  established  one,  having 
been  founded  in  1864,  and  he  having  dealt 
with  American  manufacturers  in  other 
lines  of  goods  is  able  to  offer  first-class 
references  in  this  country. 


Rev.  Matt  Evans  of  Oshkosh,  Wis.,  has 
resigned  the  pastorate  of  the  Second 
Methodist  church  in  order  to  develop  his 
invention  of  an  "automatic  pantaloon 
guard  for  bicyclers." 


The  Cycle  Age  and  Trade  Review 


253 


SUBJECTS  OF  GENERAL  INTEREST 


In  approving  the  policy  of 

CUTTING  LOOSE  a  well-known  bicycle 
FROM  THE  house  which  recently  elect- 
JOBBER  ^^  to  cut  loose  from  job- 

bers a  contributor  to  the 
■  Iron  Age  says  that  one  of  the  words  that 
is  made  to  do  much  duty  in  these  latter 
days  is  "jobber."  Once  it  meant  some- 
thing; today  it  is  applied  to  all  who  do  a 
wholesale  business,  and  to  many  others 
who  are  more  important  in  the  business 
world  as  retailers  than  as  wholesalers. 
The  jobber,  in  the  right  meaning  of  the 
word,  does  not  exist  in  this  country  to- 
day in  the  hardware  branch  of  business, 
and  is  growing  very  scarce  in  any  and  all 
other  branches. 

The  wholesale  dealer  who  is  exclusive- 
ly wholesale,  is  becoming  almost  as  scarce 
as  the  jobber,  and  one  of  the  reasons  for 
his  existence  is  that  he  may  assist  the 
manufacturer  to  distribute  goods.  So 
long  as  he  handles  an  article  its  control 
is  not  in  the  manufacturer's  hands.  So 
long  as  a  retailer  can  buy  of  the  whole- 
saler he  does  not  concern  himself  as  to 
the  wishes  of  the  manufacturer  regard- 
ing the  selling  price;  he  will  do  as  he 
pleases. 

The  makers  of  patent  medicines  have 
given  a  fair  trial  to  a  system  by  which 
they  permitted  their  goods  to  be  handled 
by  jobbers  who  would  agree  not  to  sell 
the  goods  to  any  one  who  cut  prices,  but 
the  department  stores  have  been  as  well 
stocked  as  before,  and  demoralization  in 
prices  has  continued,  showing  that  just  as 
long  as  there  is  a  '■middleman"  between 
the  maker  and  the  retailer,  just  so  long 
will  prices  be  out  of  the  maker's  control. 

Any  retailer  who  will  give  even  casual 
study  to  the  policy  of  the  bicycle  firm  in 
question  must  see  that  it  is  one  which 
appeals  to  him,  for  it  was  thought  out  for 
his  interest.  He  knows  under  this  system 
that  he  is  buying  his  goods  at  the  bot- 
tom price;  no  competitor  is  getting  one 
cent  the  advantage  of  him;  he  knows 
that  the  selling  price  is  the  same  every- 
where, and  he  will  have  confidence  in  his 
own  prices.  As  men  are  human,  there 
will  be  cases  v/here  some  few  retailers 
may  cut,  but  those  will  be  so  few  that  no 
dealer  need  worry  over  them;  they  will 
work  out  their  own  cure. 

About  forty-five  years  ago 
COMPOSITION      an  English  mechanic  of  an 
OF  experimental      disposition 

BABBITT  METAL  found  that  the  system  of 
bearings  then  in  common 
use  in  Europe— brasses— was  frequently 
the  cause  of  a  great  deal  of  trouble,  as 
tij.e  brass,  soon  becoming  smooth  from 
wear  and  having  no  affinity  for  the  lubri- 
cant, would  shed  it.  A  great  inconve- 
nience was  also  experienced  on  account 
of  sending  machinery  to  all  parts  of  the 
world  and  having  the  bearings  give  out, 
thus  compelling  a  cessation  of  all  use  of 
the  machine  until  new  brasses  could  be 
sent  for  and  received  by  slow-going  ships. 
To  partially  obviate  this,  the  system  be- 
gan of  furnishing  duplicate  bearings  for 
the  highest  grade  of  the  machines  ex- 
ported. This,  however,  was  both  trouble- 
some and  expensive.  One  English  me- 
chanic, Charles  Babbitt,  discovered  that 
by  leaving  a  recess  in  the  bearings  made 
of  brass,  and  filling  it  with  a  mixture  of 
four  parts  of  copper,  eight  parts  of  anti- 
mony and  twenty-four  parts  of  tin,  a 
composition  that  could  be  readily  melted 
in  a  ladle,  he  secured  a  better  wearing 
surface,  and  one  which,  in  case  of  its 
becoming  worn  or  melted  out  by  reason 
of  the  lubricant  becoming  exhausted, 
could  be  easily  replaced  by  anyone  having 


very  slight  knowledge.  This  metallic 
composition  soon  became  known  as  "Bab- 
bitt metal." 

It  was  impossible  for  the  inventor  of 
this  metal  to  convince  his  contemporaries 
in  Great  Britain  of  the  practicability  of 
his  plan,  on  account  of  their  conservative 
ideas  and  reluctance  to  try  experiments. 
Their  fathers  and  grandfathers  used 
brasses,  ana  so  would  they.  This  was 
their  argument.  Finally,  despairing  of 
success  in  England,  Babbitt  came  to  the 
United  States,  where  at  that  time  brass 
bearings  were  also  commonly  used,  and 
began  selling  shop  rights  for  from  $50  to 
$200  each  for  the  use  of  his  formula. 

After  his  death,  his  secret  became  an 
open  one,  and  a  great  many  people  began 
making  "genuine  Babbitt  metal"  for  sale. 
This  was  in  accordance  with  his  formula, 
but  the  requirements  of  different  carry- 
ing capacities,  different  speeds,  etc.,  and 
the  competition  of  the  manufacturers  of 
it,  soon  brought  about  adulterations  of 
the  metal  by  the  use  of  lead  and  other 
cheap  alloys.  A  series  of  letters  or  num- 
bers was  at  one  time  adopted  to  designate 
the  different  qualities,  but  it  was  all  still 
called  "Babbitt  metal,"  a  misnomer,  as 
there  was  never  but  one  Babbitt  metal, 
and  that  was  the  mixture  the  ingredients 
of  which  have  been  stated  above. 

The  commercial   activity 
UNPRECEDENTED      of  the  United  States    at 
TRADE  the  present  time  is  amaz- 

ACTIVITY  ing  iiot  only  the  foreign 

countries  which  are  the 
principal  competitors  of  this  country  in 
the  export  trade,  but  is  difficult  of  appre- 
ciation by  even  our  own  citizens,  so 
rapid  has  been  the  change  from  the  half 
indifference  to  the  export  trade,  as  exhib- 
ited up  to  ten  years  ago,  to  the  present 
aggressive  efforts  to  invade  the  uttermost 
markets  of  the  world  with  the  products 
and  manufactures  of  the  United  States. 
From  every  source  indicative  of  the  vol- 
ume of  trade  in  the  United  States  are  de- 
rived statistics  that  tell  the  same  grati- 
fying story  of  unprecedented  activity  and 
expansion. 

More  business  is  being  done  now  by  the 
merchants  and  manufacturers  of  the 
United  States  than  at  any  previous  time 
in  the  history  of  the  country.  When  the 
accounts  for  December  are  made  up  it 
will  be  found  that  the  total  volume  of 
business  for  the  month  was  bigger  than 
that  for  any  month  of  aiiy  other  year,  a 
fact  clearly  foreshadowed  by  the  weekly 
review  published  by  R.  G.  Dun  &  Co.  last 
Saturday  after  only  twenty-three  days  of 
the  month  had  passed.  The  enthusiastic 
and  cheerful  tone  of  this  report  from 
such  a  prosaic  source  carries  a  subtle  con- 
viction with  it  which  figures  themselves 
can  hardly  increase.   The  report  says: 

It  is  a  year  beyond  parallel  and  goes  to  its 
close  with  the  biggest  volume  of  business 
ever  seen.  Enormous  transactions  at  the 
stock  exchange  make  a  difference,  and  heavy 
railroad  earnings,  but  when  all  the  trans- 
porting and  speculative  interests  are  elimi- 
nated there  is  still  a  much  larger  business 
than  in  any  other  month  of  any  year.  Last 
month  the  exports  were  in  volume  greater 
than  in  any  previous  month  in  the  history 
of  the  country,  but  this  month  the  three 
weeks  'report  shows  an  increase  of  25  per 
cent  against  9  per  cent  in  imports,  which 
would  indicate  much  more  than  $70,000,000 
excess  of  exports  for  December.  The  pay- 
ments through  clearing  houses  have  been  for 
the  week  26.5  per  cent  greater  than  last  year 
and  12.4  per  cent  greater  than  in  1892,  and 
for  the  month  17.8  per  cent  larger  than  in 
1892.  Until  now  no  greater  volume  of  busi- 
ness has  ever  been  done  in  the  history  of 
this  country  than  in  the  closing  month  of 
this  year. 

The  exports  of  the  country  are  vastly 
greater   than  they     ever     were     before. 


Though  imports  have  increased  remarka- 
bly, exports  have  increased  so  much  fast- 
er that  the  balance  of  trade  is  running 
about  $75,000,000  a  month  In  favor  of  the 
United  States,  a  condition  the  results  of 
which  have  already  been  seen  in  the  ef- 
forts of  foreign  nations  to  borrow  in  the 
American  money  market. 

The  export  trade  of  the  United  States  is 
far  greater  than  that  of  Great  Britain. 

The  tonnage  of  vessels  entering  and 
leaving  New  York  harbor  is  much  beyond 
that  in  London  harbor. 

For  the  first  time  in  the  history  of  the 
world  New  York  is  able  to  dictate  money 
rates  to  the  London,  Berlin  and  Paris 
bourses. 

Prof.    Charles   E.   Tripler 

LIQUEFIED  AIR  of  Brooklyn,  who  has 
AS  A  been    experimenting    for 

MOTOR  FORCE  some  time  with  liquefied 
air  with  remarkable  re- 
sults, believes  he  now  has  perfected  a 
means  of  handling  it  to  make  it  of  prac- 
tical use.    He  says: 

"I  am  happy  to  announce  that,  after 
years  of  experiment,  my  process  for 
manufacturing  liquefied  air,  cheaply  and 
in  large  quantities,  is  not  only  successful 
but  I  have  solved  the  problem  of  harness- 
ing this  great  power  to  machinery.  My 
engine  for  this  purpose  works,  and  it  re- 
quires only  the  perfection  of  a  few  me- 
chanical details  to  realize  its  enormous 
utility  as  a  motor  for  all  kinds  of  ma- 
chinery— for  railroad  trains,  steamships, 
factories;  in  short,  wheresoever  great 
force  is  required,  from  propelling  navies 
to  firing  their  guns  and  blowing  up  cities 
and  forts. 

"Liquid  air  is  from  twenty  to  one  hun- 
dred times  more  powerful  than  steam,  ac- 
cording to  the  amount  of  heat  applied. 
Even  with  the  heat  of  the  surrounding 
atmosphere  its  expansive  force  is  twenty 
times  greater  than  steam." 

The  details  of  the  motor  he  keeps  se- 
cret. 

The    business     conditions 
TRADE  CONDITIONS     j^      ^^^     northwest      are 
IN  THE  steadily     improving     and 

NORTHWEST  the  outlook  for  several 
years  of  good  trade  there 
is  excellent.  Wisconsin,  Minnesota  and 
the  Dakotas  are  more  prosperous  than 
they  have  been  for  many  years.  Crops 
have  been  large  and  of  good  quality,  the 
railroads  have  plenty  of  freight  to  haul 
both  to  and  from  the  east,  a  large  mort- 
gage indebtedness  has  been  paid,  adjust- 
ments to  meet  existing  conditions  have 
been  made  and  the  outlook  is  decidedly 
encouraging.  A  large  farm  mortgage  con- 
cern in  Chicago,  which  controls  loans 
amounting  to  more  than  $9,000,000  in  the 
corn  belt,  reports  that  out  of  $609,985  in- 
terest payable  on  these  loans  in  the  last 
twelve  months  ending  October  25,  only 
$5,802  is  overdue  more  than  ninety  days 
or  being  collected  by  foreclosure.  This  is 
less  than  1  per  cent  of  the  total  interest 
and  only  6-lOOth  of  1  per  cent  of  the  prin- 
cipal outstanding. 


A  partnership  has  the  same  power  over 
firm  property  that  an  individual  has  over 
his  own  property. 


Calcium  carbide  is  still  unobtainable  in 
Calcutta,  according  to  the  Indian  Cyclist. 
A  bill  has  been  introduced  in  the  vice- 
roy's council  amending  the  present  petro- 
leum act  to  make  it  applicable  to  explo- 
sive solids  such  as  calcium  carbide.  There 
is  said  to  be  a  great  feature  for  calcium 
carbide  in  India. 


254 


The  Cycle  Age  and  Trade  Review 


AUTOMOBILE  REQUIREMENTS 


Judges  of   Recent   Boston   Contest   Greatly   Favor  flotors 

Against   Horse  Traction. 


In  the  report  published  by  the  Massachu- 
setts Charitable  Mechanics'  Association 
of  Boston  relative  to  the  recent  contest 
between  motor  carriages  at  Charles  River 
park,  no  recognition  is  given  the  Stanley 
steam  wagon  or  any  other  vehicle  which 
did  not  remain  on  exhibition  after  the 
contest.  This  was  in  accordance  with  the 
rules  made  known  to  the  exhibitors  in 
advance  and  therefore  presents  no 
grounds  for  complaint;  but  should  never- 
theless be  kept  in  mind  by  those  who  are 
interested  in  motor  vehicles  and  receive 
the  report  of  the  judges. 

The  judges  of  the  contest  were  Isaac  H. 
Davis,  a  member  of  the  association  under 
whose  auspices  the  contest  was  held; 
Prof.  Gaetano  Lanza,  of  the  Massachu- 
setts Institute  of  Technology,  and  Charles 
H.  Metz,  president  of  the  Waltham  Mfg. 
Co. 

The  results  of  the  contest  have  been 
fully  reported  in  previous  issues  of  The 
Cycle  Age,  but  the  judges  of  the  event 
set  forth  the  general  considerations  by 
which  they  were  actuated  in  the  award- 
ing of  prizes,  and  these  are  of  interest  by 
showing  the  requirements  of  motor  vehi- 
cles with  whidh  it  is  considered  most 
important  that  makers  of  such  vehicles 
should  comply.  These  considerations  are 
as  follows: 

'     Speed  and  Ranj^e  of  Speed. 

In  the  case  of  carriages  intended  for  road 
use,  and  not  for  racing,  a  speed  greater 
than  about  fifteen  miles  per  hour  is  not 
needed;  for  in  the  case  of  country  roads, 
the  conditions  of  tlie  roads  would  usually 
prevent  a  greater  speed  without  injury  to 
the  vehicle  and  the  rider;  and  in  the  case 
of  city  roads,  faster  riding  would  be  against 
the  law,  on  account  of  the  danger  to  foot 
passengers.  Great  speed,  therefore,  would 
be  needed  only  by  carriages  intended  for 
racing.  Nevertheless,  the  ability  to  increase 
the  power  exerted  at  times  very  much  above 
the  normal  is  a  great  desideratum,  for  it 
may  be  necessary  to  climb  steep  hills,  and 
to  maintain  upon  them  a  reasonable  speed, 
and  one  considerably  greater  than  can  be 
maintained  by  the  average  horse  and  carri- 
age. Indeed,  the  motor  carriages  should  al- 
ways be  able  to  go  faster  than  the  horse- 
driven  carriages,  not  only  because  they 
should  expedite  travel,  but  also  because  they 
can  be  better  guided. 

Range  of  speed  and  good  control  are  very 
important  matters.  These  are  especially  im- 
portant when  one  finds  a  portion  of  the 
road  so  clear  of  other  travel  as  to  render 
possible  and  desirable  a  high  speed,  and  an- 
other part  so  crowded  as  to  render  it  neces- 
sary to  creep  along  at  a  very  slow  and  very 
variable  speed,  which  may  even  at  times 
become  a  negative  quantity. 

In  steam  carriages  it  is  easy  to  accom- 
plish this  result  by  throttling'  the  steam 
more  or  less  as  may  be  needed.  In  the  elec- 
tric carriages  the  method  of  accomplishing 
this  result  Is  usually  as  follows:  The  car- 
riages have  usually  three  or  four  forward 
and  two  or  three  backward  speeds  produced 
by  setting;  the  controlling  mechanism  at  cer- 
tain definite  positions;  then  when  a  speed  is 
needed  intermediate  between  any  two  of 
these,  the  result  is  obtained  by  setting  the 
controlling  mechanism  in  the  position 
corresponding  to  one  of  them,  and 
then,  after  moving  with  this  speed 
a  part  of  the  distance,  changing  to 
the  other.  "When  we  take  note  of  the  fact 
that  it  requires  a  little  (though  short)  time 
to  develop  any  one  speed,  it  will  be  evident 
that  this  method  gives  the  driver  a  very 
perfect  control  of  his  vehicle.  Of  course  the 
brake  may  be  used  in  both  as  an  additional 
auxiliary  when  necessary.  It  should  be  ad- 
ded that  those  that  cannot  reverse  are  at 
some  disadvantage  when  in  a  very  great 
crowd  of  heavy  and  slow-going  teams,  or 
in  a  blockade;  nevertheless  in  cases  where 
they  can  turn  in  their  own  width  this  dif- 
ficulty is  less  than  where  they  cannot. 

These  remarks  apply  also  to  gasoline  car- 
riages, as  they  are  usually  built  with  ranges 
of  speed  that  give  them  a  good  control. 

By  this  is  meant  that  the  carriage  should 
be  easily  turned,  quickly  started  and  quickly 
stopped,   and  easily  guided  where  the  room 


is  small,  as  in  a  crowd  of  vehicles  or  in  a 
very  narrow  street ;  also  in  cases  where  it 
is  necessary  to  turn  quickly,  to  turn  in  a 
small  space,  or  to  reverse  or  go  ahead  at 
any  speed,  these  things  can  be  readily  done. 
All  this  is  very  necessary  in  order  that  ob- 
stacles, whether  at  rest  or  in  motion,  may 
be  easily  and  quickly  avoided.  It  should 
be  observed,  however,  that  all  the  motor 
carriages  exhibited  are  decidedly  more  man- 
ageable than  a  horse  and  carriage,  besides 
occupying  less  room,  and  that  the  operator 
guiding  the  motor  carriage  knows  just  what 
it  will  do,  with  far  greater  certainty  than 
the  driver  of  a  horse  and  carriage  knows 
what  his  horse  will  do. 

Simplicity  and  Durability. 

The  special  importance  of  simplicity  is 
that  the  machinery  may  not  easily  be  gotten 
out  of  order  on  account  of  a  multiplicity  of 
the  parts,  or  from  a  need  of  too  delicate 
adjustment,  that  the  services  of  a  skilled 
mechanic  may  not  be  needed  to  drive  it, 
and  that  ordinary  repairs  may  be  made  as 
easily  as  possible,  and  by  the  use  of  such 
tools  only  as  can  be  easily  carried  on  the 
vehicle. 

In  order  to  secure  durability  none  of  the 
parts  should  be  so  pcoportioned  as  to  wear 
out  quickly.  But  in  order  to  be  sure  of  the 
durability,  it  is  necessary  to  observe  the 
wear  of  the  carriage  during  a  long  period 
of  service,  and  while  it  would  be  easy  to 
condemn  features  that  evidently  showed 
weakness  by  an  inspection  of  the  new  car- 
riage, it  would  need  a  long  trial  to  pro- 
nounce positively  that  any  carriage  is  very 
durable. 

Appearance  and  Design. 

When  motor  carriages  become  common, 
there  will  be  use  for  those  which,  though 
well  adapted  to  their  purpose,  are  not  es- 
pecially handsome.  Thus  it  would  not  be 
suitable  to  have  in  a  delivery  wagon  the 
richness  and  beauty  desirable  in  a  pleasure 
carriage;  nevertheless,  in  all  cases  neatness 
and  elegance  of  design  are  important. 

Comfort  and  Cost  of  Operation. 

The  motor  carriage  should  be  fully  as 
comfortable  as  those  now  in  use,  and  not 
jar  the  rider  excessively. 

The  cost  of  operation  is,  in  the  case  of  all 
the  carriages  exhibited,  so  very  small  an 
item  that  it  would  hardly  have  any  influ- 
ence upon  the  user  of  a  motor  carriage  in 
deciding  which  to  purchase;  it  is  not  in  any 
way  to  be  compared  to  the  cost  of  keeping 
a  horse.  The  cost  is,  in  practically  all  the 
cases,  less  than  two  cents  per  mile  on  ordi- 
nary roads. 

Climbing  of  Grades. 

The  carriages  should  be  able  to  overcome 
as  steep,  or  even  somewhat  steeper,  hills 
than  horses  can  climb,  and  to  maintain  a 
greater  speed  than  a  horse.  A  severe  test 
of  a  motor  carriage  is  to  have  it  start  from 
rest  on  a  steep  grade,  in  which  case  the 
capability  of  a  motor  to  bear  a  very  consid- 
erable excess  of  load  temporarily  is  a  great 
help. 

Description  of  De  Dion  Vehicles. 

The  quadricycle  is  provided  with  two 
seats,  the  rear  seat  being  a  saddle  occupied 
by  the  driver  of  the  machine,  and  the  for- 
ward one  being  a  seat  occupied  by  another 
rider.  These  machines  have  to  be  started 
by  means  of  the  pedals,  which  cease  to  act 
as  soon  as  the  motor  begins  to  operate. 
The  gasoline  is  contained  in  the  bottom  of  a 
combined  tank  and  carburetter;  a  current 
of  air,  whose  quantity  is  regulated,  is 
caused  to  flow  over  the  surface  of  the  gas- 
oline, and  thus  becomes  charged  with  gaso- 
line vapor.  The  mixture  of  aii  and  gasoline 
then  passes  through  the  mixing  valve  at  the 
top  of  the  tank,  where  it  unites  with  a  quan- 
tity of  air  sufficient  to  make  the  proper 
explosive  mixture.  From  here  it  passes 
through  a  pipe  into  the  cylinder,  where  it  is 
exploded  by  an  electric   spark. 

The  engine  is  single  acting,  and  the  cylin- 
der is  provided,  on  the  outside,  with  a  se- 
ries of  projecting  rings,  the  object  of  these 
being  to  present  a  large  surface  to  the  air 
for  the  purpose  of  cooling  the  cylinder,  as 
this  arrangement  renders  it  unnecessary  to 
carry  cooling  water.  The  engine  is  vertical, 
and  the  crank  pin  is  set  in  two  discs  which 
perform,  to  some  extent,  the  functions  of 
a  fly  wheel.  The  discs  are  enclosed  in  a 
flat  cylindrical  box  made  of  aluminum.  The 
lower  part  of  this  box  contains  oil,  into 
which  the  crank  pin  dips  at  each  revolution. 
This  engine  drives  the  rear  axle  by  a  train 
of  gears,  this  axle  being  made  in  two  parts 
connected  by  a  differential  train  of  spur 
gears,   which  allow  the  two  rear  wheels  to 


turn  at    different   rates    of    speed    In   going 
around  curves. 

The  steering  is  done  by  means  of  the  han- 
dlebars in  the  ordinary  way.  In  the  case 
of  the  quadricycle  the  forward  axle  is  fixed 
relatively  to  the  carriage,  and  the  axle  of 
the  front  wheels  is  mounted  at  the  ends  of 
the  fixed  axle  by  means  of  vertical  pivots, 
and  the  steering  gear  is  so  designed  as  to 
cause  the  two  front  wheels  to  turn  through 
dilferent  angles  to  the  carriage  when  going 
around  curves.  Ball  bearings  are  used 
throughout  the  running  gear.  The  we.ght 
of  the  tricycle  is  said  to  be  about  175 
pounds,  and  that  of  tl^e  quadricycle  abrait 
275  pounds. 

The  report  of  the  judges  comprises  a 
description  in  general  terms  of  each  of 
the  exhibited  vehicles.  Of  these,  only  the 
Eaton  electric  Stanhope,  which  is  still 
in  an  experimental  stage,  and  the  De 
Dion  &  Bouton  vehicles  have  not  been 
previously  described  in  this  p>uper.  De 
Dion,  Bouton  &  Co.,  of  Paris,  exhibited 
one  gasoline  tricycle  and  one  gasoline 
quadricycle,  which  are  described  as  fol- 
lows: 

The  charge  of  air  and  gas  in  the  cylinder 
IS  exploded  by  an  electric  spark,  which  can 
be  caused  to  occur  at  any  portion  of  the 
stroke  desired.  Thus  if  a  high  speed  is  de- 
sired this  spark  would  be  made  to  occur 
near  the  beginning  of  the  stroke,  and  if  a 
slow  speed  is  desired,  near  the  end  of  the 
stroke.  The  batteries  for  the  spark  appara- 
tus are  contained  In  a  metal  box  hung  from 
the  upper  bar  of  the  machine,  an  induction 
coil  is  hung  on  the  rear  axle,  and  to  the 
valve-operating  gear  is  attached  a  circuit- 
breaker  of  special  design.  By  suitably  ad- 
justing the  position  of  this  circuit-breaker 
by  means  of  a  handle,  the  spark  is  caused 
to  occur  at  any  portion  of  the  stroke  de- 
sired. It  will  be  evident,  therefore,  that  any 
speed  above  a  certain  minimum,  which  they 
state  to  be  about  four  miles  per  hour,  can 
be  obtained.  For  lower  speeds,  the  machine 
has  to  be  driven  by  the  pedals,  and,  In 
starting,  the  pedals  are  used  until  the  mo- 
tor commences  to  work  properly.  The 
switch  of  the  igniter  is  in  the  handle  of  one 
of  the  handlebars.  In  going  in  a  crowded 
city  street,  if  the  speed  required  is  too  low 
for  the  motor  to  work,  the  pedals  are  used. 

These  machines,  on  account  of  their  light- 
ness, would  naturally  be  preferred  to  the 
heavier  carriages  by  any  one  who  desired 
a  substitute  for  the  bicycle,  rather  than  the 
comfort  and  roominess  which  can  be  ob- 
tained only  with  greater  weight.  They  can, 
if  anything  gets  out  of  order,  be  driven  by 
means  of  the  pedals.  The  tricycle  can  be 
easily  guided,  having  only  one  wheel  in 
front;  and  also,  on  account  of  the  small 
wheel  base,  it  can  be  turned  around  in  a 
very  small  space,  and  this  partly  offsets  the 
disadvantage  of  not  being  able  to  reverse 
and  back. 

The  machine  is  capable  of  a  very  consid- 
erable speed,  and  the  whole  idea  is  very 
ingenious  and  well  calculated  for  use  when 
a  light  and  small  vehicle  Is  desired. 


Compressed  Air  Stage  Service. 

A  Chicago  syndicate  composed  of  George 
M.  Milligan,  George  Atkins  and  J.  M. 
Thompson  is  preparing  to  organize  a  par- 
ent company  in  Chicago  and  local  com- 
panies in  New  York,  Brooklyn,  Philadel- 
phia, Boston,  Baltimore,  and  Washing- 
ton, for  the  purpose  of  establishing  in 
these  cities  lines  of  compressed  air  motor 
cars  or  omnibuses  shod  with  pneumatic 
tires.  The  ultimate  intention  is  to  put 
such  service  into  all  cities  of  more  than 
70,000  whioh  have  suitable  streets  for 
the  use  of  pneumatic  tires,  the  object  be- 
ing to  cater  to  the  short  haul  traffic  of 
three  to  five  miles  at  a  fare  of  5  cents. 
It  is  expected  that  the  lines  in  a  few  of 
these  cities  will  be  in  operation  by  July 
1  next  year.  The  parent  company  is  to 
be  capitalized  for  $3,000,000  to  $4,000,000, 
and  it  is  estimated  that  the  local  com- 
panies will  involve  a  total  capitalization 
of  $50,000,000  or  $60,000,000. 

More  Capital  for  London  Cab  Service. 

At  an  ordinary  general  meeting  of  the 
London  Electrical  Cab  company,  Ltd., 
held  early  this  month,  a  loss  of  $13,039 
was  announced.  It  was  stated  that  $60,- 
000  in  5  per  cent,  debentures  would  short- 
ly be  asked  for,  which,  with  the  last  call, 
would  be  sufficient  to  pay  all  liabilities 
and  provide  additional  working  capital. 
It  was  announced  that  all  of  the  cabs 
would  be  working  by  the  middle  of  next 
month. 


The  Cycle  Age  and  Trade  Review 255 

The  Record  of  the  Past  Makes  Crescents  the  Bicycle  of  the  Future 


THE  MANUFACTURERS  OF 


eREseENT  BieveLEs 

make  it  possible  for  you  to  buy  a  '99  model  high  grade  -wheel  at  the  price  usually  asked  for  second  grades  and  unknown  makes. 

'99    MODELS    NOW    READY. 

BEVEL    GEAR    CHAINLESS,    $60.  CHAIN     MODELS,    $35. 

JUVENILES,     $25. 

Don't  overlook  this  point:      1899  CRESCENTS  ARE  NOT  1898  MODELS. 

CHICAGO  -  WESTERN     WHEEL    WORKS,    Makers  -  NEW  YORK 

f    /^    /  -         f/.     '       ^^ 


y 


>/^      ^^.       ^^:)^ ^)^€t<^    ^!UA:i.^<^      ^^L^ 


256 


The  Cycle  Age  and  Trade  Review 


MOTOR  VEHICLES  VS.  HORSES 


Defense  of  the  Gas  Engine  Vehicle  in  Its  Present  Form — 

An  Answer  to  Dolnar 


To  the  Editor. — The  article  hy  Hugh 
Dolnar  on  the  condition  of  the  motor 
cycle  problem  in  your  last  issue  calls  for 
a  protest.  The  writer  has  given  the  motor 
vehicle  problem  as  much  time  and  atten- 
tion as  any  one  in  this  country,  and  is 
thoroughly  acquainted  with  their  defects 
as  well  as  their  good  qualities.  The 
writer  of  the  article  in  question  tells  the 
truth  regarding  gasoline  motor  vehicles, 
but  he  does  not  set  that  truth  in  the 
proper  relation  to  the  present  state  of 
civilization.  It  is  a  well  known  fact  that 
no  mechanical  vehicle  is  perfect,  and  no 
reasonable  being  expects  perfection  this 
side  of  eternity  in  anything. 

The  question  before  tne  American  pub- 
lic is  not  whether  these  vehicles  are  per- 
fect, but  whether  they  are  sufficiently 
near  perfection  to  be  reasonably  prac- 
tical, or,  to  be  more  explicit,  whether 
they  are  able  to  give  a  better  service  at 
less  cost  than  does  a  horse.  There  is  no 
denying  that  so  far  as  it  goes  electricity 
is  an  ideal  driving  method,  but  its  limita- 
tions are  sudh  that  it  is  not  as  good  as 
the  ordinary  horse  for  ordinary  purposes. 
This  being  true,  it  is  not  likely  that  the 
American  public  will  adopt  same  to  any 
great  extent,  for  they  require  better  serv- 
ants each  year  rather  than  worse  ones. 
For  short  pleasure  drives  on  fine  streets 
it  is  possible  that  the  electric  vehicle  will 
have  a  field,  but  the  constant  uncertainty 
of  being  able  to  get  back  without  the  as- 
sistance of  a  team  will  destroy  much  of 
the  pleasure  of  using,  even  though  clean, 
silent,  and  otherwise  satisfactory. 

The  Commonly  Used  Hotor. 

Before  deciding  to  take  up  the  gasoline 
motor  for  vehicle  propulsion,  the  writer 
gave  the  electric  motor  much  attention, 
but  did  not  then,  and  does  not  yet,  see 
sufficient  future  to  the  electric  motor  to 
warrant  its  adoption.  It  is  not  the  pur- 
pose of  this  article  to  criticise  the  elec- 
tric motor.  Within  its  very  limited 
range,  too  limited  for  an  extended  priv- 
ate use,  it  is  everything  claimed  by  your 
correspondent.  On  the  gasoline  vehicle, 
however,  is  wliere  he  makes  his  error. 
He  says  first,  "that  the  American  public 
will  never  accept  explosion  engine  wag- 
ons so  long  as  they  are  dirty  and  deliver 
vile  odors  in  abundance."  This  state- 
ment indicates  that  he  is  not  acquainted 
with  the  best  examples  of  explosion  en- 
gine vehicles,  or  else  that  he  does  not 
realize  how  dirty  and  filthy  is  the  present 
commonly  used  motor,  the  horse.  The 
public  of  today  drive  behind  horses 
without  complaint,  and  it  is  certain  that 
any  motor,  although  not  perfect,  which 
offers  advantages  over  the  horse,  will  be 
adopted.  This  is  the  true  gist  of  the  mat- 
ter. 

Pub'.ic  Expects  Too  iluch. 

The  explosion  engine  vehicle  can  do 
more  miles  per  hour,  more  hours  per  day, 
at  less  cost  and  with  less  care  than  can 
the  horse;  while  its  objectionable  feat- 
ures are  not  to  be  compared  with  the  ob- 
jectionable features  of  the  horse.  This 
is  the  situation  of  the  problem  to-day  and 
I  fully  agree  with  your  correspondent 
that  the  proper  thing  to  do  is  to  recognize 
it  both  in  factory  and  in  print.  On  the 
other  side  of  the  water  where  feeding 
and  horse  flesh  cost  more  the  motor  ve- 
hicle  is   taking  with  a  rush,  indicating 


that  the  people  will  accept  its  faults  be- 
cause of  its  advantages.  Here,  where 
horses  are  plenty  and  easily  maintained, 
they  may  not  be  willing  to  accept  quite 
so  imperfect  a  machine  as  on  the  other 
side,  but,  like  over  there,  they  certainly 
will  accept  any  machine  which  meets 
their  needs  at  less  cost  and  with  less  ob- 
jections than  the  horse.  It  should  be  the 
part,  however,  of  the  press  to  properly 
state  this  matter  before  the  public  that  no 
false  ideas  may  be  entertained.  Few  in- 
ventions have  ever  been  criticised  with 
the  same  degree  of  fastidiousness  as  is 
the  motor  vehicle.  People  expect  a  horse 
carriage,  without  the  horse,  to  be  pro- 
pelled by  a  small  motor  concealed  in  the 
limited  amount  of  space  under  the  ordi- 
nary carriage  seat,  and  operated  by  a 
push  button.  They  regard  the  much  ad- 
vertised electricity  as  the  proper  and  only 
solution  of  the  problem,  and  waste  their 
time  and  money  hoping  for  and  buying 
something  they  cannot  get  or  do  not 
want  in  that  line.  When  they  fully  un- 
derstand the  facts  they  will  be  willing  to 
accept  the  conditions  as  they  are,  and 
this  result  will  be  beneficial  both  to  the 
manufacturers  and  the  users. 

Demand  for  Gasoline  Vehicles. 

We  have  sold  explosion  vehicles  to 
owners  of  electric  ones,  and  we  have  on 
our  books  to-day  unfilled  orders  months 
ahead  of  our  capacity.  Your  correspond- 
ent asked  for  evidence  of  the  acceptance 
of  gasoline  vehicles.  If  he  had  charge  of 
our  correspondence  for  a  few  weeks,  we 
are  confident  he  would  cry  "enough."  All 
Duryea  wagons  so  far  built,  with  the  ex- 
ception of  the  samples  in  use,  which  are 
not  for  sale,  have  been  sold.  While  it  is 
true  that  they  are  not  in  evidence  in  ev- 
ery village  in  the  country,  this  fact  has 
been  caused  by  the  preference  to  further 
develop,  rather  than  sell  what  was  al- 
ready produced.  This  policy,  however, 
was  the  direct  result  of  the  mistaken  no- 
tion of  the  public  that  perfect  vehicles 
could  be  had.  The  final  solution  of  the 
problem  will  be  that  some  one  or  more 
makers  will  turn  out  such  vehicles  as 
they  have,  will  sell  them  as  fast  as  turfled 
out,  as  is  quite  evidently  possible  from 
our  own  experience,  and  will  educate  the 
public  to  the  fact  that,  although  better 
and  less  objectionable  than  the  horse, 
they  are  not  "airy,  fairy  nor  ideal." 

Noiseless  on  the  Street. 

Your  correspondent  makes  the  state- 
ment that  "there  is  no  such  thing  on  the 
market  as  a  clean,  snent  and  inexpensive 
motor  vehicle  of  unlimited  range."  The 
writer  has  used  both  our  own  and  for- 
iegn  makes  of  vehicles,  has  "paced" 
cyclers  for  miles,  and  has  been  assured 
by  them  that  no  disagreeable  trail  of  odor 
was  left  behind.  It  is  a  matter  of  abso- 
lute certainty  that  no  odor  reaches  the 
occupant  of  the  carriage  in  ordinary  driv- 
ing, for  the  motion  forward  brings  fresh 
air  only  to  the  drivers.  Such  testimony 
as  this  should  forever  settle  the  "offens- 
ive" argument.  We  are  often  in  receipt 
of  testimony  to  the  effect  that,  although 
standing  on  the  sidewalk,  the  observer 
was  not  able  to  hear  the  vehicle  as  it  pas- 
sed down  the  street,  and  we  have  very 
often  proved,  by  comparative  tests,  that 
our  motor  vehicle  cannot  be  heard  as  far 
up  the  street  as  the  horse  vehicle.     It 


would  seem  that  this  should  settle  the 
"noise"  objection. 

In  the  matter  of  cleanliness,  we  con- 
sider that  there  is  no  comparison  be- 
tween caring  for  the  horse  and  operating 
same,  and  caring  for  a  motor  vehicle. 
The  fault  here  is  that  horse  drivers  find 
the  horse  so  offensive  that  they  have 
same  taken  care  of  at  livery  stables  or 
by  some  one  hired  for  the  purpose,  while 
motor  vehicle  users,  imagining  that  all 
they  need  to  do  is,  as  before  stated,  "push 
a  button,"  undertake  to  do  same  them- 
selves, and  find  more  or  less  inconven- 
ience attending.  Our  men  have  been  ac- 
customed to  horses  from  infancy  up,  and 
can  therefore  perfectly  compare  the 
trouble  and  nuisance  of  both  systems  and, 
wihile  we  give  the  motor  vehicle  the  ne- 
cessary attention  required  generally 
without  removing  cuffs,  we  do  know  that 
to  properly  care  for  the  horse  requires  a 
change  of  clothes.  This  argument  also 
cannot  be  denied,  and  should  be  a  suffi- 
cient answer  to  the  question  of  cleanli- 
ness. 

Cheap  Vehicles  of  the  Future. 

Your  correspondent  further  called  at- 
tention to  the  fact  that  foreign  vehicles 
have  not  sold  readily  on  the  American 
market.  This  is  undoubtedly  true,  and 
its  reason  is  not  far  to  seek.  They  are 
built  in  a  mudh  inferior  manner,  and 
have  not  the  elegance  of  design  nor  the 
simplicity  of  construction  shown  on  this 
side  of  the  water.  It  is  common  to  sup- 
pose that  the  foreigners  lead  us  in  the 
matter  of  motor  vehicles,  but  this  is  far 
from  the  truth.  American  inventors  have 
maintained  their  reputa-.on  on  this  side, 
and  the  best  vehicles,  as  demonstrated, 
when  tried  in  competition,  have  been 
produced  in  the  United  States.  There 
has  been,  however,  a  decided  lack  of 
interest  in  this  matter  shown  by  the 
press,  the  capitalists  and  the  general  pub- 
lic. This  is  a  matter  for  which  the  press 
is  largely  to  blame,  and  which,  as  your 
correspondent  suggests,  cannot  be 
remedied  better  than  by  placing  the  situa- 
tion accurately  before  the  public. 

Present  Vehicles  Practical. 

The  motor  vehicle  is  no  10-cent  affair, 
and  cannot  be  built  in  a  hall  bedroom.  It 
is  to  all  intents  and  purposes  a  locomo- 
tive and,  while  it  uas  been  greatly  simpli- 
fied, it  is  still  an  article  requiring  a  large 
investment  of  capital  to  properly  pro- 
duce. The  cheap  motor  vehicle  which 
shall  carry  passengers  with  comfort  is  a 
thing  of  the  quite  distant  future.  The 
writer  well  remembers  when  in  the  early 
'80s  people  refused  to  buy  $100  bicycles 
because  "next  year  they  could  buy  them 
for  $25,"  but  they  waited  more  than  fif- 
teen years  to  see  the  fulfillment  of  their 
prophecy,  and  the  same  will  be  largely 
true  of  the  motor  vehicle.  When  such 
companies  as  the  Pope  company,  with 
more  than  three  years'  expenditure  of 
time,  and  thousands  of  dollars  in  money, 
are  not  able  to  turn  out  vehicles  in  large 
quantities  at  low  prices,  it  certainly 
should  be  evident  to  the  public  that  the 
cheap,  silent,  inoffensive,  push-button  af- 
fair, which  they  so  confidently  expect, 
cannot  be  had.  If  they  will  then  turn 
their  attention  to  what  they  are  now 
using  and  be  willing  to  accept  something 
lighter,  cleaner,  safer,  faster,  less  noisy, 
not  filthy  or  unsanitary,  higher  in  price, 
but  cheaper  to  maintain,  they  will  find 
that  such  an  article  can  be  had. 

Chas.  E.  Dueyea. 


Electric  motor  cabs  from  Paris  are  to 
be  put  in  operation  on  Fifth  avenue.  New 
York,  to  supplant  the  old  stage  coaches 
now  running.  The  coach  line  has  been 
purchased  by  three  stockholders  of  the 
Third  avenue  street  car  line  and  the 
change  will  soon  be  made. 


The  Cycle  Age  and  Trade  Review 


257 


Barnes  Bicycles 


Cbe  Barnes 

Cycle 

Company 

Syracuse,  n.  1. 


m 


|T  is  the  substantial,  well  made  bicycle  that 
wins  in  the  long  run. 

The  quality  of  the  BARNES  Bicycle  has 
^      never  been   questioned,   and   for  graceful 
outline,    fine     workmanship    and    stylish 
appearance,  it  has  no  equal. 

It  will  be  noticed  that  prosperous  agents  usually 
have  the  sale  of  Barnes  Wheels.  Get  the  sale  of 
our  1899  line,  the  best  we  have  ever  made,  and  in- 
sure your  success. 

Mention  The  Cycle  Age 


IhE  Sterling 


(( 


BUILT  LIKE  A  WATCH 


It 


ALWAYS  CONSERVATIVE  but  ALWAYS  PROGRESSIVE 


No  FADS  adopted  until  theif  merits  are  exhaustively  tested. 
Our  iS99  Models  embrace  a  number  of  Radical  Impfovements. 
Our  Illustrated  Catalog  will  explain  them  in  detail.     ♦    »    ♦    « 


The   Well-known   Sterling  QUALITY  is  Absolutely  Maintained. 

Always  Glad  to  Hear  From  Energetic  Agents. 

STERLING  CYCLE  >VORKS, 


258 


The  Cycle  Age  and  Trade  Review 


[NFORHATION    FOR    BUYERS 


THE  NEW  DEPARTURE  ACETYLENE  LAHP. 

A  tiicycle  lamp  that  is  radically  different 
from  any  other  at  present  on  the  market  in 
America  is  the  New  Departure  here  shown. 
It  is  being  introduced  by  the  Joseph  Lucas 
&  Son  company,  Bristol,  Conn.,  for  whom 
John  H.  Graham  &  Co. ,  113  Chambers  street, 
New  York,  are  selling-  agents.  The  lamp  is 
virtually  in  two  parts.     The  water  and  car- 


bide chamibers  are  contained  in  a  cylindrical 
tube  7%  inches  long  by  2  inches  diameter, 
tinned  on  the  inside  and  divided  by  a  metal 
diaphragm  in  the  middle.  The  milled  cap  at 
the  lower  end  is  removable  and  the  carbide 
cylinder  can  be  removed  and  refiTled  when 
the  charge  is  exhausted.  A  perforated  met- 
allic cap  covers  the  carbide  and  a  coil  spring 
keeps  it  pressed  down  and  prevents  the  car- 
bide from  rattling  while  allowing  it  to  ex- 
pand under  the  action  of  the  water.  The  up- 
per half  of  the  main  cylinder  contains  the 
water  which  is  admitted  to  the  carbide 
through  a  tube  containing  the  worsted 
wick,  the  flow  being  regulated  by  the  small 
lever  shown  below  the  filling  cap  at  the 
top.  The  combustion  chamber  or  hood  is 
supported  at  the  top  of  the  gas  tube  ad- 
justably connected  at  the  side  of  the  reser- 
voir so  that  the  light  can  be  thrown  at  any 
desired  angle.  The  hood  contains  a  parabo- 
lic reflector  and  a  2%-inch  lens.  The  burn- 
er is  made  of  lava  and  produces  a  fish-tail 
flame  giving  a  strong  light.  The  tubular 
generator  is  enameled  in  any  color  to  match 
the  machine  or  is  finished  in  nickel  plating, 
and  attaches  to  the  lower  frame  tube  by 
means  of  spring  clamps,  one  of  which  has 
a  thumbpiece  for  binding  it  firmly  in  place. 
The  hood  of  the  lamp  is  fully  nickeled  and 
presents  a  neat  and  attractive  appearance. 
The  weight  of  the  entire  lamp  is  sixteen 
ounces.  

RATHBUN  ECCENTRIC  CHAIN  ADJUSTER. 

The  Rathbun  Mfg.  Co.,  130  Second  street, 
Milwaukee,  is  making  a  three-piece  rear 
fork  end  and  chain  adjuster  which  furnishes 
a  neat  positive  adjustment  for  the  chain  and 
a  clean-cut  finish  for  the  rear  end  of  the 
frame.  The  rear  fork  and  stay  connection 
plate  is  made  with  the  round   hole  in   the 


ViU-ro^^^^^ 


rear  end,  a  slot  leading  to  the  hole  permit- 
ting the  entrance  of  the  rear  axle.  A  cir- 
cular plate  with  an  exterior  flange  fits  in  the 
round  hole  in  the  frame  fitting  and  receives 
the  axle  in  an  eccentrically  located  hole.  A 
plain  round  plate  or  washer  lies  against  the 
inside  of  the  fitting  and  is  made  to  move  in 
unison  with  the  outside  adjusting  plate  by 
means  of  a  small  hole  and  pin.  The  flange 
on  the  outside  plate  is  knurled  so  that  the 


eccentric  adjuster  can  be  turned  with  the 
fingers.  The  swing  of  the  eccentric  is  suffi- 
cient to  take  up  an  entire  link  of  chain 
slack.  The  eccentric  washers  are  made  to 
take  %-inch  axles  and  the  frame  connection 
piece  is  supplied  with  either  round  or  D 
ferrules  for  %  or  %-inch  fork  tubes. 


PFLUEQER'S  CHAIN  LUBRICANTS. 

Two  kinds  of  chain  lubricant,  one  "snow 
white"  and  the  other  "ebony  black,"  are 
made  by  the  Enterprise  Mfg.  Co.,  of  Akron, 
O.  Pflueger's  Snow-flake  lubricant  is  com- 
posed entirely  of  white  lubricating  materials 
and  will  not  soil  hands  or  clothing.  It  is 
also  perfumed  with  an  agreeable  odor  which 
is  lasting  and  lends  an  item  of  charm  to  the 
commonplace  task  of  greasing  a  cycle  chain. 
The  Ebony  Black  lubricant  is  suitable  to 
all  climates  and  is  not  affected  by  changes 
of  weather.  It  has  good  lasting  qualities 
and  will  not  gum  the  chain  nor  collect  dirt. 
The  lubricants  are  put  up  in  three  sizes  of 
packages,  and  will  be  sent  either  wrapped 
in  heavy  silver  foil  and  mounted  one  dozen 
on  a  counter  display  card,  or  will  be  wrapped 
in  foil  and  each  stick  inclosed  in  a  wood 
telescopic  box.  On  orders  of  generous  size 
the  lubricant  will  be  put  up  under  special 
label  at  no  extra  expense  to  the  purchaser. 


MILLER  &  CO.'S  "nAJESTIC"  GAS  LAMP. 

Edward  Miller  &  Co.,  of  Merlden,  Conn., 
have  added  to  their  line  of  bicycle  lamps  for 
this  season  the  acetylene  gas  lamp  here 
shown  in  cross  section.  The  water  reservoir 
is  a  flattened  spheroid  interposed  between 
the  gas  chamber  and  the  combustion  cham- 
ber and  is  filled  through  a  circular  opening 
at  the  side  closed  with  a  screw  cap  after 
the  manner  of  many  kerosene  lamps.  The 
water  feed  tube  passes  through  the  center 
of  the  water  reservoir  and  depends  into  the 
gas  chamber  almost  to  the  bottom  thereof, 
and  is  provided  at  the  lower  end  with  a 
needle  valve  operated  by  a  finger  lever  at 


the  back  of  the  water  reservoir.  There  is 
no  wick  or  fibrous  material  of  any  kind  for 
feeding  the  water  lo  the  carbide,  but  the 
water  drops  into  a  central  metallic  split  tube 
in  the  carbide  'box  which  acts  as  a  distri- 
butor. A  fish  tail  burner  is  used.  Special 
features  of  the  Majestic  are  the  front  re- 
flector , which  is  a  section  of  a  perfect  para- 
bola; the  back  reflector,  which  is  hinged  to 
the  body  of  the  lamp  and  gives  free  access 
to  the  inside  of  the  combustion  chamber  for 
lighting  as  well  as  for  cleaning;  and  the  car- 
bide cylinder,  which  is  made  of  two  tele- 
scoping parts  closed  at  top  and  bottom  and 
designed  for  the  use  of  regular  commercial 
calcium  carbide.  The  lower  part  of  this 
cylinder  is  permanently  attached  to  the  re- 
movable bottom  that  closes  the  gas  chamber 
air  tight  by  means  of  a  rubber  gasket, 
and  the  top  part,  which  must  be  lowered  to 
be  filled,  is  marked  with  four  divisions 
showing  the  amount  of  carbide  necessary 
for  from  one  to  four  hours'  use  of  the  lamp. 
An  adjustable  hanger  or  bracket  to  fit  either 
the  head  or  forkside  of  the  bicycle  Is  pro- 
vided, but  the  makers  strongly  recommend 
that  the  lamp  be  attached  to  the  head  as  in 
that  position  the  road  is  better  Illuminated 
and  the  lamp  is  where  it  can  be  easily 
reached  by  the  rider  and  its  flow  of  water 
to   the  carbide  better   controlled. 


placed  in  the  market  an  adjustable  bar  also 
made  under  Webb  patents.  The  new  Webb 
bar  is  adjustable  without  the  use  of  any 
tools  or  wrenches  and  the  position  of  the 
grips  can  be  altered  while  riding.  As  will 
be  noticed  in  the  illustration,  a  sleeve  with 
taper  ends  is  fastened  to  the  central  part  of 
the  bar  tube.  One  taper  end  of  the  sleeve 
is  radially  serrated  to  match  the  serrations 
on  the  interior  taper  at  one  end  of  the 
hollow  stem  head  or  tee  piece.  The  oppo- 
site end  of  this  tee  piece  is  externally 
threaded  and  takes  a  knurled  hand  nut  in- 
ternally threaded  to  match  and  also  con- 
taining a  split  bushing  internally  tapered 
to  correspond  to  the  smooth  tapered  end  of 
the  central  sleeve  on  the  bar.  The  manner 
of  assembling  the  parts  is  obvious.  When 
the  nut  has  been  screwed  tight  on  to  the  tee 
the  split  bushing  is  wedged  securely  against 


the  taper  seat  on  the  bar  and  the  parts  are 
securely  locked  together.  The  bars  are 
made  in  popular  shapes  and  as  the  adjust- 
ment parts  are  small  and  compact  the  ap- 
pearance is  neat  and  attractive. 


HIGH  PRESSURE  BRAZING  FORGE  NO.  2. 

In  the  No.  2  High  Pressure  brazing  forge 
made  by  the  National  Cement  &  Rubber 
Mfg.  Co.  of  Toledo,  O.,  the  trade  will  notice 
many  valuable  improvements  over  the  High 
Pressure  forge  manufactured  by  this  com- 
pany during  1898,  which  was  remarkably  suc- 
cessful. The  No.  2  was  designed  to  fill  the 
increasing  demand  for  a  brazer  that  would 
do  all  classes  of  work,  such  as  light  and 
heavy  brazing,  tempering,  welding,  melting 
of  metals,  etc.  It  is  fitted  with  the  com- 
pany's improved  hydrocarbon  adjustable 
burners  and  with  a  heavy  cast  iron  tray 
supported  by  a  substantial  ft-^nclard.  The 
tank  is  galvanized  Iron,  tested  to  150  pounds 
pressure,  the  pipe  is  extra  heavy,  and  all 
the  joints  are  tee  joints,  so  located  that  by 
removing  the  plug  from  the  tee  any  portion 
of  the  pipe  can  be  readily  cleaned  by  insert- 
ing a  wire.  The  lower  burner  is  so  con- 
structed this  season  that  it  can  be  swung 
entirely  clear  from  beneath  the  pan,  yet 
when  in  operation  Is  midway  between  the 
two  burners  but  not  directly  under  the  melt- 
ting  spelter,  and  thus  prevents  the  danger 
of  filling  up  from  this  cause.  Filling  the 
cast  iron  tray  with  coke  and  applying  the 
center  burner  makes  It  possible  to  produce  a 
complete  blacksmith's  forge,  and  by  the  use 
of  the  other  two  burners  at  the  same  time, 
the  heat  Is  Intense  enough  to  melt  brass  In 
crucibles.  The  company  Is  furnishing  with 
each  brazing  forge  this  season  a  100  pounds 
pressure  gauge,  floor  pump,  and  full  direc- 
tions how  to  operate. 


DRILLS  FOR  FACTORY  AND  REPAIR  SHOP. 

The  Silver  Mfg.  Co.,  of  Salem,  O.,  has  a 
line  of  drills  running  from  small  hand  power 
post  drills  to  20-inoh  swing  power  drill 
presses,  both  the  requirements  of  the  small 


NEW  WEBB  HANDLE  BAR. 

The  Sanford  &  Pollow  Co.,  235  Lake  street, 
Chicago,  who  manufacture  the  Webb  han- 
dlebar and  seat  post  expander,  have  lately 


repair  and  machine  shop  of  the  factory  be- 
ing met  In  the  line  of  machines.  The  Ad- 
vance drill  No.  12,  which  Is  made  for  both 
hand  and  belt  power,  is  well  adapted  to  the 
purposes  of  a  cycle  repair  shop.  It  Is  sim- 
ple and  durable  but  still  permits  of  accurate 
drilling  and  reaming.    This  hand  power  ma- 


The  Cycle  Age  and  Trade  Review 


259 


chine,  here  illustrated,  has  two  speeds  and 
self  feed.  The  spindle  is  one  Inch  and  has 
a  vertical  movement  or  run  of  3  inches.  The 
greatest  distance  of  the  table  from  the 
spindle  is  14%  inches  and  drilling  to  the 
center  of  work  as  large  as  15  inches  in 
diameter  is  possible.  The  machine  will  carry 


fm  OrCucAOE^ 


drills  up  to  1%  inches  and  as  regularly  fit- 
ted takes  drills  with  half-inch  round  shanks. 
It  weighs  125  pounds.  Other  grades,  sizes 
and  patterns  of  post  and  bench  drills  for 
hand  or  belt  power  are  also  catalogued  by 
the  company,  all  being  designed  for  light 
accurate  drilling  for  which  more  expensive 
machines  are  generally  purchased.  For 
more  extensive  drilling  operations,  ris  those 
in  a  large  machine  shop  or  factory,  two  pat- 
terns of  20-inch  swing  drill  presses  are  list- 
ed, one  of  which  is  shown.  It  has  a  square 
base  and  a  combination  lever  and  screw  feed 
so  constructed  that  either  can  be  used  with- 
out interfering  with  the  other.  The  spindle 
is  bored  to  No.  2  Morse  taper  and  has  a 
vertical  travel  of  7%  inches.  The  weight  of 
the  machine  is  525  pounds. 


U.  S.  MFG.  CO.'S  PEDAL  FOR  LADIES. 

The  accompanying  illustration  shows  the 
design  and  distinctive  features  of  the  Cres- 
cent No.  3  pedal  now  being  manufactured 
for  next  year's  trade  by  the  U.  S.  Mfg.  Co. 
of  Fond  du  Lac,  Wis.  This  pedal  is  a  com- 
bination of  the  No.  1  and  No.  3  Crescent 
pedals  for  men,  and  is  for  use  on  ladies'  and 


Tut  CrCLt  Ab^ 


jiivenile  .nachines.  It  weighs  only  twelve 
ounces  per  pair  in  rat  trap  or  fifteen  ounces 
with  rubber  treads  or  Straus  universal  rub- 
bers. These  pedals,  like^  the  U.  S.  cyclome- 
ters, lamp  brackets,  etc.,  are  made  of  the 
best  material  and  workmanship  and  are 
fully  guaranteed.  The  finish  is  polished 
nickel  on  copper. 


THE  "FAVORITE"  MEN'S  MODEL. 

In  branching  out  from  the  manufacture  of 
juvenile  bicycles  and  placing  on  the  market 
adult  machines,  the  Toledo  Metal  Wheel 
Co.,    of    Toledo,    avoids    following    fads    but 


aims  at  the  production  of  up-to-date,  high 
grade  bicycles  to  be  sold  at  moderate  prices; 
The  adult  drop-frame  Favorite,  Model  15, 
has  all  of  the  exterior  requirements  of  a 
stylish    machine    and    is    honestly   and    con- 


servatively made,  it  being  offered  as  a  bi- 
cycle to  stand  the  test  of  hard  usage  and  to 
meet  the  commercial  requirements  of  '99.  The 
frame  is  built  either  with  22  or  24-inch  seat 
mast,  has  flush  joints,  arch  crown,  D-shape 
rear  forks,  expander  bar  and  seat  post  fit- 
tings, Fauber  pattern  one-piece  crank  hang- 
er and  other  popular  fittings.  The  finish  is 
black  or  maroon,  decorated,  with  the  further 
option  if  desired  of  light  blue.  Kelly  adjust- 
able or  plain  drop  handlebars  are  offered 
and  several  options  in  tires  are  granted. 
The  machine  weighs  24  pounds  and  lists  at 
$50.  

CLARK  NOVELTY  CO.'S  SPECIALTIES. 

The  Clark  Novelty  Co.,  of  Rochester,  N. 
Y.,  instead  of  being  incorporated  for  $11,000 
capital  stock,  as  previously  stated,  is  be- 
ginning the  production  of  bicycle  specialties 
and  undertaking  the  manufacture  of  brass 
and  metal  goods  of  special  nature  with  a 
capitalization  of  $50,000,  $40,000  of  which  has 
been  subscribed  for  and  paid  in  full.  Two 
of  the  bicycle  specialties  that  the  company 
is  now  marketing  are  the  Clark  automatic 
valve  and  the  Clark  rotary  bicycle  alarm. 
The  valve  consists  of  only  three  parts,  has 
no  springs  and  no  pins  and  is  easy  to  pump. 
It  is  made  in  both  plain  and  metal  base 
styles,  with  cap  and  inside  part  inter- 
changeable. It  has  been  in  the  market  for 
the  past  four  years.  The  rotary  bell  at- 
taches to  the  front  forkside  and  has  the 
double  clapper  fastened  to  the  end  of  a 
shaft  rotated  by  a  small  rubber  pulley  at 
the  other  end  which  is  raised  by  a  silk  cord 
Into  contact  with  the  under  side  of  the 
wheel  rim,  causing  it  to  sound  continuously 
until  the  tension  of  the  cord  is  released. 


THE  "HANDY"  BICYCLE  SUPPORT. 

The  illustration  shows  a  light,  simple  cycle 
support  which  is  made  by  the  inventor  and 
patentee,  William  H.  Hart,  Jr..  242  Chestnut 


TfiE.  OrcuaAec-, 


street,  Philadelphia.  The  suppirt  is  made 
from  a  light  piece  of  spring  wire  with  a 
small  attaching  piece  by  means  of  which 
the  support  nay  be  screwed  to  the  outer 
end  of  the  pedal.  When  not  in  use  it  folds 
up  against  the  under  side  of  the  pedal  and 
is  held  against  accidental  loosening  by  the 
spring  clip  which  catches  the  barrel  of  the 
pedal.  With  a  little  practice  a  rider  can 
pull  the  support  down  into  supporting  posi- 
tion or  pick  it  up  out  of  the  way  with  the 
foot.  The  only  alteration  required  on  the 
bicycle  to  which  it  is  to  be  fitted  is  the 
drilling  of  a  small  hole  in  one  of  the  outer 
ears  of  the  pedal.  When  folded  up  it  is 
practically  invisible  and  as  it  weighs  but 
2%  ounces  is  not  to  be  included  among  cum- 
bersome accessories. 


EARLY  SHIPnENTS  IN  CARLOAD  LOTS. 

A  feature  of  this  season's  trade  that  of- 
fers sufficient  ground  for  the  prediction  that 
1899  will  be  the  best  year  ever  experienced 
in  the  bicycle  industry  is  the  actual  ship- 
ments being  made  at  this  early  date  of  car- 
load lots  of  machines  to  agents.  The  Shelby 
Cycle  Mfg.  Co.,  of  Shelby,  O.,  furnishes  two 
examples  of  this  in  its  recent  shipments  of 
a  lot  of  670  Ideal  bicycles  in  two  cars  to  two 
Pacific  coast  agencies  and  a  single  lot  of 
five  carloads  of  Ideals,  sold  on  actual  orders 
from  agents,  for  immediate  delivery. 


THE  DIETZ  OIL  LAMP. 

The  Dietz  lamp,  though  made  on  the  same 
general  outlines  as  in  the  past,  has  been  im- 
proved in  several  particulars  for  the  coming 
season  and  is  offered  by  its  makers,  H.  E. 
Dietz  Co.,  60  Laight  street.  New  Tork,  as 
the  representative  summing  up  of  the 
knowledge  gained  in  fifty  years  of  lamp 
building.  It  is  made  entirely  of  brass  and 
weighs  but  twelve  ounces.  No  solder  is  used 
except  on  the  bottom  of  the  oil  fount.  Care- 
ful attention  has  been  paid  to  the  arrange- 
ment of  the  drafts  in  order  to  secure  good 
combustion  and  to  obtain  an  intense  white 
flame.  The  reflector,  which  is  of  the  para- 
bolic type,  throws  all  of  the  light  ahead  and 
is  readily  removable   for  cleaning.     The   oil 


fount  is  packed  to  prevent  the  oil  from 
working  out.  While  green  and  red  side 
lights  are  provided  as  usual,  there  are  no 
slides  on  the  sides,  the  reflector  instead  be- 
ing hinged  so  that  the  lamp  may  be  easily 
lighted  from  the  front.  Experience  has 
taught    the    makers    that    a    large    part    of 


the  tarnishing  of  reflectors  is  due  to  the 
combustion  of  the  match  when  lamps  are 
lighted  from  the  side.  The  lamp  burns  ten 
hours  without  refilling. 


CLEVELANDS  HAVE  A  NEW  BEARING. 

The  latest  result  of  the  enterprise  of  Su- 
perintendent Burwell,  of  H.  A.  Lozier  & 
Co.,  of  Cleveland,  in  bringing  out  new  me- 
chanical features  for  Cleveland  bicycles  is 
a  combination  roller  and  ball  bearing.  As 
shown  in  the  drawing,  the  balls  carry  the 
strain  between  the  cup  and  cone  as  usual, 
while  the  rollers  act  as  separators  for  the 
balls,  keeping  them  from  rubbing  against 
one  another,  but  allowing  them  to  impart 
their  rolling  motion  to  the  intervening  rol- 
lers, such  sliding  friction  as  is  commonly 
caused  between  adjoining  balls  being  obvi- 
ated by  the  reverse  rolling  movement  of  the 
rollers.  As  a  practical  test  of  the  efficacy 
of  the  bearing,  it  has  been  fitted  to  a  cup 
and  cone  grinding  machine  carrying  a  grind- 
ing wheel  which  formerly  rotated  at  a 
speed    of   13,000   revolutions  per    minute   and 


Thc  Orcue.  A6£- 


which  since  the  fitting  of  the  new  bearing 
has  been  revolved  at  a  speed  of  33,000  to 
35,000  revolutions  per  minute  and  has  been 
kept  running  at  that  speed  for  several  weeks 
without  any  perceptible  wear  on  the  bear- 
ing. The  grinder  traveling  at  the  rate  of 
speed  mentioned,  would,  in  a  working  day 
of  ten  hours,  travel  a  distance  equal  to 
1,041  miles  if  rolling  on  a  plane  surface. 
Other  improvements  have  been  made 
throughout  the  '99  machines.  The  steering 
head  has  been  increased  in  diameter,   allow- 


ing the  ball  cases  to  be  entirely  incased  by 
the  tube,  the  head  being  straight  and  fluslt 
from  end  to  end.  The  new  handlebar  ex- 
pander obviates  the  necessity  of  hammer- 
ing on  the  bars  to   loosen  the  fastening,    a 


260 


The  Cycle  Age  and  Trade  Review 


turn  of  the  expander  nut  releasing'  the  ex- 
pander and  leaving  the  bar  free  for  re- 
adjustment or  removal.  The  same  device  is 
fitted  to  the  seatpost.  The  new  spoke  ter- 
minates at  the  hub  end  in  a  ball  about  a 
quarter   of  an  inch  in   diameter  and   which 


has  a  shorter  extension  not  in  line  with  the 
spoke  itself.  As  long  as  the  spoke  is  tan- 
gent to  the  hub  barrel  it  cannot  pull  out, 
but  when  it  is  turned  so  that  it  is  at  right 


Model  61— Men's  roadster.    Price,  850. 


Model  62— Women's  roadster.    Price,  $50. 


Model  64— Men's  special  light  roadster.    Price,  $75. 


Model  65— Women's  special  light  roadster.    Price,  $75. 


Model  67— Women's  regular  roadster.    Price,  $75. 


angles  to  the  hub  it  can  be  easily  slipped  in 
or  out  of  place.  The  balls  on  the  ends  of 
the  spokes  are  pressed  under  heavy  pres- 
sure on  to  threads  on  the  spokes  and  cannot 
become  loosened.  The  Cleveland  bicycles 
for  '99  will  be  regularly  fitted  with  the  Bur- 
well  detachable  tire.    Being  mechanically  se- 


cured it  does  not  depend  upon  the  inflation 
for  its  fastening.  The  crank  hanger  is  sim- 
ilar to  that  used  in  1898  with  several  slight 
constructive  changes  for  the  better.  The 
regular  line  of  Cleveland  models,  the  lead- 
ing machines  of  which  are  illustrated,  in- 
cludes men's  and  women's  road  models,  61 
and  62,  listing  at  $50;  men's  and  women's 
66  and  67,  at  $75-,  racer.  Model  68,  at  $75; 
men's    and    women's    regular    road    models. 


66  and  67,  at  $75;  racer,  model,  68,  at  $75; 
men's  30-inch  wheeled  roadster,  Model  69,  at 
$85;  racing  tandem,  Model  70,  at  $100,  and 
the  combination  tandem.  Model  72,  at  $100. 
The  racer  weighs  only  19  pounds,  but  its 
frame  has  been  increased  one  pound  in 
weight  over  the  racer  frame  of  '98  and  stif- 


fened and  strengthened  in  proportion.  The 
weight  reduction  has  been  obtained  in  the 
fittings  and  equipment.  A  notable  feature 
of  the  Model  66  is  the  fork  stem,  which 
is  threaded  at  its  lower  end  and  then 
screwed  into  the  crown  forging  and  brazed 
fast. 

ONE-PIECE  AXLE  LATHE. 

The  turning  or  finishing  up  of  the  forgings 
for  one-(piece  crank  and  axle  parts  or  other 
axles  which  cannot  be  hung  between  end 
centers  ibut  txmst  be  chucked  in  the  middle 
is  work  which  has  caused  "W.  H.  Fauber, 
maker  of  the  Fautoer  hanger,  to  produce  the 
machine  tool  here  illustrated.  The  machine 
is  a  sinnple  lathe  specially  made  for  the  work 
mentioned,  though  it  may  be  adapted  to  any 
form  oif  axle  turning  where  any  but  mid- 
dle chucking  is  impossible.  Secured  in  the 
frame  of  the  lathe  is  an  inverted  U  shaped 
plate  or  frame  with  an  annular  ridge  run- 


ning around  Its  inside  face.  This  ridge  is 
matched  Iby  a  similar  ridge  formed  in  a  seg- 
mental plate  fastened  to  the  bed  of  the  ma- 
chine in  such  a  matter  that  the  two  plates 
and  their  Inner  annular  ridges  form  a 
circular  way  for  a  large  toothed  disk  in 
the  center  of  whose  periphery  is  a  depres- 
sion co-operating  with  the  ridges  mentioned. 
The  disk  has  cross  ribs  as  shown  in  the  ill- 
ustration, between  the  main  two  of  which 
a  pair  of  blocks  are  arranged  to  slide,  their 
movement  being  governed  by  a  double 
threaded      screw      passing     down      through 


threaded  holes  In  the  blocks.  The  blocks 
have  on  their  adjacent  ends  semicircular 
jaws  which  form  the  chucking  pieces  for 
the  crank  axle  to  'he  turned.  The  disk  then 
corresponds  to  the  live  center  or  chuck  of  an 
ordinary  lathe  and  is  rotated  by  means  of  its 


toothed  circumference  w^hlch  engages  a 
spur  gear  on  the  shaft  of  the  driving  pulley 
of  the  lathe.  The  minor  pair  of  riibs  across 
the  rotating  disk  carry  a  block  which  may 
be  made  to  engage  by  means  of  grooves  cut 
in  its  inner  end,  the  annular  grooves  around 
the  central  portion  of  the  jaw  adjusting 
screw,  thus  locking  the  jaw^s  in  place  after 
they  have  gripped  the  axle  to  be  turned. 
The  adjusting  screw  is  operated  by  a  key 
inserted  through  a  hole  in  the  top  of  the 
frame  work.  The  right  end  cutting  tool  Is  in 
segmental  form  and  as  shown  in  the  middle 
illustration  is  held  in  a  segmental  ring  tit- 
ting  in  a  hole  in  the  tool  carriage  plate. 
The  angle  of  the  tool  is  adjusted  by  a  small 
set  screw  and  after  adjustment  it  is  locked 
by  a  screw  which  tends  to  bind  together  the 
upper  and  lower  parts  of  the  horizontally 
split  tool  carriage  plate.  The  left  end  cutter 
is  shown  in  the  lowest  illustration.  It  is  a 
straight  horizontal  cutting  tool  and  moves 
in  a  slot  between  the  two  parts  of  the  left 


tool  holding  plate.  It  is  tightened  in  a  man- 
ner similar  to  the  right  end  cutter  and  its 
angle  is  open  to  adjustment  by  means  of  the 
semicircular  disk  on  which  it  rests.  This 
tool  carrying  plate  is  adjusted  in  its  relation 
to  the  right  tool  carriage  by  a  set  of  screws 
on  the  front  of  the  lathe.  The  entire  tool 
carriage  is  fed  Inward  or  outward  by  a  hand) 
screw,  also  on  the  front  of  the  machine, 
andl  to  avoid  feeding  in  too  far  and  to  insure 
uniformity  of  work,  a  set  screw  is  mounted 
in  the  front  block  of  the  frame  so  that  it  will 
come  in  contact  with  the  inverted  U  shaped 
frame  and  prevent  any  further  movement  of 
the  tool  carriage  in  relation  to  the  work 
holding  parts  after  the  desired  limit  has 
been  reached.  

LIBERTY  MODELS  TO  SUIT  ALL. 

The  Liberty  Cycle  Co.,  of  Bridgeport, 
Conn.,  has  placed  the  '99  price  for  all  its 
road  models  at  $50  and  has  designed  pat- 
terns to  suit  the  varying  demands  of  scorch- 
ers, pleasure  riders  and  racing  men.  Mod- 
els 61  and  73,  respectively  the  leading  dia- 
mond and  drop  frame  machines  of  the  line, 
are   built   in   three   heights    of    frame    with 


Model  61— Men's  roadster.    Price,  $50. 

flush  joints  throughout,  tapered  D-shaped 
rear  forks,  arch  or  square  fork  crown  as  de- 
sired and  are  finished  in  black,  dark  blue 
or  dark  green  with  rims  in  natural  wood 
finish  or  enameled  to  match  the  frame.  On 
Model  61,  as  well  as  on  the  "Bogie  man" 
track  racer,  which  lists  at  $60,  the  top  frame 


The  Cycle  Age  and  Trade  Review 


261 


TTIIlVllIIIIITTTITrrTYTTTTTIiyiTTIIIItTIIIIIIliTIIT 


Good  Bicyles  at  Pair  Prices. 

ONE  GRADE  ONLY. 

Get  our  Catalog  and  ask  our  traveler 

to  call. 
:  NATIONAL  CYCLE  MFG.  CO. 

26  BAY  CITY,   MICH. 


Mention  The  Cycle  Age 


Plain  Talks  on 


ANDRAE 

CYCLES 

NEVER 

DISAPPOINT 


Andrac  Cycles 


II 


*•«      XX       •*• 


Good,  sound,  deep  thoughts  are  business  helpers. 

Suppose  you  think  a  bit. 

Think  over  last  year's  business.  In  vrhat  were  you  weak? 
Why  did  competitors  get  some  trade  which  ought  to  have  been 
yours? 

Tastes  differ.  So  do  pocket-books.  You  must  have  a  wheel 
to  suit  any  taste,  to  match  any  pocket-book. 

We  know  of  no  other  line  of  bicycles  which  will  do  this  as 
easily,  quickly,  as  the  Andrae  line. 

No  matter  what  price  one  wants  to  pay,  you  can  sell  him  an 
Andrae  that  will  be  better  than  any  other  wheel  at  the  same  price. 

The  Andrae  line  consists  of  14  Models,  at  $30  up.  The  higher 
the  price  the  better  the  quality,  but  Andrae  workmanship  in  all. 

The  Andrae  line  is  bound  to  make  you  money.  If  you  get  our 
price  you  will  think  so,  too. 


Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 

Eastern  Export  Branch:    95  Reade  St.,  New  York  City. 


Mention  The  Cycle  Age 


The  Claus  is  the  only  bar  that  can  be 
adjusted  without  a  wrench.  All  parts  inter- 
lock— they  cannot  wrig^gle.  It's  the  strongf- 
est,  most  durable  bar  made.  Write  for  prices. 

Claus  Handle  Bar  Mfg.  Co. 

Milwaukee,  Wis.,  U.  S.  A. 

Mention  The  Cycle  Age 


262 


The  Cycle  Age  and  Trade  Review 


tube  is  made  22%  inches  long,  thus  allowing' 
the  scorcher  to  assume  a  stooping  position 
without  having  to  cramp  his  body,  as  is 
necessary  on  a  shorter  frame.  Model  70  is 
a  conservative  model  for  gentlemen  and  has 
only  1%  inches  drop  to  the  hanger  instead 
of  the  3-inch  drop  on  the  other  patterns  and 
the  top  bar  of  the  frame  is  two  inches 
shorter  in  order  to  permit  a  graceful  upright 
position  for  those  riders  who  do  not  favor 
the  hump.  The  medium  length  top  bar  is 
also  a  feature  of  Model  67,  which,  however. 


options  in  gears,  bars,  tires,  saddles,  han- 
dlebars, etc.,  are  broad  enough  to  satisfy 
the  most  exacting. 


Model  73— Women's  roadster.    Price,  850. 


Model  64— Track  racer.    Price,  S60. 

has  a  3-inch  drop  to  the  hanger  in  order  to 
meet  the  requirements  of  riders  who  wish 
to  have  a  low  rakish  machine  but  who  do 
not  care  to  assume  the  scorcher  position. 
In  thus  making  road  models  in  three  types 
of  frames  the  Liberty  company  is  able  to 
suit  the  exact  desires  of  all  classes  of  rid- 
ers and  does  not  compel  the  scorcher  to 
ride  a  machine  which  with  the  exception 
of  the  depth  of  the  handlebars  is  suitable 
for  the  elderly  cyclist,  and  vice  versa.  A 
double  diamond  tandem  with  double  steer- 
ing,   which   may    be   readily    converted    into 


Model  70 — Men's  roadster.    Price,  $50. 

single  steering,  and  a  combination  tandem, 
each  selling  at  $75,  comprise  the  tandem 
.  line.  The  double  diamond  machine  is  made 
in  two  heights  of  frame.  Model  75,  having 
a  22-inch  frame,  is  illustrated.  All  machines 
are  fitted  with  the  Liberty  one-piece  detach- 
able sprocket,  which  maj'  be  removed  by 
simply  taking  out  the  locking  bolt,  without 
disturbing  the  chain  adjustment  or  separat- 
ing the  chain,  and  which  has  the  teeth  cut 
on  the  same  plan  as  that  inaugurated  during 
the  season  of  '98  by  the  Liberty  company. 
There  are  only  five  engaging  teeth  which  do 


Model  75— Double  diamond  tandem.    Price,  $75. 


Model  77— Combination  tandem.    Price,  $75. 

any  work,  the  other  small  teeth  acting 
merely  as  guides  for  the  chain.  It  is  stated 
that  the  trial  given  this  form  of  sprocket 
has  demonstrated  its  smooth,  easy  running 
qualities  beyond  a  doubt.  The  Liberty  direct 
spoke  hub  flange,  which  was  first  intro- 
duced by  this  company  in  '92,  is  retained,  it 
having  proven  itself  so  satisfactory  in  the 
past  that  no  change  is  m.ade.  It  differs  from 
some  forms  of  similar  spoke  flanges  in 
that  the  projections  for  securing  the  spoke 
heads  are  made  integral  with  the  hub  bar- 
rel, there  being  no  brazing  or  other  means 
of  attaching  separate  parts  employed.    The 


ORNATE  BICYCLE  BELLS. 

A  distinctly  new  departure  has  this  year 
been  made  in  the  ornamentation  of  bicycle 
bells  by  the  New  Departure  Bell  Co.  of  Bris- 
tol, Conn.,  which  has  supplemented  its  well 


known  lines  of  New  Departure  and  Bristol 
bells  with  the  ornate  designs  here  illustrat- 
ed. The  dragon,  turtle  and  rattlesnake  bells 
have  the  figures  standing  out  in  high  relief 
from  a  mat  or  velvet  surface  and   the  eyes 


of  the  draeon  are  set  with  rubies  and  those 
of  the  snake  and  turtle  with  emeralds.  An- 
other design  not  shown  is  that  of  a  lion's 
head  with  long  flowing  mane  and  ruby  eyes. 
These  designs  are  handsomely  modeled,  hand 


chased  and  finished  in  a  rich  antique  statu- 
ary bronze  with  base  and  clamp  to  match. 
In  this  line  of  bells  the  New  Departure  lock 
clamp  only  is  used,  and  the  gongs  are  all  of 
the  square  beaded  pattern,  which  is  this  year 


enriched  by  a  rope  fillet  at  the  junction  of 
the  gong  and  bead.—  Another  novelty  which 
the  New  Departure  company  is  placing  upon 
the  market  is  the  push  button  flag  bell.  On 
a  rich  mat  background  appears  the  Ameri- 


can flag  surrounded  by  a  highly  polished  and 
finished  gong.  The  stars  are  silver  on  a  blue 
field  and  the  stripes  are  alternate  red  and 
silver,  the  colors  being  of  the  correct  shade 


and  in  hard  enamel  which  will  not  crack 
or  peel  off  under  exposure  to  weather  or 
wear.  The  alarm  is  operated  by  a  push 
button,  and  turning  the  gong  to  the  right 
with  the  hand  rewinds  the  bell,  which  is 
necessary  only  at  long  intervals.  The  L.  A. 
W.  bell  which  has  so  long  been  one  of  the 
leading  designs  of  this  company,  has  been 
improved  for  this  season  and  is  more  ar- 
tistic than  ever,  the  center  being  set  with 
a  large,  finely  cut  brilliant  amethyst.  The 
League  bell  Is  furnished  with  lock  clamp  or 
plain  clamp,  with  dark  oxidized  background 
below  the  emblem  or  natural  velvet  nickel- 
finished  as  desired. 


REMINGTON  nODELS  READY. 

The  Remington  Arms  Co.,  of  Ilion,  N.  T., 
has  completed  samples  of  its  '99  line  and 
offers  the  trade  six  patterns  of  adult  ma- 
chines, four  of  which  are  here  illustrated. 
Models  47  and  48  are  men's  and  women's  bi- 


Model  47— Price,  $35. 

cycles  to  sell  at  $35.  They  are  similar  in  de- 
sign to  models  previously  made  by  the  com- 
pany and  while  they  list  at  a  popular  price 
are  constructed  with  sprockets,  handlebars, 
pedals,  seat  posts,  hubs,  cranks,  and  other 
important  metal  parts  made  of  first-class 
material  by  competent  workmen  in  the  Rem- 
ington factory.  The  hanger  is  dropped  2% 
inches,  1%-inch  tubing  is  used,  Dunlop  or 
Kangaroo  tires  and  Sager  saddles  are  sup- 


Model  56— Price,  $50. 

plied  as  regular  equipment,  and  3-16-inch  B 
block  chains  are  fitted.  The  company's  $50 
machines,  Models  56  and  51,  are  fitted  with 
crank  shafts  and  cranks  forged  in  one  piece, 
though  the  reliable  Remington  three-piece 
hanger  equipment  is  retained  on  Models  47 
and  48.  The  joints  on  the  $50  patterns  are 
flush  throughout  and  the  rear  forks  and 
stays  are  made  of  oval  tubing  which  is  not 
cranked  as  ordinarily  but  runs  straight  from 
end  to  end.  The  hanger  is  dropped  2%  inch- 
es. The  main  frame  tubes  are  1%  inches  in 
diameter     with    the     exception    of     the  top 


Model  51— Price,  850. 

curved  tube  in  the  lady's  model,  which  is 
one-inch.  The  Remington  patent  chain,  in 
which  the  blocks  as  usually  constructed  are 
dispensed  with  and  whicjfi  has  been  well 
tested  during  the  season  past,  is  fitted  to 
these  models.  The  claim  made  for  this 
chain  is  that  while  it  may  wear,  as  the  best 
of  chains  will,  it  is  absolutely  guaranteed 
against  stretching.  The  seat  post  is  of  spe- 
cial construction  and  has  an  adjustable  slid- 
ing cross  bar  of  solid  bar  steel.  The  post  is 
held  without  any  of  the  common  clamping 
devices,  it  being  secured  in  the  frame  by  a 
simple    wedge    piece,    the    strong    point    of 


The  Cycle  Age  and  Trade  Review 


263 


which  is  that  the  more  weight  that  is 
placed  on  the  saddle  the  tighter  the  post 
is  wedged.  The  rims  and  guards  are  enam- 
eled in  maroon,  while  the  frames  are  finished 
in  black,  maroon  and  dark  green.    Pedals  of 


home  manufacture,  the  appearance  of  which 
is  shown  in  the  illustration,  will  be  fitted 
and  a  choice  of  bars  to  meet  all  require- 
ments is  offered.     In  addition  to   the  above 


Tti£.  Cyclc  A6e^ 


illustrated  patterns,  the  Remington  com- 
pany will  continue  to  market  its  models 
known  as  26  and  27,  which  will  list  at  $25. 


CUTTING  SADDLES,  MODELS  E  AND  T. 

Two  favorite  patterns  from  the  large  line 
of  saddles  manufactured  by  Cutting,  Kaest- 
ner  &  Co.,  241  South  Jefferson  street,  Chi- 
cago, are  illustrated  below.  Model  E,  of 
which   a   top   view   is  presented,   is  a   man's 


saddle  with  a  long  pommel  and  a  wide  seat- 
ing surface.  It  is  built  over  a  steel  base 
padded  with  felt  and  covered  with  leather. 
Plain  truss  wire  springs  are  used.  The 
weight  is  16  ounces.  A  lady's  padded  saddle 
built  over  a  steel  base  7%  inches  wide  by  9 
inches  long  is  offered  at  a  popular  price  in 
model  T,  of  which  a  bottom  view  is  shown. 
The  saddle  is  fitted  with  the  company's  orig- 
inal one-piece  coil  spring,  which  will  be  a 
feature  of  several  of  the  '99  Cutting  patterns. 
The  strictly  cash  system  of  sales  which  was 
carried  out  during  the  past  season  by  this 
company  has  proven  so  satisfactory  that  it 
will  be  continued  for  the  coming  year,  thus 


allowing  prices  to  be  reduced  to  a  point 
which  makes  it  unprofitable  for  the  pur- 
chaser to  buy  on  the  long  time  payment 
plan.  

WORKING  DOUBLE  SHIFTS  ON  WOOD  RIHS. 

The  Fairbanks-Boston  Rim  Co.'s  factories 
are  running  day  and  night  and  shipments 
have  been  made  this  month  to  Hamburg, 
Berlin,  Paris,  Cape  Town,  Johannesburg, 
and  other  foreign  cities.  This,  considering 
that  Fairbanks-Boston  rims  usually  com- 
mand the  highest  prices  prevailing  in  every 


market  of  the  world,  seems  sufficient  evi- 
dence not  only  of  the  superior  quality  of  the 
rims  but  of  the  very  up-to-date  and  ener- 
getic management  behind  the  business.  Ex- 
cellent recommendations  of  the  enduring 
qualities  of  these  rims  are  the  facts  that  the 
late  six-day  race  in  New  York  was  won  on 
them  and  that  the  Mcllraths,  who  recently 
returned  to  Chicago,  made  their  tour  around 
the  world  on  bicj'cles  fitted  with  the  Fair- 
banks-Boston linen  covered  rims.  The  con- 
venient location  of  the  Brantford  factory 
with  relation  to  the  supply  of  raw  material 
and  the  superb  system  by  which  this  is  rap- 
idly converted  into  the  finished  product,  .are 
tersely  expressed  in  the  words  of  a  traveling 
man  who  has  just  returned  from  a  visit  to 
the  Canadian  factory,  as  follows:  "All  they 
have  to  do  is  to  step  out  in  the  back  yard, 
saw  down  a  big  maple  tree,  shoot  it  into  the 
end  of  the  factory  and  it  comes  out  rims  at 
the  other  end."      

WHY  STEARNS  FEATURES  ARE  DISTINCTIVE. 

By  making  in  their  own  factories  all  of  the 
parts  and  fittings  that  go  into  the  manufac- 
ture and  equipment  of  Stearns  bicycles  ex- 
cept the  raw  steel,  tubing  and  balls,  and  the 
saddles,  tires  and  tool  bags,  E.  C.  Stearns  & 
Co.  of  Syracuse  produce  a  line  of  bicycles 
which  embody  so  many  features  peculiar  to 
themselves  that  there  is  no  possibility  of 
mistaking  them  for  the  product  of  an  as- 
sembling shop.  While  Stearns  machines  and 
fittings  are  distinctive  and  not  found  on  oth- 
er bicycles— a  feature  wherein  lies  part  of 
their  value  to  agents— there  is  nothing 
"freakish"  about  them  in  design  of  frame 
or  in  the  mechanics  of  the  bearings.  Espe- 
cial attention  of  the  trade  is  called  to  the 
new  section  the  company  is  using  in  its  rims 
for  next  year.  It  is  of  V  shape  and  com- 
parative tests  by  the  company  show  that  it 
combines  great  strength  with  light  weight. 
E.  C.  Stearns  &  Co.  have  a  completely 
equipped  wood  working  plant  in  which  they 
make  all  of  their  own  rims  from  selected 
rock  maple.  Each  of  these  rims  is  carefully 
inspected  and  tested,  after  which  it  is  given 
the  handsome  orange  finish  which  is  its 
distinguishing  mark.  This  finish  is  of  the 
same  quality  as  that  used  on  the  finest 
grade  of  carriages  and  effectually  protects 
the  rim  from  the  action  of  the  elements, 
thereby  preserving  the  natural  life  and 
strength  of  the  wood. 


CHAIN  LINK  SOLD  SEPARATELY. 

The  illustration  below  shows  more  plainly 
the  construction  of  the  repair  chain  link 
made  by  the  Indiana  Chain  Co.,  of  Indian- 
apolis,   than    cuts    previously     shown.      The 


main  advantage  of  the  link  is  that  it  can  be 
put  into  a  cliain  by  any  rider  without  the 
use  of  a  tool  of  any  kind.  The  link  with  its 
accompanying  pins  Is  sold  separately  for  use 
on  chain  of  any  make. 


VINDEX  HAKERS  READY  TO  FILL  ORDERS. 

The  line  of  Vindex  bicycles,  as  announced 
for  next  year  by  the  Reading  Cycle  Mfg.  Co. 
of  Reading,  Pa.,  will  consist  of  three  mod- 
els, known  under  the  trade  names  of  Vindex 
Light  Roadster,  listing  at  $50;  Vindex,  at 
$40,  and  Simplex  at  $3-5.  All  of  these  models 
have  been  considerably  improved  over  last 
season's  models  and  have  been  well  received, 
the  majority  of  the  company's  former 
agents,  as  well  as  a  number  of  new  ones, 
having  already  signed  contracts  for  the 
coming  season.  The  Reading  company  re- 
ports that  from  present  indic.-itions  its  busi- 
ness the  coming  season  will  far  exceed  that 
of  all  previous  years.  It  has  been  operating 
its  factory  since  October  1  on  new  goods  and 
is  now  prepared  to  fill  orders  promptly. 


ORDERS  COniNG  IN  FAST. 

Arthur  K.  Peck,  general  manager  for  the 
Barnes  Cycle  company  of  Syracuse.  N.  Y., 
states  that  the  outlook  is  unusually  bright 
for  a  good  volume  of  business  during  1809. 
More  orders  have  been  booked  than  ever  be- 
fore at  this  time  and  the  contracts  are  of  a 
liberal  nature.  Orders  are  coming  in  from 
Japan,  South  Africa,  .Australia,  Germany, 
and  France.  The  effect  of  lower  prices  is  to 
make  the  manufacturers  mere  conservative, 
he  thinks,  and  get  the  business  down  to  a 
hardpan  basis.  At  present  300  men  are  em- 
ployed at  the  factory  and  during  the  height 
of  the  season,  which  will  begin  soon,  the 
plant  will  be  run  full  capacity  with  650  men. 
The  company  has  plenty  of  orders  for  im- 
mediate delivery.  There  is  an  increase  in 
the  number  of  orders  for  chainless  machines 
and  Mr.  Peck  says  as  many  high  priced  as 
cheap  bicycles  are  being  sold. 


OFFERS  A  HANDSOME  CALENDER. 

The  United  States  Rubber  Co.,  15  Murray 
street.  New  York,  have  gotten  out  a  very 
pretty  screen  calendar,  9x15  inches,   in  four 


panels,  showing  the  four  seasons.  The  orig- 
inal paintings  are  the  work  of  the  best  ar- 
tists in  New  York,  the  lithographing  in  ten 
colors  by  leading  American  lithographers. 
The  rubber  company  offers  to  mail  one  of 
these  calendars  to  anyone  who  sends  a  two- 
cent  stamp,  mentioning  this  paper. 


STEARNS'  NEW  HANDLE  BARS. 

The  ilustrations  below  show  in  a  very 
graphic  manner  the  exact  appearance  of 
the  handlebars  of  the  Stearns  Yellow  Pel- 
low,  manufactured  by  E.   C.  Stearns  &  Co., 


Syracuse,  N.  Y.  The  picturing  of  handle- 
bars in  place  on  the  new  machine,  which 
plan  is  followed  out  in  the  '99  Yellow  Fellow 
year  book,  gives  a  much  better  opportunity 
to  judge  of  their  exact  relation  to  the  front 


end  of  the  frame,  the  steering  head,  etc., 
than  when  the  bars  are  illustrated  as  en- 
tirely detached.  All  of  the  Stearns  bars  with 
the  exception  of  No.  21  are  17%  inches  wide. 
No.   10  is  an  adjustable  bar  curved  slightly 


forward  and  with  a  2%-inch  downward  or 
upward  curve  according  to  which  way  it  is 
turned.  No.  12  is  similar  in  shape  but  is 
pon-acjustable,  being  brazed  in  an  upturned 
position  and  used  only  when  a  front  wheel 


spoon  brake  is  required.  An  adjustable  bar 
with  21/2  inches  drop  and  a  curve  similar  to 
that  of  No.  10  bar  but  20  or  22  inches  wide 
is  offered  in  No.  21,  while  No.  13  gives  an 
adjustable  racing  bar  with  a  2%-inch  for- 
ward curve  and  a  5-inch  drop.  No.  20  is  a 
non-adjustable  low  racing  bar  with  a  7-inch 
drop.  

EIGHT  FEATHERSTONE  HODELS. 

The  line  of  A.  Featherstone  &  Co.,  Chi- 
cago, comprises  eight  patterns  numbered 
from  A  to  H  and  listing  from  $50  down  to 
$20.  Model  A,  the  30-inch  wheel  pattern, 
has  3%-inoh  hanger  drop,  and  Model  B,  the 


264 


The  Cycle  Age  and  Trade  Review 


other  $50  pattern,  has  28-inch  wheels  and  is 
equipped  as  a  light  read  machine  or  track 
racer.  The  $30  and  $40  machines  are  built 
in  both  men's  and  women's  models.  The 
$40  patterns  have  the  same  crank  hanger, 
seat  post  connection  and  fastening  and  gen- 


eral equipment  as  Models  A  and  B.  The 
hanger  used  on  these  models  is  new  and,  as 
Indicated  in  the  illustration,  is  of  the  two- 
piece  variety  but  differing  in  construction 
from  the  two-piece  hangers  used  on  Models 


E  and  F.  Each  half  of  the  divided  axle  Is 
made  in  one  piece  with  its  adjacent  crank. 
The  left  side  piece  has  a  long,  square,  ta- 
pered,   longitudinal    hole    in    its     inner     end 


Model    A— 30-lnch    wheel    roadster.     Weight,    26>^ 
pounds.    Price,  850. 


Model  B— Special  light  roadster.    Weight,  22  pounds. 
Price,  850. 


Model  C— Weight,  25  pounds.    Price,  $40. 

which  receives  the  correspondingly  shaped 
taper  shank  on  the  other  section  of  the 
axle.  The  two  are  locked  together  by  a 
Jong  sleeve  nut  which  is  turned  with  a  key. 


there  being  no  projection  beyond  the  out- 
line of  the  crank  hub.  As  the  cones  which 
screw  onto  the  axle  sections  are  independent 
in  their  fastenings,  the  adjustment  and 
alignment  of  the  bearings  is  not  disturbed 
by  the  removal  and  replacement  of  the  axle 
and  cranks,  and  it  is  not  necessary  to  re- 
move the  pedals,  sprockets,  etc.,  to  take  the 
hanger  apart.  The  balls  are  held  in  place 
by  retainer  rings  and  a  sleeve  which  sur- 
rounds the  axle.  All  adult  models  are  fit- 
ted with  a  special  seat  post  binder  consist- 
ing of  a  split  taper  sleeve  surrounding  the 
seat  post  and  drawn  up  against  a  corre- 
sponding taper  machined  in  the  outside  of 
the  seat  cluster  connection  by  a  spanner- 
operated  nut  on  top  of  the  cluster.  When 
it  is  desired  to  loosen  or  pull  out  the  post 
the  nut  is  unscrewed,  a  few  light  taps  given 
the  saddle,  and  the  nut  pushed  down  against 
the  top  of  the  cluster.  The  post  may  then 
be  withdrawn.  An  original  expander  device 
is  used  to  clamp  the  handlebars.  Pedals  of 
Featherstone  make  are  fitted  to  the  ma- 
chines and  the  Featherstone  tire  made  un- 
der the  G.  &  J.  patents  constitutes  part  of 


Model  U— Weight,  9.6  pounds.    Price,  840. 


Model  E— Weight,  26  pounds.    Price,  830. 


Model  F— Weight,  27  pounds.    Price,  830. 


Model  G— Juvenile,  24-Jnch  wheels.    Price,  820. 


Model  H— Juvenile,  24-inch  wheels.    Price,  820. 


the  regular  equipment.  Models  E  and  F 
Special,  which  in  other  respects  are  similar 
to  the  regular  $30  patterns  E  and  F,  are 
fitted  with  a  special  single-tube  tire,  the 
Dart,  and  sell  at  $25. 


BUNDY  ACETYLENE  LAMPS. 

A  booklet  just  Issued  by  the  Frank  B. 
Bundy  Lamp  Co.,  of  Elmira,  N.  T.,  describes 
the  construction  and  the  action  of  the  gener- 
ating apparatus  of  the  Bundy  acetylene  gas 
lamp.  While  lamps  for  bicycles,  carriages, 
fire  departments,  headlights  and  for  house 
and  physician's  use  are  made  by  this  com- 
pany, the  generating  parts  are  the  same  in 
all.  The  booklet  describes  the  manner  in 
which  the  Bundy  generator  aims  at  the  even 
generation  of  pure  dry  gas,  non-leakage  and 
absolute  water  feed  control.  The  manner  of 
feeding  the  water  to  the  gas  so  that  the  sup- 


ply shall  be  the  same  at  all  times  regardless 
of  shocks  or  jars  which  would  ordinarily 
tend  to  shake  down  an  oversupply  is  one  of 
the  most  notable  points  in  the  construction 
of  the  Bundy  lamp.  Much  Interesting  and 
profitable  information  concerning  acetylene 
lamps  is  contained  In  the  booklet,  which  is 
now  being  mailed  to  the  trade  and  to  all  in- 
terested parties  who  request  copies. 


COASTER  BRAKES  AND  BI=QEARS  POPULAR. 

The  ordinances  of  Buffalo,  N.  T.,  prohibit 
coasting  in  certain  prescribed  districts  of  the 
city  in  the  sense  that  the  feet  must  not  be 
taken  from  the  pedals.  As  there  are  many 
long  hills  in  the  smoothly  paved  street  with- 
in the  proscribed  territory,  the  announce- 
ment that  the  Automatic  coaster  and  brake, 
made  by  the  Eclipse  Bicycle  Co.  of  Elmira, 
is  to  be  attached  to  many  of  the  standard 
bicycles  next  season  is  hailed  with  delight 
by  the  army  of  Buffalo  riders.  This  device 
and  the  Bi-Gear,  made  by  Brown-Lipe  Gear 
Co.  of  Syracuse,  were  introduced  to  the  Buf- 
falo public  on  a  rather  limited  scale  last 
year,  but  attracted  widespread  attention  and 
many  sales  of  the  machines  to  which  these 
devices  were  attached  followed,  and  it  is  a 
safe  prediction  that  both  devices  will  be  in 
common  demand  next  season. 


TRADE  NOTES. 


The  John  Lonn  Sons'  bicycle  factory  at 
Laporte,  Ind.,  has  just  received  12,000  bicy- 
cle rims. 


The  Schumacher  Acetyllte  Lamp  Co.,  84 
LaSalle  street,  Chicago,  will  be  represented 
in  booth  60  at  the  Chicago  Cycle  exhibition, 
beginning  January  7,  and  at  the  New  York 
show  beginning  January  21. 


The  Coe  Mfg.  Co.,  50  Warren  street,  New 
York,  has  been  appointed  sole  selling  agents 
for  the  complete  line  of  the  Whaley-Dwyer 
Co.'s  stirrup  toe  clips  and  other  specialties 
for  the  eastern  and  middle  states,  Mary- 
land, Virginia,  and  Canada. 


The  American  Machine  Co..  of  Columbus, 
O.,  has  removed  its  general  offices  for  that 
territory  to  the  retail  house  on  South  High 
street,  where  the  company  now  has  two 
very  large  rooms  and  an  immense  basement 
to  accommodate  the  business. 


The  sundry  and  repair  departments  of  the 
Julius  Andrae  &  Sons  Co.,  which  were  for- 
merly located  in  the  downtown  salesrooms 
in  Milwaukee,  have  been  transferred  to  the 
new  Andrae  factory,  making  it  more  conve- 
nient for  both  the  company  and  its  agents, 
by  saving  time.  Mr.  Anderson,  who  has  been 
in  charge  of  this  department  for  years,  has 
moved  to  the  factory  also. 


Charles  F.  Lott,  for  the  past  three  years 
connected  with  the  Anderson,  Ind.,  Cycle 
company  in  the  capacity  of  buyer  and  trav- 
eling salesman,  will  be  at  liberty  after  Jan- 
uary 1  owing  to  the  reorganization  and  in- 
corporation of  the  company  as  the  Erie  Cy- 
cle &  Motor  Carriage  Co.,  and  will  upon  that 
date  be  open  to  engagement.  He  is  well  ac- 
quainted with  the  trade  throughout  Penn- 
sylvania, Ohio,  Indiana,  Illinois  and  Mich- 
igan,   

The  Oniten,  the  only  ten-seated  multiplet 
ever  built,  is  now  in  England,  where  it  at- 
tracted much  attention  at  one  of  the  recent 
cycle  shows.  The  length  of  the  machine,  as 
given  by  the  Waltham  Mfg.  Co.,  is  24  feet 
and  the  w^eight  180  pounds.  When  this  giant 
was  landed  at  Liverpool  no  railway  truck 
was  found  capable  of  taking  such  a  long  ar- 
ticle and  a  tim'ber  truck  of  hugh  proportions 
had  to  ibe  requisitioned  from  the  newest  line 
into  the  metropolis,  the  Great  Central  rail- 
way.   

With  the  beginning  of  the  new  year  the 
■  Olive  Wheel  Co.,  of  Syracuse,  N.  Y.,  will 
increase  its  force  of  workmen  to  150,  the 
prospects  for  a  big  season's  business  being 
better  now  than  ever  before  at  this  time  of 
the  year.  Already  2,000  machines  of  '99  pat- 
tern have  been  completed  and  on  December 
22  the  company  closed  a  contract  for  1.000 
bicycles  to  be  shipped  immediately  to  Co- 
penhagen. During  the  first  week  in  January 
the  company  will  ship  a  carload  of  bicycles 
to  San  Francisco. 


American  Cycle  Machinery  Wanted. 

The  Cycle  Age  is  in  receipt  of  a  com- 
munication from  a  machinery  house  inti- 
mately connected  with  the  English  cycle 
trail<*,  and  with  headquarters  at  Birming- 
ham, which  desires  to  secure  the  repre- 
sentation for  Great  Britain  of  some  first- 
class  American  machinery  concern.  Fur- 
ther information  may  be  obtained  at  the 
office  of  this  paper. 


The  Cycle  Age  and  Trade  Review 


265 


ADLAKE  SPECIAL 


MODEL    A,    30-INCH,    $60.00. 

The  most  stylish  model  yet  produced  and  positively  the  easiest  running.  Worth  every  live  agent's  serious  consideration  if  he  desires  up-to-date  goods. 

Brim  full  of  Adlake  features  and  practical  talking  points. 


ADLAKE   SPECIALS        ...       $60.00  List 
ADLAKES       =       .       =       =        =  40.00  List 

ALASKAS  =       =        =       =        =  30.00  List 

Agents  should  see  the  line  before  closing  contracts. 


Tbe  Adarn?  &  WejtIaKe  So.  ^^^^^ 

Makers  of  "  The  Wheel  of  High  Degree." 


5^"ADMIRAL" 


List  $30 

M.  St  W.  tires;  li<-in.  flush  joints;  2 
piece  hanger;  3-16  in.  chain;  oval 
crown;  D  rear  forks;  large  sprockets. 

We  want  a  few  more  good  jobbers  to 
handle  this  fast  seller. 

iVlARCH=DAVIS  CYCLE  MFG.  CO. 

FACTORY:  HFRS. 

44th  and  North  Aves.  47  Warren  Street, 

CHICAQO  NEW  YORK 


UNION 


CYCLES  E2?  1 899 


"  BUILT  ON  A  GOLD  BASIS. 


jj 


UNION  REDHEAD List  $50  ]  UNION  "P"ERFECTION. 

UNION  WHITEHEAD '*       65  V         UNION  -D"URABIUTY. 

UNION  ROLLER  GEAR  CHAINLESS,     "       75 )  UNION  "Q"UALITY. 

*'OUR  WORST   IS    BETTER    THAN   THE    OTHER   FELLOW^S  BEST/' 

The  UNION  ROLLER  GEAR  CHAINLESS  wUl  be  heard  from  In  1899.    SPEEDIEST  BICYCLE  BUILT. 

The  UNION  agency  is  valuable.  If  you  don't  get  it  you  will  wish  you  had.   WRITE  NOW.  — 

UNION  CYCLE  MFG.  CO.,  -  Highlandville,  Mass. 


266 


The  Cycle  Age  and  Trade  Review 


THE  PASTIHE  AND  SPORT 


WINS  AGAINST  MOTOR  PACING 

Foumier's  Petroleum  Multicycle  Proves  too  Slow 
for  Elkes'  Human  Pacemakers. 


New  York  City,  Dec.  27.— Motor  pacing 
in  open  competition  and  against  man 
pacing  bad  its  first  trial  in  this  country 
at  the  indoor  races  at  Madison  Square 
Garden  last  night,  when  Hairy  Elkes, 
paced  by  seven  tandems,  rode  a  twenty- 
mile  match  against  Henri  Fournier's  pe- 
troleum motor,  to  be  followed  the  first 
ten  miles  by  Jay  Eaton  and  the  last  ten 
by  Teddy  Goodman. 

The  battle  was  actually  to  have  been 
between  the  pacemakers  and  Fournier. 
The  former  realized  that  their  means  of 
livelihood  hung  in  the  balance,  while  the 
Frenchman  equally  realized  that  if  suc- 
cessful he  would  probably  have  lucrative 
employment  for  his  machines  so  long  as 
middle-distance  racing  remains  popular. 

When  Fournier  mounted  on  his  funny 
machine,  which  puffed  around  the  track 
like  a  little  toy  steam  engine,  the  crowd 
stared  for  awhile,  and  then  howled  with 
glee,  so  incongruous,  so  out  of  place  on 
a  cycle  track,  did  it  seem;  but  Fournier, 
gradually  turning  on  a  little  more  power, 
flew  around  the  track  on  a  trial  spin  at  a 
speed  that  opened  the  spectators'  eyes. 
Eaton  and  Elkes  started  from  opposite 
sides  of  the  track,  falling  in  behind  their 
pacing  machines  as  the  latter  came 
around  to  them.  Elkes  gained  from  the 
start,  and  on  the  third  lap  was  on  even 
terms  with  his  rival.  Fournier  seemed 
unable  to  attain  a  high  rate  of  speed  as 
quickly  as  he  had  intended  and  for  the 
first  mile  steadily  fell  behind.  The  pace 
was  fast,  2:00  4-5,  for  the  first  mile  and 
1:571-5  for  the  second.  At  this  point 
Elkes  was  a  lap  in  the  lead.  Early  in 
the  third  mile  Fournier  began  to  draw 
up  on  Elkes,  when  an  accident  put  him 
out  of  the  contest,  to  the  satisfaction  of 
scores  of  pacemakers  and  their  friends 
present.  The  driving  belt  connecting  the 
motor  and  the  driving  wheel  of  the 
Frenchman's  bicycle  parted  and  Eaton 
narrowly  averted  running  into  him. 

Extra  tandem  pacemakers  were  sent  on 
to  the  track  to  carry  Eaton  and  Goodman 
the  remainder  of  the  distance,  but  the 
task  was  a  hopeless  one  for  them.  When 
Goodman  relieved  Eaton  at  ten  miles 
Elkes  was  leading  by  nearly  three-fourths 
of  a  mile.  His  time  at  that  point  was 
20:421-5. 

At  twenty  miles,  Elkes,  who  had  ridden 
in  splendid  form,  was  one  mile  in  ad- 
vance of  his  rivals.  His  time  for  the  dis- 
tance was  41:41  2-3. 

In  the  sprint  races,  Frank  Kramer,  the 
amateur  champion,  made  his  debut  as  an 
outlaw,  winning  the  half-mile,  with  Ertz, 
last  year's  champion,  second. 

Harry  Gibson,  of  Cincinnati,  yclept 
Michael  No.  2,  rode  an  exhibition  half  in 
:59  1-5,  indoor  record  time. 

Summaries  of  the  professional  events 
are  as  follows: 

Half-mile,  scratch— Oscar  Hedstrom,  first; 
Harry  Caldwell,  second;  George  Kraemer, 
third;  Nat  Butler,  fourth.    Time,  1:05  2-5. 

One-mile  handicap — George  Kraemer,  50 
yards,  first;  Oscar  Hedstrom,  40  yards,  sec- 
ond; Robert  Miller,  50  yards,  third;  Oscar 
Babcock,  80  yards,  fourth.    Time,  2:19. 


ceeded  in  winning  the  1,000-meter  handi- 
cap from  scratch  in  1:17  4-5,  broke  the 
track  record,  and  won  the  tandem  race 
with  Tommaselli  as  t«am  mate.  Tomma- 
selli  defeated  him  in  the  Prix  de  Murcie 
5,000-meter  race,  in  which  each  rider  took 
his  turn  at  pacing  until  Tommaselli  made 
his  jump  as  usual  and  maintained  his 
lead  in  spite  of  Banker's  efforts,  crossing 
the  tape  half  a  wheel  to  the  good.  Only 
one  Spaniard  took  part  in  the  races,  and 
he  suffered  defeat  throughout. 


ENDORSE  WHEELMEN'S  EFFORTS 


TO  GIVE  UP  HORSES 


nichael  Decides  to  Stick  to  Bicycle   Racing  Under 
Weinig's  Management — Enter  His  Successors. 


Now  comes  the  announcement  that  Mi- 
chael— the  mysterious,  the  vacillating, 
who  is  married  but  has  no  wife,  who 
though  a  bachelor  sought  a  divorce  in 
Crown  Point,  whose  bitterest  rival  is  his 
dear  friend  "Tom  Linton,  who  has  repeat- 
edly renounced  racing  on  a  bicycle  to  be- 
come the  claimant  against  his  newest 
chum.  Tod  Sloane,  for  jockey  champion- 
ship honors — this  small  but  uncertain 
quantity  has  thrown  over  his  new  trainer, 
George  McLeish,  whom  he  took  to  Eu- 
rope with  him  on  his  last  trip,  and  under 
the  management  of  Al  Weinig  will  again 
enter  competition  races  on  the  bicycle. 

To  what  this  sudden  change  of  purpose 
is  attributable  is  not  made  clear,  but  to 
any  who  has  ever  attempted  to  learn  any- 
thing definite  regarding  the  midget  this  is 
not  surprising.  The  announcement  states 
that  Michael  is  to  appear  in  middle  dis- 
tance races  in  San  Francisco  and  else- 
where, starting  in  February  under  the 
management  of  Messrs.  Kennedy,  Brady 
and  Tim  Hurst.  Weinig  and  Michael  left 
New  York  last  Friday  night  for  Nashville, 
there  to  do  three  weeks'  hard  training  be- 
fore joining  the  six-day  men  at  St.  Louis 
on  their  way  to  the  coast. 

While  Michael  is  leaving  New  York  two 
other  riders  of  miniature  stature  are  ar- 
riving to  take  his  place.  These  are  Harry 
Gibson,  of  Cincinnati,  known  as  Michael 
No.  2,  and  Joe  Downey,  of  Boston,  known 
as  Michael,  Jr.  Gibson  has  beaten  Martin 
at  the  middle  distance  paced  game.  Dow- 
ney is  an  amateur  of  5  feet  3  inches,  97 
pounds  in  weight,  and  uses  a  116  gear.  He 
is  a  wonder  in  stature  and  is  but  15  years 
of  age.  Downey  is  considered  the  athletic 
marvel  of  the  age,  for  his  ability  already 
shown  in  a  mile  paced  record  of  1:46,  a 
five-mile  ride  in  second  place  back  of 
pace  in  9:27,  and  ten  miles  unpaced  in 
25:30.  In  the  anthropometric  chart  he 
stands  409.2  in  a  test  of  strength  where 
the  average  full  grown  athlete  stands  at 
but  500.  Gibson  will  be  matched  with  the 
professionals,  Downey  against  Charlie 
Earl,  the  amateur  hour  record  holder. 


American  Wins  in  Spain. 

George  Banker  continues  to  be  the 
drawing  card  on  the  European  winter  cir- 
cuit, although  he  must  have  had  some 
misgivings  as  to  his  reception  at  Murcie, 
Spain,    on  December  11,  where  he   suc- 


Evolution  of  Cycling  Dress. 

The  evolution  in  cycling  dress  for  wo- 
men has  been  rapid  during  the  past  three 
years.  From  the  long  walking  skirts  first 
used  when  cycling  was  not  yet  a  recog- 
uized  pastime,  the  nightmare  season  of 
bloomers  was  entered  and  passed,  and 
now  the  sensible  and  becoming  short 
skirt,  divided  or  not,  over  bloomers  is 
the  vogue.  In  the  same  way  the  knee 
high  boots,  with  leather  or  cloth  tops, 
first  especially  designed  for  use  on  the 
bicycle  have  been  superseded  by  a  boot 
no  higher  than  a  golf  shoe  which  does  not 
wrinkle  nor  bind  the  muscles  of  the  leg 
and  which  is  not  uncomfortably  hot  in 
midsummer  and  does  not  take  so  long  as 
the  others  to  lace  or  button. 


Farmer's  Adopt  Resolutions  at  Their  National  Con- 
gress Favoring  State  Aid  for  Road  Building. 

The  Farmers'  National  Congress,  which 
has  just  closed  its  annual  session  at  Fort 
Worth,  Tex.,  has  passed  resolutions 
strongly  endorsing  the  system  of  state 
aid  to  road  building,  and  commending 
the  efforts  of  the  League  of  American 
Wheelmen  for  its  general  introduction. 

The  passage  of  these  resolutions  marks 
a  signal  success  for  the  higbway  im- 
provement committee  of  the  L.  A.  W.  It 
means  that  the  farmers,  who  have  so 
long  looked  with  doubts  and  misgivings 
upon  the  good  roads  work  of  the  L.  A. 
W.,  are  beginning  to  understand  that  this 
work  is  in  their  own  interest,  and  that 
by  working  in  harmony  with  the  L.  A. 
W.  they  can  bring  about  the  construction 
of  durable  highways  without  being 
obliged  to  bear  all  the  expense,  as  they 
have  so  long  supposed  they  would  have 
to  do. 

The  Farmers'  National  Congress  con- 
sists of  about  450  delegates,  representing 
nearly  every  state.  It  is  the  strongest 
agricultural  body  in  the  United  States,  a 
thoroughly  representative  body  of  wide- 
awake, up-to-date,  although  conservative, 
farmers,  and  was  declared  by  William  H. 
Hatch,  for  many  years  chairman  of  the 
house  committee  on  agriculture,  to  have 
more  influence  with  Congress  than  all 
other  agricultural  bodies  combined.  Its 
endorsement  of  state  aid  to  road  work 
will  have  much  weight  with  the  legis- 
latures and  with  farmers  generally,  and 
opens  the  way  for  united  action  between 
its  members  and  the  farmers  of  the  Unit- 
ed States. 

The  passage  of  these  resolutions  is  the 
result  of  the  efforts  of  Otto  Dorner,  chair- 
man of  the  hishway  improvement  com- 
mittee L.  A.  W.,  who  has  attended  the 
sessions  of  the  congress  for  three  succes- 
sive years.  His  farmer  friends,  who  were 
delegates  from  Wisconsin,  selected  him 
to  represent  that  state  on  the  committee 
on  resolutions  at  this  last  meeting,  and 
this  committee  elected  him  as  its  secre- 
tary and  passed  the  good  roads  resolu- 
tions he  presented  bv  a  vote  of  23  to  2. 
The  resolutions  in  full  are  as  follows: 

Resolved,  That  the  best  interests  of  Amer- 
ican agriculture  demand  the  construction  of 
first-class  roads  connecting  farms  with  meir- 
ket  towns; 

That  the  cost  of  their  construction  is  too 
considerable  to  be  borne  by  farm  property 
alone; 

That,  as  the  entire  population  is  interested 
in,  and  benefited,  directly  and  indirectly,  by 
good  roads,  all  property  ought  to  contribUt«iJ 
to  the  cost  of  their  construction,  through 
the  medium  of  a  state  tax; 

That  we  endorse  the  system  of  state  aid 
to  roads,  because  it  appears  to  solve  the 
good  roads  problem  in  the  farmer's  interest; 
it  largely  decreases  the  cost  of  road  con- 
struction to  local  communities,  provides  a 
means  by  which  the  large  city  taxpayers 
and  corporations  owning  valuable  franchises 
from  the  state  are  made  to  share  in  the  ex- 
pense, and  properly  leaves  it  optional  with 
farming  districts  to  avail  themselves  of  its 
provisions  or  not,  as  they  may  choose; 

That  we  believe  the  state  aid  system  suita- 
ble to  most  states  in  the  union,  and  com- 
mend the  efforts  of  the  National  Road  Par- 
liament, the  League  of  American  Wheelmen 
and  the  government  office  of  road  inqaJfy 
to  make  this  system  of  road  C'&rastructfow 
generally  known  and  understood',  and  to 
bring  about  its  general  adoption. 


Taylore  Will  Ride  At  Home. 

Edouard  Taylore,  the  speedy  young 
Frenchman  who  returned  to  his  native^ 
land  last  week,  says  that,  notwithstand- 
ing his  fine  of  $200  and  suspension  by  the 


The  Cycle  Age  and  Trade  Review 


267 


5^  fj»cj^f$»f$»fj»<$»fj»i$»  AAf^iJ»cJ»f^  ^^ 


THINK  OF  IT^^ 

One  Mile  in 

1:311 

made  on 


h|j^«|>«|j«&i|i>«|»«|»t|>^t&  ^^ 


m  99  LAMP 
WONDER 


Lamps — 
Acetylene  Gas 

Weight,  8  ounces. 
Height,  4j  inches. 
Burns  5  Hours. 

Combination  Bracket,  Con- 
vex Lens,  Jewels,  Strictly 
High  Grade.?*  ^  ^  ^  ^ 


THE   WFRR"  DOUBLE  GRIP 

ADJUSTABLE 
HANDLE  BAR 


Unlimited 

Adjustments. 
No  Brazing. 
Perpetual 

Guarantee. 
Seamless  Tubing. 

Our  Prices 
Are  Right. 


THE  SAINFOPD  &  FOLLOW  CO. 

235  Lake  Street,  Chicago,  III. 


rr 

u 
n 

rr 
u 


rr 


u 
n 
u 
u 


B 


AY  STATE 


WOOD  RIMS 


S  PIECE  NON-SPLITABLE.    Finest  Quality  Hade. 
2  PIECE  LAMINATED.     The  Peer  of  Any  Lami- 
nated Rim. 
1  PIECE  K  &  C  LOCK-JOINT.    Strongest  Joint  Made. 

Buy  the  best.     Don't  handicap  your  wheels  with  cheap,  flimsy  rims. 
Write  for  prices. 

BAY  STATE  WOOD  RIM  CO. 

Mention  The  Cycle  Age 


.AVER,    MASS. 


u 


rr 

u 
u 
rr 
rr 
rr 
rr 
rr 
rr 
rr 
u 
rr 
rr 
rr 

15 

rr 


AGENCIES  WANTED. 

AUSTRALIA  AND  NEW  ZEALAND. 

Frank  Grimley,  263  and  264  Clarence  St.,  Sydney, 
N  S  W.,  importer  of  bicycles  and  their  accessories, 
bicycle  mafeers'  materials  and  tools,  for  trade  buyers, 
is  open  to  npgotiate  for  exclusive  agency  for  manu- 
facturers of  those  lines  and  to  introduce  and  push  the 
sale  of  their  goods  throughout  Australia  and  New 
Zealand  on  manufacturt-rs'  account  or  to  purchase 
right  out.  Quotations  and  samples  of  nnv^  Ities  in- 
vited. Unquestionable  references  on  application  to 
the  proprietors  of  this  ioumal. 


% 


^^ 


268 


The  Cycle  Age  and  Trade  Review 


L.  A.  W.  for  riding  at  unsanctioned  meets 
in  this  country,  lie  will  resume  racing  in 
France.  Regarding  the  matter,  he  is 
quoted  as  saying:  "Why  should  I  pay 
$200  to  the  L.  A.  "W.  ?  I  can  ride  at  home. 
Our  riders'  organization  is  so  nearly  the 
same  as  the  American  Racing  Cyclists' 
Union  here  and  our  plan  of  controlling 
the  sport  is  so  nearly  the  plan  adopted 
here,  that  in  France  I  am  confident  union 
men  will  ride  as  much  as  they  desire. 
Our  U.  V.  F.  is  composed  of  the  track 
owners  and  promoters.  So  is  yours.  Our 
syndicate  of  racing  men  is  the  same  as 
your  union.  The  U.  V.  F.  works  with  the 
syndicate,  and  the  latter  has  representa- 
tion in  the  U.  V.  F.  The  tracks  in  our 
country  give  meets  once  each  year  for 
the  benefit  of  the  racing  men's  fund,  as 
yours  will  another  year.  The  entire  plan 
in  France  is  the  same  as  has  been  adopt- 
ed here,  and  the  U.  V.  F.  has  only  to 
know  that  the  National  Cyclists'  Associa- 
tion is  the  strongest  to  form  an  alliance 
with  it.  In  the  meantime,  I  anticipate 
not  the  slightest  trouble  in  racing  at 
home,  and  shall  not  worry  at  all." 


NEWS  IN  BRIEF. 

Piatt  Betts,  the  English  rider,  will  desert 
the  paced  game  next  season  and  enter  the 
sprints. 

J.  Frank  Starbuck,  of  Harrisburg,  Pa., 
has  secured  some  one  to  back  him  for  a  rac- 
ing trip  to  Australia. 

Jimmy  Warburton,  who  was  a  member  of 
the  N.  C.  T.  A.  pacing  team  last  season,  has 
gone  on  the  vaudeville  stage  in  London. 

Tom  Cooper  is  planning  a  trip  to  Europe 
next  summer  to  enter  into  competition  with 
the  European  cracks.  It  will  be  his  first 
trip  abroad. 

Lee  Richardson  will  go  to  London  next 
year  under  contract  to  appear  at  the  Al- 
hambra  theater  June  i  for  a  three  months' 
engagement. 

Some  of  the  best  French  cracks  have  gone 
away  to  serve  their  time  as  soldiers.  They 
are  Morin,  Mercier,  Boulay,  Nieuport,  Pre- 
vot  and  others. 

Paul  H.  Nippert,  a  prominent  young  insu- 
rance man,  and  a  lover  of  outdoor  sports, 
has  been  elected  president  of  the  California 
Associated  Cycling  Clubs. 

Eddie  MoDuffee,  Harry  Elkes  and  Harry 
Gibson  have  decided  to  follow  Jimmy  Mi- 
chael to  San  Francisco.  Each  of  the  three 
hopes  to  arrange  a  match  race  with  the  lit- 
tle Welshman. 

Trainer  John  "West,  who  had  decided  to 
leave  the  race  track,  wlil  accompaiiy  Miller 
to  San  Francisco  and  care  for  him  in  the 
forthcoming  142-hour  contest.  After  that 
he  says  he  will  retire. 

Eddie  McDuffee  has  decided  to  do  no  rid- 
ing for  records  this  winter.  He  expects  to 
go  to  California  in  order  to  arrange  a  match 
with  Jimmy  Michael.  He  has  wanted  such 
a  race  ever  since  the  fiasco  in  Philadelphia 
last  August. 

A  young  Englishman  named  Albert  Tow- 
ner announces  that  he  ihas  determined  to 
undertake  the  task,  in  which  Teddy  Ed- 
wards failed,  of  riding  365  consecutive  cen- 
turies, beginning  January  1.  Towner  says 
that  he  will  not  vary  his  route,  but  intends 
to  ride  from  London  to  Brighton  and  back 
each  day  for  a  year. 

W.  A.  Brady,  promoter,  is  quoted  as  au- 
thority for  the  statement  that  a  six-day 
race  under  the  provisions  of  the  Shanahan 
law  will  be  run  in  Chicago  some  time  this 
winter,  probably  in  February  or  early  in 
March.  The  long-distance  men  who  are  go- 
ing to  the  coast  to  participate  in  the  San 
Francisco  grind  are  expected  to  be  competi- 
tors in  the  Chicago  affair.  The  Illinois  law 
makes  it  compulsary  on  the  men  and  man- 
agement that  the  competitors  rest  every 
twelve  hours  or  oftener. 

A  good  roads  bill  is  to  be  submitted  to  the 
Illinois  legislature  during  the  present  ses- 
sion. The  bill  provides  that  the  governor 
shall  appoint  a  good  roads  commissioner 
which  shall  select  several  highways  connect- 
ing the  important  cities  and  towns  of  the 
state  to  be  improved  at  the  expense  of  the 
state  and  of  the  municipalities  through 
Which  the  roads  pass.  It  is  proposed  to  em- 
ploy convict  labor  to  break  the  stone  to  be 
used  for  road-building  material. 


MORE  IMPROVEMENTS. 

Further  additions  in  train  service  have  re- 
cently been  instituted  by  the  Baltimore  &  Ohio 
Railroad  in  inaugurating  a  day-light  schedule 
between  Chicago,  Akron  and  Cleveland  leaving 
Chicago  10:25  a.  m.  via  train  No.  8  and  reach- 
ing the  points  named  the  same  evening.  This 
is  in  addition  to  through  train  service  with 
Pullman  sleeping  car  between  the  same  points 
via  train  46  leaving  Chicago  7:30  p.  m.  daily. 
Fares  to  Cleveland  via  the  Baltimore  &  Ohio 
Railroad  are  lower  than  by  any  other  line.  For 
detailed  information  call  at  ticket-oflSce,  193 
Clark  Street,  Auditorium  Hotel,  Grand  Central 
Passenger  Station  or  address  B.  N.  Austin,  G. 
P.  A.,  Chicago. 

MISCELLANEOUS. 

A<T*rtbenient(  onder  this  head  6  oents  per  word  flrst 
Insertloii,  8  oents  per  word  each  Insertion  thereafter.  Cash 
with  order,  Express  orders,  postofflce  orders,  or  stamps 
receiTed. 

WANTED 

WANTBD— One  good  agent  In  every  large  city  in 
the  United  States  for  the  best  selling  bicycle  repair 
tool  on  the  market.  Big  money  for  good  agents.  The 
Heath-Quimby  Co.,  Minneapolis,  Minn.  * 

■WANTl^D— I  have  simple  and  practical  chainless 
•device  for  bicycles;  cheaply  manufactured  with  ordi- 
nary machinery;  would  like  responsible  manufactur- 
ing company  to  apply  for  patents  and  manufacture. 
Addrtss  Heney  C.  H.  S.,  care  Cycle  Age. 

FOR  SALE 

FOR  SAI^B— Complete  sets  of  bicycle  pedal  tools 
and  dies  for  sale.    Address  Pedal,  care  Cycle  Age. 

NEW  CHAINIVESS  BICYCIVE— Patent  al- 
lowed for  all  claims  presenUd.  Mechanical  simp  ic- 
Ity;  lighter,  stronger,  more  speed;  no  expert  adjust- 
ment or  repairs,  easy  manufacture.  Inventor  desirous 
of  co-operation  in  selling  foreign  patents.  Address 
Twentieth  Century,  Room  1308,  Lord's  Court  BIdg., 
Exchange  Place  and  William  Street,  New  York  City. 


JOBBERS, 

Send  for  electros 
and  prices. 


IliiNew  Christy  Racing  Saddle 


A  slight  swerve  may  mean  the  loss  of  a  race. 
The  long  pommel  gives  just  the  support 
needed  to  keep  the  wheel  steady  In  a  spurt 
Eddie  Bald.  Jimmy  Michael  ann  Earl  Kiser 
use  it,  and  they  cannot  afford  to  have  any- 
thing but  the  best.  Once  a  Christy  Rider 
Always  a  Christy  Advocate. 

A.  G.  SPALDING  8  BROS.,  NEW  YORK  and  CHICAGO 


RBFERSB  BICYCI,BS  are  money  making 
bicyclps  Why?  Because— be>-t  material,  best  work- 
manship, elegant  finish,  prompt  deliverl»s,  prices 
right.  Investigate  and  fecure  exclusive  territory. 
Referee  Cycle  Co.,  309  56  Filth  Ave.,  Chicago. 

TO  MANUFACTURERS  of  Bicycles  and  Bicy- 
cle Fittings;  also  Jobbers  of  Fittings.  On  account  of 
rf  tiring  from  business  are  closing  out  at  bargain 
prices  bicycle  parts  and  fittings,  also  factory  equip- 
ment, consisting  of  machinery,  standard  small  tools 
In  great  variety,  special  bicycle  tools,  general  line  of 
equipment  and  supplies.  All  in  first-class  condition. 
Send  for  cataloeue.  Something  in  the  If^t  sure  to  be 
of  interest.  Address  The  Moore  Cycle  Fittings  Co., 
50  Mechanic  St.,  Newark,  N.  J. 

FOR  SAI^E 

10,000  feet  Brazed  Interlocked  Tubing,  assorted,  %-in., 
%-m.,  lYs-m..  ^-in. 
250  pair  Seamless  Fork  Sides. 
250  sets  Frame  Connections. 

5  Screw  Machines. 
4  Lathes. 

1  Oil  Extractor. 

6  Drill  Presses. 
1  Tool  Grinder. 

■  3  Bicycle  Trunks  in  good  condition. 
Write  for  information  and  special  prices  to 

The  Fred  J.  Meyers  Mfg.  Co., 

Hamilton,  Ohio.— 2 

FOR  SAl^E— Sprockets.  6,000  Billings  &  Spencer 
sprocket  torgings,  2000  seat  post  clusters;  very  cheap. 
Shelby  Cycle  Mfg.  Co.,  Shelby,  Ohio.— 2. 


INSTANTANEOUS 

Pump  Chuck 

For  Foot  Pumps. 

Samples   sent 
prepaid,  40  cts. 

VEHICLE  PUMP 
CO.,  1556  Fulton 
St.,  Chicago,  III. 


Crane  is  a  Great  Rhytaestet. 

Charles  S.  Crane,  the  general  passenger 
agent  of  the  Wabash,  is  quite  a  poet,  and 
has  written  many  nice  things.  Recently  he 
read  the  poem  on  the  "Music  of  the  Wheels," 
written  by  E.  B.  Coyle,  for  the  Baltimore 
Morning  Herald,  which  runs  as  follows: 

MUSIC  OF  THE  WHEELS. 

When  you're  riding  on  the  railroad 

At  a  mile-a-minute  crack, 
Did  you  ever  note  the  rhythm 

Of  the  wheels  along  the  track? 
Is  there  any  great  composer 

Of  sharps  and  flats  and  bars 
Can  equal  in  his  cadences 

The  music  of  the  cars? 

Whether  dashing  through  the  meadow, 

Or  the  tunnel's  choking  grime, 
You  will  never  hear  them  falter 

From  the  measured  beat  of  time; 
Charging  wildly  'mongst  the  mountains, 

Or  by  the  river's  bank, 
Tou  will  always  find  them  playing— 

Click-clickety-click-clank. 

Every  air  that  has  been  written 

Since  the  days  of  wicked  Cain 
Finds  a  fit  and  perfect  setting 

In  the  rhythm  of  the  train; 
From  opera  to  comic  song,  , 

From  Patti  down  to  Cline, 
You  can  hum  all  sorts  of  ditties 

While  rushing  down  the  line. 

After  reading  the  above  Mr.  Crane  got  his 
typewriter  in  order,  and  by  screwing  up  the 
poetical  lever  ground  off  the  following; 

It's  too  bad  to  spoil  the  story 

Told  in  cadence  sentimental. 
But  it's  not  so  on  the  Wabash 

With  its  famous  "Continental." 

If  you  are  about  to  travel 
Please  note  the  following  points, 

The  Wabash  track  is  perfect. 
And  you  cannot  count  the  joints. 

In  its  wheels  there  is  no  music, 

At  a  mile-a-minute  gait; 
And  of  course  there  is  no  rhythm 

On  a  track  that's  up-to-date. 

There  is  no  measured  beat  of  time; 

In  fact  it  can't  be  measured. 
We  beat  our  rivals  every  time, 

A  fact  that  should  be  treasured. 


WANTED 

WANTED— To    know    whether    the    roller 
chain  is  better  than  the  block  chain. 


FOUND 

FOUND  —That  some  of  our  customers  prefer 
the  block  chain;  others  use  nothing  but  the 
roller  chain. 


FOR  SALE 

FOR  SALE— The   Roller    Block    Chain, 

which  combines  the  rigidity  and  lasting  qualities 
of  the  block  with  the  frictionless  running  of  the 
roller  chain. 


PERSONAL 

PERSONALLY  the  manufacturer  and  the 
dealer  can  afford  to  investigate  the  merits  of  a 
chain  that  pleases  everybody.  We  show  it  below 
with  our  special  coupling  link  which  can  be  de- 
tached without  tools. 


THAMES  CHAIN  &  STAMPING  CO. 


NORWICH.  CONN. 


The  CfCLE  Age 

And  Trade  review 


Vol,  XXII— No   10. 


CHICAGO,  JANUARY  5,  1899. 


New  Series  No.  59. 


BOARD  OF  TRADE  TO  DISBAND 


REQUISITE     STOCK     VOTE     CAST 


Six  Shareholders  fleet  and  Satisfy  the 

Wishes  of  a  Majority  of  the 

ilembers. 


New  York  City,  Jan.  2. — Five  stock- 
holders fretted  with  impatience  this 
moi'ning  in  the  rooms  of  the  National  Cy- 
cle Board  of  Trade  while  waiting  for  a 
sixth  to  appear  and  lend  assistance  in 
strangling  the  organization. 

The  absentee  doubtless  had  scruples 
about  running  to  a  funeral. 

"Let's  go  ahead  without  our  absent 
brother,"  suggested  the  Man  at  the  End 
of  the  Rope. 

"But  supposing  it  should  slip  again?" 
was  the  apprehensive  rejoinder. 

The  headman  shuddered. 

It  Was  Necessary  to  Adjourn. 

There  was  nothing  to  do  but  adjourn 
and  visit  the  Poland  water  establishment 
across  the  street. 

"This  is  on  me,"  said  the  headman, 
thereby  confirming  his  reputation  for  wit. 

In  the  afternoon  the  missing  stockhold- 
er put  in  an  appearance  and  was  greeted 
with  tumultuous  enthusiasm.  He  had 
skated  across  the  north  river  from  Jersey 
with  forty-two  shares  of  stock  securely 
strapped  to  his  back;  time — 2  hours  and 
11  minutes. 

"We  will  now  proceed  to  do  those 
things  which  we  have  left  undone,"  de- 
clared the  Man  at  the  End  of  the  Rope. 

"Are  strangle-holds  barred?"  inquired 
the  new  comer. 

"The  committee  on  arbitration  and 
laws  will  answer,"  blithely  retorted  the 
headman. 

The  secretary  made  a  note  of  the  joke 
and  proceeded  to  count  the  shares  repre- 
sented. 

"Announce  the  vote  in  a  loud  voice,  Mr. 
Secretary,"  said  the  Man  at  the  End  of 
the  Rope.  , 

The  secretary  quailed — he  is  an  ardent 
sportsman.  He  drew  in  his  breath.  He 
shot  it  out  again.    Then  he  spoke: 

Twenty  Shares  to  Spare. 

"I  see  your  finish,  gentlemen.  Two- 
thirds  of  the  stock  would  be  594  shares — 
614  shares  have  been  voted  for  the  dis- 
bandment  of  the  Board." 

At  the  conclusion  of  the  meeting  the 
simple  editor  of  the  Wheel  begged  per- 
mission to  read  a  paper  setting  forth  his 
views  on  the  subject  of  "Brazing  by  Im- 
mersion," but  was  told  that  his  head  tube 
was  cracked  and  the  spelter  in  it  had  run 
out. 


Local  Show  Spaces  at  a  Premium. 

Philadelphia,  Jan.  2. — The  rivalry  for 
desirable  spaces  among  prospective  ex- 
hibitors at  the  coming  show  of  the  Phila- 


delphia Cycle  Board  of  Trade  recently  be- 
came so  bitter  that  the  committee,  as  in 
former  years,  decided  to  auction  off  the 
choice  to  the  highest  bidders.  The  attend- 
ance at  the  sale  was  excellent  and  the  bid- 
ding spirited.  Among  those  present  were 
representatives  of  not  a  few  out-of-town 
manufacturers  and  the  agents  of  two 
French  makers  of  automobiles.  In  all, 
about  120  of  the  200  available  spaces  were 
disposed  of  at  premiums  ranging  from  $5 
to  $65.  Representatives  of  no  less  than 
half  a  dozen  automobile  makers,  includ- 
ing the  two  French  firms  above  men- 
tioned, secured  spaces. 


IDE  PLANT  RUNNING  AGAIN. 


Former   Employes   Secure    Backing   and    Form   a 
Company— Assembling  Begun. 


The  plant  of  the  F.  F.  Ide  Mfg.  com- 
pany in  Peoria  is  now  being  operated  un- 
der the  same  name  by  a  new  company 
composed  of  men  who  were  former  em- 
ployes of  the  old  company,  backed  by 
some  outside  capitalists  whose  names  are 
withheld.  F.  F.  Ide  is  not  interested  in 
the  new  organization,  which  will  not  be 
a  stock  company,  and  it  is  not  the  inten- 
tion at  present  to  incorporate  it.  Instead 
of  manufacturing  the  machines  complete, 
the  company  has  placed  contracts  with 
eastern  makers  for  the  parts,  which  will 
be  assembled  in  the  Ide  plant.  The  prod- 
uct will  be  marketed  for  $35  and  will  be 
built  after  the  pattern  of  the  Ide  ma- 
chines. 

The  old  company  sold  off  most  of  the 
machinery  of  the  plant  so  that  there  were 
but  a  few  pieces  left  in  the  building  when 
it  was  decided  to  renew  operations.  Ad- 
ditional equipment  has  been  purchased 
and  set  up,  however,  and  the  plant  en- 
tirely renovated  so  that  work  could  be 
recommenced  with  the  beginning  of  the 
new  year. 

President  of  Codling  Mfg.  Co.  Dead. 

Lester  Goodenough,  who  was  president 
of  the  Codling  Manufacturing  company  of 
Bristol,  Conn.,  died  December  26.  Though 
feeling  his  loss  keenly,  it  is  thought  the 
business  of  the  company  will  not  be  af- 
fected. 


CONTENTS. 


Palmer-Huss  Tire  Decision    - 
The  Model  Bicycle  Swindle 
riotor  Vehicles  for  Europe     = 
Editorial         -       =        =       .        , 
Fast  Freight  vs.  Express 
Commerce  in  Foreign  Markets 
rienace  to  Express  Service     - 
Subjects  of  General  Interest 
Recent  Patents  =.       =       = 

Speed  and  Gear  Changes    - 
Three-Cylinder  Gas  Motors     - 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

270 
271 
271 
273 
276 
279 
280 
283 
284 
"  288 
289 
290 
296 


WANAMAKER  TO  SELL  ORIENTS 


WILL  GUARANTEE  THEIR  PRICES 


Interesting  Letter  Which  Discloses  Wan= 

amaker's  Opinion  Concerning  the 

Late  Humber  Catastrophe. 


Orient  bicycles  will  be  sold  this  year 
in  Kn\v  York  and  Philadelphia  by  John 
Wanamaker.  He  will  handle  no  other 
bigh  priced  model.  Last  year  he  sold 
16,000  machines  at  retail,  and  this  year 
he  expects  to  sell  from  20,000  to  25,000. 
His  line  will  consist  of  the  Continental 
at  $25  and  $30  and  Orient  patterns  at 
$50,  $65  and  $75. 

This  information  will  surprise  people 
who  have  been  led  to  believe  that  Wan- 
amaker was  heavily  responsible  for  the 
cut  in  Humber  bicycles  which  electrified 
the  trade  toward  the  close  of  last  sea- 
son. But  in  a  letter  presented  in  full 
elsewhere  in  this  paper,  Wanamaker  re- 
cites the  history  of  this  catastrophe  so 
plainly  and  so  defiantly  as  to  leave  no 
room  for  doubt  concerning  his  part  in  the 
transaction.  Parts  of  this  letter  are  here- 
with reproduced: 

Our  business  Is  conducted  upon  the  sound- 
est mercantile  principles  that  we  can  under- 
stand, and  catch-penny  methods  of  any 
sort  whatever  find  no  welcome  here.  If  there 
is  one  man  in  the  United  States  that,  more 
than  any  other,  knows  in  his  inmost  mind 
and  heart  the  truth  of  that  assertion,  it  is 
the  late  resident  director  of  the  Humber 
company  in  America.  Through  him  we 
made  a  contract  in  the  autumn  of  1897  for 
2,500  bicycles.  The  roadster,  the  most  im- 
portant model  in  that  contract,  was  to  be 
sold  at  $100— other  models  to  be  slightly 
higher. 

Cut  Due  to  the  Humber  Co. 

The  early  demand  for  bicycles  was  disap- 
pointing, and  an  agreement  was  reached  in 
March  for  the  reduction  of  the  roadsters 
to  $75,  and  other  models  in  proportion.  The 
Humber  director  was  more  anxious  than  we 
for  this  reduction.  Rebate  checks  were  sent 
by  us  for  the  amount  of  the  reduction  to 
all  previous  buyers,  and  an  allowance  of 
$5  a  wheel  was  made  by  the  Humtoer  com- 
pany on  the  entire  contract.  This  sealed 
the  fate  of  expected  profits  on  our  Humber 
bicycle  business,  as  the  margins  were  re- 
duced toelow   the   cost   of   distribution. 

Having  implicit  faith  in  the  Humher 
company,  and  being  assured  of  their  sup- 
port we  guaranteed  the  price  of  the  Humber 
wheels  to  all  buyers,  to-  the  date  of  the  ex- 
piration of  our  contract  and  fully  expected, 
because  of  certain  additional  assurances, 
to  maintain  them  until  now. 

Did  Not  Violate  the  Contract. 

We  accepted  and  paid  for  all  the  wheels 
called  for  by  our  contract,  and  fulfilled  our 
obligations  in  letter  and  spirit.  In  spite  of 
a  slow  market  we  held  our  way  firmly  in 
consequence  of  a  verbal  promise  from  the 
Humber  company  that  none  of  their  wheels 
would  be  manufactured  in  excess  of  orders. 
Three  responsihle  witnesses  can  attest  to  the 
truth   of  this  statement. 

Within  a  few  days  of  the  first  of  Septem- 
ber we  were  astounded  by  the  statemenl 
on  behalf  of  the  Humber  company  that  they 
had  accumulated  a  stock  of  860  bicyclea 
which  they  demanded  we  should  buy  for 
our    own    protection.    The    promise    not    to 


270 


The  Cycle  Age  and  Trade  Review 


manufacture  wheels  in  excess  of  orders  was 
the  rock  upon  which  we  based  our  firmness 
as  to  retail  prices.  We  vainly  urged  the  de- 
mands of  good  faith  that  required  the 
number  company  at  least  to  carry  their 
stock  until  next  spring,  and  were  met  with 
the  threat  that,  if  we  did  not  buy  thera  they 
would  be  offered  elsewhere. 

Compromised  by  Humber  People. 

"We  refused,  as  would  any  self-respecting 
merchants,  to  be  coerced.  The  Humber 
company  had  our  good  money.  We  had  a 
large  quantity  of  their  wheels.  Then  fol- 
lowed the  suicidal  action  of  the  Humber 
company.  The  wheels  were  sold  and  on 
September  10  we  knew  that  roadsters  were 
at  stake,  and  we  reduced  the  price  to  $40. 
We  were  unwilling  to  be  publicly  compro- 
mised by  another's  loose  views  of  square 
dealing.  Various  transactions  in  Humber 
wheels  of  which  we  were  ignorant  followed, 
and  the  wretched  scramble  about  prices  was 
the  result.  We  never  owned  a  Humber  bi- 
cycle except  such  as  we  bought  directly  from 
the  Humber  company. 

Will  Qurantee  Orient  Prices. 

After  such  a  disappointing  experience  we 
naturally  felt  very  cautions  about  making 
another  deal  for  high  grade  bicycles,  and 
from  our  former  experience  saw  that  it 
would  be  necessary  not  only  to  get  a  bicycle 
which  was  as  good  as  the  best,  but  one  that 
was  made  by  a  reputable  company  who  kept 
abreast  of  the  times,  and  who  sold  goods  at 
an  honest  price,   and  had  one   price   for   all. 

We  guarantteed  the  price  of  the  Humber 
and  upheld  it  until  we  were  compelled  to 
cut  by  the  Hum'ber  company.  We  shall 
guarantee  the  price  of  the  Orient,  and  do 
not  believe  that  we  shall  be  compelled  to  cut 
the  price  on  it  by  the  Waltham  manufac- 
turing company. 

John  Wakamaker. 


PALMER=HUSS    TIRE    DECISION 


CLAIMS    IN   EACH    PATENT  VOID 


The   Decision    Does    Not    in    Any    Way 

Tlireaten  the  Main  Claims  of  the 

Palmer  Patents. 


Second  Overman  Dividend  Deferred. 

The  creditors'  committee  having  charge 
of  the  affairs  of  the  Overman  Wheel  com- 
pany, of  Chicopee  Falls,  Mass.,  has  voted 
that  the  January  dividend  to  the  creditors 
ought  to  be  deferred  and  the  cash  in  hand 
he  devoted  to  the  purchase  of  material 
and  payment  of  labor  for  the  continuance 
of  the  business.  The  committee  consists 
of  three  of  the  heaviest  creditors,  who, 
with  the  trustee,  represent  about  $150,000 
of  the  debts  of  the  company.  The  credi- 
tors agreed  last  year  to  give  the  company 
two  years  from  January  1,  1898,  to  meet 
the  $632,000  indebtedness  standing 
against  the  firm,  one-quarter,  or  $158,000, 
to  be  paid  semi-annually,  beginning  July 
1  last.  It  was  agreed,  however,  that  the 
company  could  vary  the  time  of  the  indi- 
vidual payments,  provided  that  the  whole 
amount  be  paid  by  January  1,  1900.  The 
first  payment  was  met  July  1„  and  $158,- 
000  was  paid.  The  second  payment,  due 
last  Sunday,  is  the  one  which  the  com- 
mittee has  decided  to  defer.  It  is  stated 
that  the  company  could  meet  the  present 
payment  if  the  creditors  deemed  it  ne- 
cessary, but  a  large  part  of  the  money 
would  have  to  be  borrowed  and  the  credi- 
tors decided  that  a  postponement  of  the 
payment  would  better  conserve  their  own 
and  the  interests  of  the  company.  The 
company  has  apparently  a  bright  year  be- 
fore it,  and  there  is  renewed  confidence 
that  all  the  debts  will  be  paid  and  the 
concern  placed  on  a  sound  basis. 


Tillinghast  Patent  Case  Argued. 

After  nearly  three  years  of  evidence 
taking  in  the  suits  of  Theodore  A.  Dodge 
against  F.  H.  Porter,  et  al.,  doing  busi- 
ness as  the  Reading  Rubber  Tire  Com- 
pany, for  alleged  infringement  of  the  Til- 
linghast patent.  No.  486,915,  granted  No- 
vember 29,  1892,  on  single  tube  tires, 
the  case  was  argued  in  the  Circuit 
Court  of  Massachusetts  before  Judge 
Colt  ten  days  ago.  The  testimony 
was  voluminous,  covering  1,200  pages  of 
printed  matter,  and  the  courtroom  was 
crowded  with  exhibits.  This  has  been  a 
bitterly  fought  case,  neither  party  leaving 
a  stone  unturned  to  sustain  or  invalidate 
the  patent.  The  defense  attempted  to 
show  that  the  improvements  were  not 
patentable.  Decision  of  the  court  was 
reserved.  It  may  be  many  weeks  before 
the  result  is  known. 


The  text  of  the  decision  recently  given 
in  the  Lozier-Palmer  patent  interference 
suit  by  the  Circuit  Court  of  Appeals  at 
Cincinnati  has  been  put  in  possession  of 
the  lawyers.  The  decision  does  not  in 
any  way  threaten  the  validity  of  the  main 
claims  in  the  Palmer  patents  recently 
purchased  by  the  B.  F.  Goodrich  Co. 

It  is  the  opinion  of  counsel  that  the 
Goodrich  company  is  left  with  a  clear  and 
unobstructed  protection  with  regard  to 
the  Palmer  tire  under  the  patent  reissued 
on  July  25,  1898.  The  company  is  also 
left  in  possession  of  the  Palmer  fabric 
patent,  involved  in  the  above  suit,  except 
as  to  the  first  three  claims  thereof.  This 
patent  has  eight  claims,  the  last  five  of 
which  are  unaffected  by  the  court's  decis- 
ion. 

What  tiie  Goodrich  People  Say. 

The  Goodrich  lawyers  contend  that  all 
claim  of  Lozier  to  any  right  to  interfere 
with  the  manufacture  of  Palmer  tires, 
or  to  authorize  others  to  manufacture 
Palmer  tires,  or  to  claim  a  royalty  from 
those  making  or  using  Palmer  tires,  are 
utterly  destroyed  by  this  decision;  but 
he  has  still  remaining  to  him  the  patents 
of  April,  1893,  on  the  Huss  thread  tire, 
which  is  a  tire  having  a  single  layer  of 
thi'eads  running  transversely  across  the 
tread  of  the  tire  with  an  interwoven  warp 
and  woof  thread  reinforcement  at  the 
sides  thereof. 

The  Point  at  Issue. 

In  deciding  the  issue  the  court  first 
says  the  nature  of  the  controversy  re- 
lates solely  to  the  question  whether  the 
Huss  patent  granted  May  14,  1895,  for  a 
fabric  is  valid  or  invalid,  or  whether  the 
first  three  claims  of  the  Palmer  patent, 
issued  March  7,  1893,  are  valid  or  invalid. 
The  lower  court  had  ruled  that  the  only 
question  in  issue  was  the  relative  priority 
of  the  two  inventors  with  regard  to  the 
subject  matter  of  the  three  claims  of  the 
two  patents,  being  bound  to  assume  that 
the  subject-matter  was  patentable  and 
that  one  of  the  patents  was  valid. 

Lower  Court  Ruling  Rejected. 

The  Court  of  Appeals,  after  an  exten- 
sive and  technical  discussion  of  the  in- 
terpretation to  be  placed  upon  the  statute 
authorizing  this  class  of  litigation,  con- 
cluded that  the  lower  court  ruled  erro- 
neously; and  that  the  question  before  the 
court  was  not  merely  the  relative  priority 
on  an  assumed  patentable  invention  of 
the  parties  to  the  litigation,  but  also  the 
validity  of  either  patent  for  any  other 
cause;  and  particularly  that  the  court 
was  authorized  to  inquire  whether  either 
patent  was  void  because  the  same  paten- 
tee had  obtained  an  earlier  patent  upon 
substantially  the  same  invention. 

Priority  Not  Involved. 

The  court  accepted  without  question 
the  contention  of  each  side  as  to  the  date 
that  Palmer  and  Huss  respectively  made 
their  inventions,  and  as  to  the  specific 
nature  of  the  steps  of  each  in  connection 
with  this  matter;  but  held  that  this  ques- 
tion of  priority  was  secondary  to  the 
main  question  of  patentability. 

On  the  matter  of  patentability  the 
court  showed  that  the  Palmer  fabric  pat- 
ent was  applied  for  after  the  application 
of  the  Palmer  tire  patent,  which  latter 
was  applied  for  on  August  9,  1892,  and 
was  issued  on  January  10,  1893.  The 
court  called  attention  to  the  fact  that  the 
first  three   claims   of  the   Palmer   fabric 


patent  involved  in  the  litigation  with  Lo- 
zier were  substantially  the  same  as  cer- 
tain claims  filed  originally  with  the  ap- 
plication for  the  Palmer  tire  patent,  and 
that  the  Palmer  tire  as  described  in  the 
tire  patent  would  in  its  preferred  form 
necessarily  employ  the  fabric  claimed  in 
the  three  claims  in  controversy. 

Three  Claims  Unlawfully  Allowed. 

The  court  pointed  out  that  on  the  ex- 
piration of  the  Palmer  tire  patent  the 
public  should  be  at  liberty  to  make  the 
Palmer  tire  exactly  as  described  in  that 
patent;  but  the  subsequent  issue  of  a 
separate  patent  on  a  fabric  needful  in 
the  manufacture  of  the  Palmer  tire  in  its 
preferred  form  would  debar  the  public 
from  this  privilege  for  two  months  be- 
yond the  term  for  which  the  Palmer  tire 
patent  was  granted.  The  court  held  this 
to  be  contrary  to  the  spirit  of  the  law, 
and  that  the  patent  in  controversy  by 
reason  of  this  condition  was  unlawfully 
issued  to  the  extent  of  the  three  claims 
in  controversy. 

Ruling  on  the  Huss  Patent. 

With  regard  to  the  Huss  patent  the 
court  shows  that  Huss  bases  his  claim 
to  priority  altogether  upon  certain  work 
done  by  him  in  April,  1892,  in  his  experi- 
ments in  the  manufacture  of  tires  at  the 
Chicago  Rubber  Works.  The  court  also 
shows  that  as  the  result  of  those  experi- 
ments Huss  applied  for  and  received  two 
patents  of  April  15,  1893.  The  court  holds 
that  in  these  two  patents  Huss  attempted 
to  and  did  cover  all  the  invention  he 
made  in  the  course  of  these  experiments, 
and  that  he  is  not  at  liberty  to  sepa- 
rate part  of  those  experiments  or  a 
part  of  his  invention  then  made  from 
the  rest,  and,  making  it  the  subject  of  a 
later  patent,  obtain  a  protection  which 
will  prevent  the  public  from  enjoying  the 
free  use  of  the  invention  patented  in 
April,  1893,  after  the  1893  patent  shall 
expire. 

An  Unprofitable  Inquest. 

The  court  makes  reference  to  the  con- 
tention of  counsel  that  the  fabric  used  by 
Huss  differed  materially  from  the  fabric 
patented  to  Palmer,  but  declines  to  pass 
upon  this  question  at  all,  saying  that  inas- 
much as  the  first  three  claims  of  the  Pal- 
mer patent  are  void,  because  their  subject- 
matter  is  fully  set  forth  in  the  Palmer 
tire  patent  and  made  an  essential  ele- 
ment of  some  of  the  claims  of  that  pat- 
ent, and  that  three  claims  of  the  Huss 
patent  in  controversy  are  void,  because 
their  subject-matter  was  fully  described 
and  claimed  in  certain  claims  of  Huss' 
prior  patents  granted  to  him  in  April, 
1893,  the  issue  before  the  court  resolved 
itself  into  an  "unprofitable  inquest  as  to 
who  was  the  first  discoverer  of  a  nullity." 

The  court  orders  a  decree  to  be  entered, 
declaring  the  first  three  claims  of  the 
Huss  and  Palmer  patents  void. 


Would  Tax  Bicycles  in  Washington. 

Washington,  D.  C,  Jan.  2.— The  dis- 
trict commissioners,  who  have  for  some 
time  had  under  consideration  the  draft  of 
a  proposed  bill  giving  the  commissioners 
authority  to  impose  a  fee  or  tax  for  the 
compulsory  registration  of  all  bicycles 
ridden  in  Washington,  have  reported  to 
the  chairman  of  the  senate  district  com- 
mittee that  they  think  the  bill  should  be 
amended  to  make  a  specific  tax  of  not  less 
than  $1  per  year  on  each  bicycle.  Should 
the  bill  be  passed  it  would  become  opera- 
tive at  once  and  would  mean  an  increase 
of  about  $50,000  yearly  in  the  revenues  of 
the  district. 

A  tax  on  a  business  is  not  rendered  in- 
valid by  the  fact  that  it  is  onerous  as  com- 
pared with  the  taxation  of  other  lines  of 

business. 


The  Cycle  Age  and  Trade  Review 


271 


THE  MODEL  BICYCLE  SWINDLE 


CLEVER    CIRCULARS    SENT    OUT 


Bicycle  With  Lamp,  Cyclometer,  Bell  and 

Holderfor$3.8S     Humorous  Trickery 

With  Ambiguous  Words. 


The  mail  order  system  of  doing  busi- 
ness has  its  troubles.  So  many  gay  de- 
ceivers issue  carefully  worded  circulars 
with  offers  of  incredible  bargains  for  the 
gullible,  and  so  many  persons  are  caught 
by  their  bait  that  ere  long  any  small  or 
unknown  firm  trying  to  do  business  by 
mail,  however  honest  may  be  their  inten- 
tions, are  likely  to  be  met  with  profound 
distrust.  In  this  manner  the  fraudulent 
schemers  largely  benefit  the  department 
stores  and  well  established  large  mail  or- 
der houses,  building  up  a  great  bulwark 
of  general  distrust  which  effectually  pro- 
tects the  known  houses  against  competi- 
tion from  smaller  concerns. 

The  Boldest  Circular  Extant. 

The  bicycle  trade  has  had  more  than  its 
share  of  fiy-by-night  concerns  and  the 
latest  swindle  of  this  kind  is  built  up  on  a 
circular  so  cleverly,  audaciously  and 
withal  humorously  worded,  that  it  merits 
reproduction.  As  taken  from  a  letter  re- 
ceived by  a  Muncie,  Ind.,  man,  it  reads  as 
follows: 

New  York,  Dec.  15,  1S9S. 

Kind  Friend: — It  is  our  duty  to  introduce 
our  Model  bicycle  in  every  town,  and  to 
accomplish  this  and  widely  advertise  our 
goods,  we  are  prepared  to  make  any  sacri- 
fice, and  we  make  the  following  special  offer 
to  you,  which  has  never  been  made  by  any 
company,  bicycle  or  otherwise. 

Our  Christmas  PRtSENT  and  Special  New 
Year  offer  lo  You. 

For  the  next  thirty  days  only  we  will  dis- 
tribute absolutely  free  5U0  Model  bicycles 
throughout  the  United  States  and  Canada, 
only  one  to  each  reliable  person,  who  will 
promise  to  show  it  around  town  to  his 
friends;  and  we  have  selected  you  as  one  to 
represent  your  town.  "With  each  Model 
bicycle  we  also  send  a  beautiful  nickel- 
plated  smokeless  bicycle  lamp  with  colored 
glass  side  lights,  also  a  nickel-plated  elec- 
tric ringing  bicycle  bell,  also  a  nickel-plated 
cyclometer,  registering  lO.UoO  miles,  and  a 
nickel  finish  bicycle  stand. 

We  only  ask  you  to  send  up  $3.85  to  pay 
the  cost  of  boxing,  shipping,  charges,  ex- 
pressage,  etc.,  of  goods  to  your  address. 
Ihen  we  will  immediately  send  (all  forward- 
ing charges  prepaid)  a  Model  bicycle,  bicy- 
cle lamp,  bell,  cyclometer,  and  bicycle  stand, 
and  you  can  keep  them  without  further 
cost. 

'ihe  Model  bicycle  is  a  perfect  charm  and 
Is  the  simplest  and  strongest  made,  strictly 
high  grade,  modeled  after  a  $100  bicycle. 
Frame  in  one  piece,  no  awkward  bolts  or 
nuts  visible,  latest  style  drooping  handle 
bars  and  newest  detached  steel  chain.  You 
cannot  ride  this  wheel  and  puncture  and 
cut  tire.  'Ihis  is  not  a  second-hand  bicycle 
and  does  not  weigh  30  pounds,  but  is  light 
and  easily  carried  and  new  from  factory, 
with  guarantee  for  one  year.  Don't  pay 
$100  for  a  bicycle,  lamp,  bell,  etc.,  until  you 
see  this  handsome  model,  and  the  beautiful 
lamp,  bell,  cyclometer  and  bicycle  stand  we 
send.  This  liberal  offer  of  500  Model  bicy- 
cles given  away  may  seem  large,  but  we 
will  do  as  we  say  to  advertise  them.  Some 
concerns  spend  large  amounts  in  advertis- 
ing in  papers  and  magazines  to  introduce 
their  goods.  We  prefer  to  introduce  ours  by 
making  you  the  above  offer,  and  we  know 
you  will  advertise  them  by  showing  them  to 
your  friends  in  your  town,  thereby  intro- 
ducing it  and  creating  demand  for  sales. 
Take  advantage  of  our  offer  now;  it  is  only 
good  for  thirty  days  (offer  will  be  with- 
drawn January  15),  and  you  may  regret  it, 
as  the  above  500  Model  bicycles  will  not  last 
long.  Send  $3.85  at  once,  to  pay  for  ship- 
ping, etc.,  and  promise  to  show  it  to  your 
friends,  and  we  will  ship  goods  immediate- 
ly after  your  money  is  received.  During  the 
year  1899  we  expect  to  do  a  very  large  busi- 
ness through  the  advertising  of  our  goods 
by  you  and  those  who  accept  our  offer.  Send 
money  at  once;  don't  delay. 

MoiiEL  Bicycle  Company. 

riistakes  of  the  Schemers. 
Model  Bicycle  company  is  an  ornament 
to  the  profession  to  which  it  belongs.  It 
has  taken  up  the  word  "model,"  which  by 
common  consent  is  used  incorrectly  in  the 
bicycle  trade  and,  playing  upon  the  famil- 


iar understanding  of  the  word  as  imply- 
ing a  full-sized,  ridable  bicycle,  it  expects 
to  find  shelter  behind  the  correct  meaning 
which  implies  only  a  miniature  pattern. 
The  company's  little  mistake  of  calling 
its  ware  "model  bicycle"  instead  of  "bi- 
cycle model"  is,  however,  sufliciently 
grave  to  land  its  manipulators  in  the  pen- 
itentiary, if  caught,  but  the  majority  of 
victims  who  would  receive  "the  perfect 
charm" — watch  charm — which  the  com- 
pany promises  would  probably  take  a  less 
serious  view  and  would  consider  that  the 
joke  was  on  them.  Probably  the  "smoke- 
less" bicycle  lamp  is  part  of  the  equip- 
ment of  the  charm,  whose  frame  is  "in 
one  piece,"  and  which  "you  cannot  ride 
and  puncture  the  tire,"  and  which  "does 
not  weigh  30  lbs."  Presumably  the  nickel- 
plated  cyclometer  always  "registers  10,- 
000  miles"  in  a  lump,  and  the  electricity 
for  ringing  the  bell  must  probably  be 
furnished  by  the  $3.85  purchaser. 

The  circular  speaks  for  itself.  It  is  so 
boldly  humorous  when  read  with  some  de- 
gree of  complacency,  that  its  authors  are 
almost  entitled  to  the  "good  time"  which 
they  undoubtedly  expect  to  have  in  New 
York  upon  the  proceeds  of  their  scheme, 
before  the  gates  of  Sing  Sing  are  opened 
for  them  through  the  instrumentality  of 
the  prosecuting  postal  inspector. 


MOTOR  VEHICLES  FOR  EUROPE 


TEN=YEAR    CONTRACTS    PLACED 


Fichtenburg  Ready  to  Settle. 

The  creditors  of  the  League  Cycle  Mfg. 
Co.,  of  Milwaukee,  have  been  ordered  to 
show  cause  why  the  assignee,  Henry  Her- 
man, should  not  be  allo'wed  to  accept 
$3,750  from  Moritz  Fichtenberg,  president 
and  treasurer  of  the  company,  in  settle- 
ment of  the  claims  against  him.  Mr.  Her- 
man shows  in  his  petition  that  he  has  dis- 
posed of  all  of  the  assets  of  the  company 
excepting  a  claim  against  Mr.  Fichtenberg 
for  moneys  amounting  to  $16,672.87  and 
for  bills  receivable  amounting  to  $2,300, 
which  he  asserts  have  been  wrongfully 
appropriated  by  Mr.  Fichtenberg.  The  lat- 
ter denies  the  allegation,  and  in  answer 
to  a  suit  which  the  assignee  has  instituted 
to  recover  the  amounts  asserts  that  the 
company  was  indebted  to  him  in  large 
sums,  and  that  the  money  was  paid  to 
him  in  settlement.  Mr.  Herman  says  he 
has  received  an  offer  from  Mr.  Fichten- 
berg to  settle  the  controversies  for  $3,750. 


English  Rubber  Men  to  Combine. 

An  important  combination  in  the  Brit- 
ish rubber  trade  has  just  been  formed 
for  the  purpose  of  controlling  competition 
and  regulating  prices  for  all  kinds  of  rub- 
ber goods,  which  will  probably  affect  the 
tire  trade  to  a  considerable  extent.  The 
reason  for  the  existence  of  a  governing 
body  is  that  the  rubber  competition 
amongst  British  manufacturers  has  lately 
become  so  keen  in  order  to  keep  machin- 
ery going,  that  prices  have  been  reduced 
below  what  was  thought  to  be  a  fair  and 
reasonable  margin  of  profit.  This  is  part- 
ly due  to  the  withdrawal  of  the  business 
of  the  Dunlop  company,  which  has  erected 
works  of  its  own  for  manufacturing  rub- 
ber, instead  of  placing  large  orders  with 
various  manufacturers,  and  also  to  the 
growing  foreign  competition. 


Will  Not  Affect  Pope  Company. 

Hugo  Bilgrain,  the  Philadelphia  paten- 
tee of  gear  cutting  machinery,  is  quoted 
as  saying  that  should  his  recently  insti- 
tuted suit  against  the  Pope  Manufactu- 
ring company  for  the  use  of  machines 
which  he  believes  infringe  his  patents  be 
decided  in  his  favor,  the  Pope  company 
would  suffer  no  inconvenience  or  loss, 
since  it  would  merely  be  required  to 
transfer  to  him  the  royalty  it  is  now  pay- 
ing to  the  other  party. 


A  Parisian,  Associated  With  Boston  Cap= 

italists,  Orders  $15,000,000  Worth 

of  American  Vehicles. 


It  is  noted  with  much  interest  and 
some  curiosity  that  one  Count  de  Jo- 
temps  of  Paris,  president  and  general 
manager  of  a  corporation  known  as  the 
American  Motors  General  Agency,  which 
purposes  to  place  motor  vehicles  on  sale 
in  Paris,  London,  Brussels  and  Vienna, 
arrived  in  Chicago  last  Wednesday  and 
immediately  placed  an  order  with  the 
Fischer  Equipment  company  for  the  con- 
struction of  500  of  its  electric  vehicles 
yearly  for  the  next  ten  years. 

Five  Thousand  Vehicles  from  Chicag^o. 

The  contract  provides  for  the  construc- 
tion of  several  different  kinds  of  ve- 
hicles, such  as  cabs,  coupes,  broughams, 
victorias  and  twelve  theater  'buses.  The 
average  cost  will  be  about  $1,000,  making 
the  total  of  the  ten-year  contract  secured 
by  the  firm  $5,000,000. 

The  vehicles  are  equipped  with  the 
Woods  storage  battery  system  recently 
described  in  this  paper.  A  large  advance 
payment  has  been  made  on  the  contract, 
it  is  said,  which  provides  that  fifty  of  the 
vehicles  are  to  be  ready  for  shipment  to 
Paris  by  February  1.  The  company  an- 
ticipates no  difiiculty  in  filling  the  con- 
tract. 

Depots  to  be  Opened  in  Paris. 

On  March  15  sale  depots  will  be  opened 
on  the  Champs  Elysees  and  Boulevard 
des  Italiens,  in  Paris,  and  as  the  goods 
arrive  offices  will  be  established  in  the 
other  cities  named.  It  is  the  purpose  of 
the  agency  to  reserve  a  number  of  the 
vehicles  for  public  use  in  the  boulevards 
and  parks. 

Count  Jotemps  is  reported  to  be  a  per- 
son of  means  who  has  associated  with 
him  Albert  Geirger  of  Boston,  a  large 
real  estate  owner,  and  other  Boston  capi- 
talists. Before  coming  to  Chicago  he  had 
examined  all  the  leading  motor  vehicles 
made  in  Europe  and  those  made  in  the 
eastern  United  States. 

Contracts  Placed  in  the  East. 

During  his  visit  to  America  the  count 
has  also  closed  contracts  with  the  Hol- 
yoke  Motor  Works,  Holyoke,  Mass.;  the 
Stanley  company,  Newton,  Mass.,  and  the 
Overman  Wheel  company,  Chlcopee  Falls, 
Mass.,  to  furnish  1,000  vehicles  a  year  for 
ten  years  to  his  company.  The  Massa- 
chusetts factories  are  to  turn  out  steam, 
gasoline  and  petroleum  motors. 

With  regard  to  the  Fischer  vehicles, 
the  count  said  that  he  knew  something 
of  them  before  coming  west,  and  that  he 
liked  them  not  only  because  of  their 
handsome  appearance,  but  because  of 
their  ability  to  store  superfluous  power 
which  can  be  used  when  occasion  re- 
quires, as  in  mounting  steep  grades,  run- 
ning through  snow  or  sand  and  over 
rough  streets.  He  says  there  is  a  grow- 
ing tendency  in  Europe  to  use  motor  ve- 
hicles, and  thinks  his  company  -ft'ill  be 
able  to  sell  all  the  vehicles  contracted  for. 


Frank  A.  Hill,  a  Dallas,  Tex.,  cycle 
dealer,  was  arrested  recently,  charged 
with  attempting  to  burn  up  his  store. 


Strike  at  Badger  Brass  Works. 

Fourteen  workmen  went  out  on  a 
strike  at  the  Badger  Brass  company's 
works  in  Kenosha,  Wis.,  recently.  The 
men  -were  employed  in  the  buffing  and 
polishing  departments,  and  were  earning 
good  wages,  the  majority  of  them  more 
than  $2  a  day.  They  demanded  higher 
wages.  The  state  board  of  arbitration 
held  a  conference  with  the  strikers  to  ef- 
fect a  settlement. 


272  The  Cycle  Age  and  Trade  Review 


Ho  Croubk  ^  $bow  Goods 


IT'S  a  pleasure  to  show  them,  and  talk 
about  them  and  write  about  them  That's 
one  of  the  good  things  about  good 
goods,  goods  that  don't  have  to  be 
apologized  for  (our  kind).  It's  a  pleasure, 
down-right  enjoyment,  to  talk  or  write  about 
them,  dilate  upon  their  beauty,  explain  their 
points  of  elegance  in  construction  and 
contour. 

If  you  haven't  seen  our  lines  for  '99, 
write  us  and  we  will  see  that  you  have  a 
chance  to  do  so  as  quickly  as  our  repre- 
sentative can  reach  you. 


mrite  a$,  nmm 


Ask  questions,  make  suggestions,  criti- 
cise— anything  you  like,  so  we  have  a  chance 
to  talk  our  goods  to  you. 

Let  us  hear  from  you  and  we  will  show 
you  the  handsomest  and  best  goods  ever 
offered  since  saddles  were  made;  and  prices 
are  right. 


Catalogs  and  Booklets  for  the  Asking 


R.  B.  mcmuiien  $  eo.         Ck  0arrord  mfg.  €o.,  €lyria,  Obio. 

tU  mt  mfg.  Co.,  aie$tboro,  mm. 
CDe  Brown  Saddle  Co.,  €lyria,  ODio. 


Sales  Agents 
CHICAGO  and  NEW  YORK 


l)ibbard.  Spencer,  Bartlett  $  0o. 

Chicago  Distributors 


Mention  The  Cycle  Age 


The  Cycle  Age  and  Trade  Review 


273 


TheOtcleAge 

AND  TRADE  REVIEW 

Entered  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  OflBces,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries  $6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 


Copyrighted,  1898.    All  rights  reserved. 


A  CHALLENGE. 

The  Cycle  Age  admits  the  decay  of  tlie  National  Associa- 
tion of  Cycle  Dealers  and  abandons  the  right  to  he  known  as 
its  official  organ.  Hence  our  front  cover  is  hare  of  its  fami- 
liar superscription;  hut  out  of  deference  to  the  sensitive  feel- 
ings of  two  snarling  contemporaries  we  replace  it  with  a  phrase 
which  is  intended  to  test  their  courage  and  honesty  in  serving 
advertisers.  Any  jury  they  may  select  to  decide  the  issue  will 
suit  us. 


Unsolicited  responses  are  being  received  en- 
THE  CURSE       dorsing  the  efEorts  of  the  Cycle  Age  toward 
OF  THE  abolishing  all  those  forms  of  speech  and  writ- 

INDIISTRY        ^^^  ^^  which  the  public  are  still  being  in- 
duced to   expect  regular  annual   changes   of 
design  and  construction  of  cycle  goods. 

Many  of  the  bearers  of  the  industry  evidently  appreciate  the 
heavy  burden  which  the  public's  anticipations  of  season's 
changes  impose  upon  them,  and  are  ready  to  support  the  policy 
outlined  in  the  article  headed  "Almanack  Cycle  Construction," 
which  appeared  in  this  paper  last  week.  The  remedy  proposed 
involves  no  expense  and  promises  a  substantial  return.  It  re- 
quires watchfulness  and  careful  editing  of  advertising  matter  by 
each  manufacturer  and  each  dealer,  and  especially  by  those 
manufacturers  who  supply  their  agents  with  text  for  newspaper 
advertising. 

The  Cycle  Age  will  do  its  part.  Whether  the  rest  of  the 
press,  the  dailies  and  the  cycle  papers,  will  do  theirs,  depends 
chiefly  on  their  patrons.  At  all  events  it  will  be  at  the  option  of 
manufacturers  to  reach  trade  publicity  through  one  medium 
which  recognizes  its  obligation  to  refrain  from  poisoning  the 
public  mind  with  expectations  which  are  now  continually  ham- 
pering the  free  play  of  intelligence  in  the  directing  of  trade  af- 
fairs and  which  should  have  been  vigorously  discouraged  as  soon 
as  the  school  days  of  the  industry  were  past. 

In  those  days  every  pupil  in  the  school  of  bicycle  making 
was  expected  at  the  yearly  examination  to  prove  that  he  had 
made  a  great  bound  toward  earning  his  diploma.  But  "com- 
mencement exercises"  were  held  at  the  1896  national  shows, 
diplomas  were  distributed,  and  the  school  days  were  over.  The 
school  was  disbanded.  Bicycle  making  was  an  industry,  and  the 
public  was  relieved  of  the  obligation  to  pay  tax  for  teaching  the 
young  idea  how  to  shoot.  Previously  the  tax  had  been  paid, 
more  or  less  cheerfully,  in  the  form  of  round  prices  for  "new 
models"  embodying  mistakes  and  improvements  promiscuously. 

Post-graduate  work  finds  no  such  generous  encouragement. 
It  must  pay  its  way.  But,  on  the  other  hand,  it  is  relieved  from 
the  obligation  of  making  phenomenal  finds  at  fixed  intervals  in 
its  limited  field  of  research,  and  should  be  relieved  frora  keeping 
alive  any  burdensome  and  price-depressing  fiction  which  perpet- 
uates the  obligation  to  make  such  finds. 

From  this  harmful  fiction  the  industry  can  be  relieved  by  the 
method  proposed  without  in  the  least  impeding  real  progress. 

The  road  to  progress  is  still  open,  but  those  who  claim  to  have 
advanced  on  it  beyond  their  fellows  must  prove  their  claim  by 
the  tests  of  commerce;  neither  the  approval  of  the  censor,  nor 
the  admiring  glances  of  doting  mothers,  sisters  and  aunts  will 
avail  to  draw  the  taxpayer — the  cycle  buying  public  at  large — 


out  of  the  mildly  indifferent  frame  of  mind  in  which  he  says: 
"That  maker  may  be  all  right,  but  he  is  putting  on  too  many 
frills.  I  think  I  will  wait  and  see  how  he  stacks  up."  And  wait 
he  does. 

The  final  reward  for  a  real  improvement  is  not  by  any  means 
diminished  by  this  attitude  of  the  public;  on  the  contrary,  it  is 
increased,  but  mechanical  tomfoolery  is  discouraged  and  a  warn- 
ing is  implied  to  those  who  imagine  that  the  old  label,  "new 
models,"  will  draw  extra  trade  beyond  that  which  could  be  ob- 
tained on  pure  merit  of  goods,  reputation  of  maker  and  by 
shrewd  business  methods. 

Poor  old  Wheel!  If  it  were  not  so  venomous 
THE  WHEEL  it  might  be  pitied.  In  its  dotage  it  is  reduced 
AND  ^°  taking  up  articles  from  the  Cycle  Age  and 

T>TP  RRAZfNr  fiiiding  fault  with  them.  It  blunders  when  it 
goes  alone;  and  it  blunders  when  in  opposi- 
tion. It  is  now  damning  dip-brazing  a  year  after  several  of  the 
most  representative  manufacturers  have  found  it  a  successful 
working  method. 

So  long  as  the  Cycle  Age  is  right,  the  Wheel  is  bound  by  its 
spleen  to  be  wrong.  The  trade  and  its  interests  mean  nothing  to 
it  in  comparison  with  scoriating  the  Cycle  Age. 

Poor  old  Wheel!  While  the  trade  progressed  the  Wheel 
davi^dled  the  time  away  in  contemplation  of  its  own  greatness. 
The  trade  wanted  bread.  The  Wheel  gave  it  storyettes.  It  was 
its  easy  maxim  that  the  besweatered  fellows  who  hang  around 
cycle  stores  were  the  pillars  of  trade  and  of  trade  journals.  For 
these  it  wrote,  while  the  trade  was  working;  working  out  its 
own  salvation.  The  Wheel  fell  behind  in  knowledge  of  those 
serious  things  which  now  govern  trade. 

The  Wheel's  ignorance  on  dip-brazing  is  of  abysmal  depth. 
In  order  to  make  out  a  case  against  the  Cycle  Age,  which  In  a 
recent  issue  presented  the  reasons  why  dip-brazing  is  destined 
to  be  developed  into  the  standard  form  of  brazing  in  large  fac- 
tories, the  Wheel  states  that  it  has  learned  from  "employes  of 
several  factories"  that  dip-brazing  is  unreliable.  Why  does  not 
the  Wheel,  if  it  will  presume  to  guide,  go  to  headquarters  for  in- 
formation? It  quotes  "one  superintendent"  whoae  experience 
has  been  unsatisfactory.  This  superintendent  has  "used  the 
process  off  and  on  for  five  weeks,"  and  "is  confident  the  process 
will  never  prove  satisfactory." 

That  much  for  the  Wheel's  information  on  a  subject  in 
which  the  entire  industry  is  deeply  interested.  Apparently  it 
has  not  the  faintest  inkling  of  the  fact  that  several  of  the  very 
largest  manufacturing  concerns  have  been  employing  the  dip- 
brazing  process,  not  off  and  on  but  steadily,  for  nearly  two 
j'ears,  using  furnaces  of  their  own  construction;  that  about 
twenty  concerns  are  using  the  Fulton  furnace,  a  similar  number 
the  Timms  furnace,  and  that  the  Welland-Vale  company  have  a 
furnace  on  the  market  adapted  especially  for  brazing  small 
parts.  Further,  the  process  is  spreading  into  other  industries 
than  that  of  cycle  manufacture. 

If  the  Wheel  knew  anything  of  the  business  in  which  it  pre- 
tends to  lead,  it  would  obtain  information  from  those  who  are  in 
position  to  give  it.  By  trotting  out  "several  employes"  and 
"one  superintendent"  who  knows  nothing  of  what  he  is  talking 
about,  while  a  mass  of  reliable  knowledge  is  to  be  had  for  the 
asking,  the  Wheel  makes  laughing  stock  of  its  pretensions  and 
puts  to  the  blush  every  cycle  trade  journal  which  may  be  in 
danger  of  being  classed  with  it. 

There  have  been  two  forms  of  supremacy  in 
SURVIVAL        the  cycle  industry  to  which  the  retail  cycle 
OF  THE  dealer  has  tipped  his  hat.    The  manufacturer 

FITTEST  ^^°  ^^^  supposed  to  strive  for  utmost  me- 

chanical perfection  somewhat  regardless  ot 
factory  cost,  and  who  claimed  the  right  to  put  a  special  price  on 
the  product  in  which  this  perfection  was  thought  to  be  embod- 
ied, has  had  his  followers  among  agents  as  among  the  public. 
The  competing  manufacturer  in  whose  efforts  the  financial  con- 
sideration was  from  the  start  foremost,  and  whose  declared  aim 
it  was  to  produce  the  "best  value  for  the  money,"  represented 
the  other  side.  His  work  was  also  appreciated  by  the  agents 
and  the  public  when  it  seemed  to  be  done  with  honest  regard  for 


274 


The  Cycle  Age  and  Trade  Review 


the  requirements  of  bicycle  riders.  Supremacy  in  eitlier  of  the 
two  forms  of  worlc  was  held  entitled  to  recognition  as  against 
manufacturers  who  aimed  chiefly  to  produce  "the  Dest  appear- 
ance for  the  least  money." 

But  now,  through  the  force  of  competition  and  progress  in 
factory  methods,  the  two  forms  of  supremacy  have  been  blended, 
and  the  endeavor  of  the  retail  dealer  is  directed  chiefly  to  the 
none  too  easy  task  of  distinguishing  the  vague  and  waving  lines 
that  separate  both  from  the  lower  forms  of  the  maustry,  in 
which  the  arts  of  enameling  and  of  nickeling  are  studied  with 
much  more  ardor  than  the  science  of  Applied  Mechanics  or  the 
"physiology  of  cycling." 

The  blending  of  the  two  best  forms  of  manufacture  is  one  ot 
the  outgrowths  of  business  conditions  during  the  year  which  has 
just  drawn  to  its  close,  and  is  in  many  respects  a  noteworthy 
feature  of  trade.  It  may  be  denied,  perhaps,  that  any  such 
change  has  taken  place  or  that  there  has  ever  existed  any  real 
separation  between  the  two  classes  referred  to.  The  distinction 
was  that,  however,  which  exists  between  makers  of  an  article  of 
luxury  and  makers  of  an  article  which  may  most  approximately 
be  classed  among  the  necessaries  of  life.  This  distinction  is 
effaced.  No  manufacturer  in  the  cycle  and  allied  trades  can 
hereafter  afford  to  insist  upon  selling  quality  regaraiess  of  price; 
neither  can  he  afford  to  ask  the  top  price  of  the  market  for  a 
product  for  which  the  very  highest  quality  may  not  creditably 
be  claimed.  Fancy  is  eliminated;  and  this  is  evidenced  by  the 
announcements  of  policy  and  prices  with  which  leading  makers 
of  both  the  aforementioned  classes  have  gone  on  record,  and  by 
the  disappearance  from  the  trade  arena  of  firms  which  were  not 
nimble  enough  to  gracefully  drop  the  exclusive  manufacture  of 
high-priced  machines  and  push  the  manufacture  of  medium 
priced  patterns  while  the  chance  was  yet  open  to  them  to  main- 
tain the  loyalty  of  their  agents  by  so  doing. 

Those  who  are  left  are  now  all  making  bicycles — bicycles  of 
varying  grades  and  at  varying  prices — but  nobody  is  in  the  busi- 
ness of  making  wonderful  steel  idols  on  wheels  with  a  view  to 
getting  more  money  for  them  than  that  to  which  a  sober  esti- 
.mate  of  factory  cost  entitles  them. 

This  change,  being  caused  by  finally  realizing  the  drift  of  the 
public  temper,  will,  it  seems,  be  very  pronounced  in  its  effect  on 
retail  business.  By  bringing  about  a  certain  equality  in  policy 
it  has  dulled  the  edge  of  competition  and  brought  into  sharp 
relief  those  other  points  relating  to  mechanical  merit,  reputa- 
tion, ability  to  make  prompt  deliveries,  etc.,.  by  which  agents  as 
well  as  the  public,  when  other  things  are  equal,  are  decided  to 
give  one  manufacturer  the  preference  over  another.  Many 
makers  whose  goods  did  not  stand  the  test  of  time,  or  who  had 
not  the  factory  equipment  or  the  commercial  ability  to  sell  at  a 
competitive  price  without  loss,  are  likely  to  find  the  new  condi- 
tions very  difficult  to  cope  with.  They  are  not  as  likely  to  find 
retail  agents  to  represent  them  as  in  1897  and  1898. 


Many  people  are  speculating  upon  the  eventual  results  of 
the  new  sales  policy  which  has  been  foreshadowed  as  the  substi- 
tute for  department  store  representation.  It  is  said  that  several 
of  the  firms  which  followed  the  department  store  plan — and  sev- 
eral which  did  not — will  hereafter  give  territory  to  agents  only 
when  a  certain  considerable  quantity  of  bicycles  are  contracted 
for,  and  that  in  all  territories  where  such  arrangements  cannot 
be  effected,  they  will  market  their  goods  through  any  one,  two 
or  twenty  firms  in  each  locality  whose  owners  shall  prove  ready 
to  pay  the  wholesale  price  for  one  or  more  machines.  It  is  at 
the  present  writing  purely  a  matter  of  conjecture  what  the  result 
of  this  arrangement  will  be.  But  it  seems  that  most  business 
men  believe  that  it  will  result  in  a  material  reduction  in  the 
number  of  retail  agents  and  a  broadening  of  the  credit  allowed 
the  reduced  number.  The  reasons  given  for  this  forecast  cover  a 
wide  range  and  to  recapitulate  them  would  involve  a  lengthy  re- 
view of  the  entire  condition  of  the  trade.  The  upshot  of  the 
opinion  is,  however,  that  the  prophesied  contraction  of  the  indus- 
try will  commence  with  the  retail  trade,  and  that  within  the 
near  future  the  ablest  retail  dealers  will  find  themselves  in  posi- 
tion to  carry  a  larger  and  more  varied  stock  than  ever  before  in 
the  history  of  the  trade.  But,  concurrently  with  this  develop- 
ment, it  is  surmised  that  there  will  be  a  period  during  which  a 


large  number  of  business  men  who  are  not  professional  cycle 
dealers  will  carry  one  or  two  of  the  best  known  patterns  of  bi- 
cycles in  stock  in  a  small  way  for  the  accommodation  of  their 
customers. 

4:  «  :i:  4: 

Dealers  carrying  side  lines  will  do  well  to  anticipate  the 
proper  seasons  for  the  best  sales  of  the  various  articles  compris- 
ing their  stocks,  and  as  such  approach  the  exhibition  of  these 
articles  should  be  slightly  in  advance  of  actual  needs  or  expecta- 
tions of  purchase,  thus  serving  to  remind  customers  beforehand 
of  the  regular  return  of  seasonable  standard  goods,  as  well  as 
of  the  presence  of  novelties  usually  accompanying  them.  When- 
ever possible,  the  article  should  be  shown  in  the  position  or 
slate  nearest  practical  use.  For  instance,  if  a  prominent  side 
line  consist  of  phonographs  and  phonograph  supplies,  the  at- 
tached talking  trumpet,  ready  ear  tubes  and  displayed  cylinder 
rolls  in  good  number  and  variety  of  speech  and  song  will  attract 
attention  as  much  by  their  readiness  as  by  their  presence.  Such 
orcnnesE  of  display  puts  the  customer  at  ease  in  the  matter  of 
liberty  of  examination,  and  shows  the  confidence  of  the  trades- 
man in  the  excellence  of  his  stock.  A  certain  amount  of  ex- 
planation concerning  side  lines  must  be  given — much  without 
prospect  of  profitable  realization.  Explanation  of  the  merits  of 
an  article,  or  an  advantageous  demonstration  of  its  novelty,  fre- 
quently warms  the  chance  inquirer  into  actual  purchase. 


A  number  of  newspapers  are  reprinting,  with  favorable  com- 
ment, a  prophecy  made  by  Sir  J.  Wolfe  Barry  to  the  effect  that 
bicycles  will  soon  be  sold  profitably  at  retail  for  $5.  Says  the 
knight,  who  enjoys  celebrity  abroad  as  an  engineer: 

The  present  price  of  Mrycles  will  not.  I  suppose,  rule  very  long,  and  we  shall 
ee  these  admirable  machines  made  at  pri'  es  whi.  h  now  set  m  unattainabiy  cheap. 
The  weight  of  a  bicycle  is  so  small  that  the  value  of  the  material,  except  theindia- 
ubber  tires,  cannot  be  serious.  And  if  all  the  partsofagoodmachine  made  watch 
can  be  manufactured  and  put  together  and  si.ld  for  less  than  85  the  manufacture 
and  puttnK  together  of  a  bicycle  ought  not  to  cost  mo  e.  If  we  add  the  cost  of  the 
steel  and  the  india-rubber,  it  surely  seems  not  too  sanguine  to  suppos^e  that  a  few 
years  hence  bicycles  will  bj  sold  at  about  a  fourth  of  their  present  price. 

Watches  sold  for  the  price  mentioned  are  made  by  the 
stamping  process  without  any  subsequent  finish.  As  soon  as 
anything  is  done  to  produce  a  high  degree  of  accuracy  in  a 
watch  the  price  of  it  rises  as  by  magic,  just  as  in  the  building  of 
a  bicycle  the  price  must  remain  far  above  the  low  level  of  cost 
of  raw  material,  plus  brazing  and  assembling,  if  anything  at  all 
is  done  to  secure  excellence.  There  is  more  factory  cost  in  a 
well  made  hub  than  in  all  of  the  parts  constituting  a  cheap 
watch. 

it:  «  :!:  :{: 

Tliere  is  mold  on  this  lying  statement: 

The  Wheel,  the  pioneer  of  cycling  trade  journals,  has  the  largest  and  broadest 
general  circulation  among  cycle  riders,  the  cycle  trade  and  kindred  trades. 

Three  years  ago  the  American  Wheelman  had  some  target 
practice  at  the  same  mark,  shot  it  to  pieces,  and  the  "pioneer" 
took  to  the  umbrageous  shelter  of  the  woods.  With  the  advent 
of  the  Cycle  Age  the  eclipse  of  the  Wheel's  circulation  was  ren- 
dered complete. 

It  ^  H:  ^ 

Whatever  fate  befall  the  cycle  shows  in  New  York  and  Chi- 
cago it  is  certain  that  they  will  be  disemboweled  affairs  in  com- 
parison with  similar  functions  of  other  years.  They  will  lack 
the  two  things  which  are  essential  for  thorough  success — com- 
pleteness of  exhibits  representative  of  the  industry,  and  spon- 
taneous support  of  the  trade. 


The  Cycle  Age  and  Trade  Review 


275 


THE  KING  IN  YELLOW 


The  time  and  money  expended  by  the  dealer  in  popularizing  the  wheel  he  represents  is 
capital  invested. 

That  capital  will  return  devidends  according  as  the  bicycle  he  handles  shall  establish  its 
value  before  the  people. 

The  bicycle  is  a  machine  that  deals  with  complex  problems  of  mechanics  and  motion. 

Its  builders  must  possess  a  deep  acquaintance  with  the  possibilities  and  limitations  of 
the  art — and^  knowing  them,  must  apply  them  rightly. 

The  makers  of  Stearns  Bicycles  have  studied  the  needs  of  the  business — their  every  im- 
provement is  toward  the  simplifying  and  perfecting  of  the  bicycles  they  build. 

The  dealer  who  desires  to  maintain  a  successful  business  will  build  the  structure  of  that 
business  upon  a  good  and  permanent  foundation. 

The  agents  for  Stearns  Bicycles  have  found  in  the  wheel  they  handle  the  full  pledge  of 
its  value. 


The  trade  on  the^.^ 
Pacific  Coast  supplied 
from  our  branch  store, 
E.  C.  Steams  &  Co., 
210  McAllister  Street, 
San  Francisco.  ^^^ 


E*  C*  Stearns  &  Company, 

Syracuse,  N*  Y* 


The  trade  in  the  .5*  ^ 
Dominion  of  Canada 
supplied  from  our  <^ 
Canadian  factory,  S 
E.  C.  Steams  &  Co., 
67  Adelaide  St.  West, 
Toronto,    Ontario,  t^ 


r 


NEW    TESTIMONIALS     EACH    WEEK. 


"t 


MILNA/AUKEE  TIRES 


PUNCTURE  PROOF= 


Pneumatic 
Single  Tube 


5.  H.  MEADOWS,  Retail  Drug  Store, 
Corner  VanBuren  and  Biddle  Streets. 

MiLWAiTKFE,  Wis.,  Nov.  18, 1898. 
Milwaukee  Patent  Puncture- Proof 
Tire  Co.,  Milwaukee,  Wis. 
Gentl  men:  I  h-  artily  endorse  your  puncture- 
proof  tires.    They  have  proven  to  me  to  be  ail 
thut  you  claim  for  them. 

My  whe>-l  is  used  by  the  boys  In  my  store  in 
deliveriug  packages,  etc.  Itthtrefire  rereues  a 
great  dial  more  abuse  than  a  wheel  ordinarily 
would. 

Previous  to  obtaininsr  the  puncure-proot  tires 
I  was  Kieatly  annoyed  by  the  delay  and  expense 
caused  by  the  puncturing  of  lires. 

i>iuce  using  ynur  tires  I  have  not  had  one 
p  mciure,  nor  a  detect  in  them  in  anv  way.  Tney 
are  in  first  class  shape  today  after  eight  months 
of  very  hard  usage. 

Yours  respt  ctf  ully, 

.(Signpd)       S.  H.  Meadows. 
H.  C.  BOLCOM  &  CO.,  Car  Shippers. 
Pacific  Coast  Lumber,  Red  Cedar  Shingles. 

Winona,  Mi.vn.,  Nov.  23,  1898. 
Milwaukee  Patent  Puncture-Peoof  Tire  Co..  Milwaufeee,  Wis. 

Gentlemen:    Am  pleased  to  reiommend  ynur  puncture-proof  tires. 
They  are  the  Keal  Thing.    Malie  it  as  strong  as  you  like. 

(Signed)       N.  M.  Bolcom. 


Resilient 
Easy  Riding 

Evakston,  III.,  Dec.  30, 1898. 

Milwaukee  Patent  Puncture-Proof 
Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:  In  reply  to  your  letter  of  Nov  30th, 
I  beg  to  say,  that  your  lires  whieh  I  purchased 
some  time  ago  look  tortay  as  good  as  new. 

An  Ajax  wheel,  which  I  have,  fitied  with  a 
pair  of  your  Milwaukee  Pati  nt  Puncture-Proof 
Tires,  makes  a  wheel  fit  for  a  king. 


I 


Yours  truly, 
(Signed) 


Nels.  Swanson. 


Newport  News,  Va.,  Dec.  16, 1898. 

Milwaukee  Patent  Punctuee-Proof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:  I  take  pleasure  in  stating  that  the  Milwaukee  Puncture- 
Proof  Tires  have  given  me  no  trouble  at  all  as  regards  punctures.  They 
are  undoubtedly  Good  Tires. 

I  am  highly  pleased  with  ycur  tires.  They  are  far  superior  to  any 
others  I  have  ever  ridden,  and  I  do  a  great  deal  of  riding  as  I  am  col- 
lecting for  a  furniture  house. 

Very  truly  yours, 

(Signed)       E.  P.  Buxton. 


Representatives  Wanted.        Write  for  Prices  and  Other  Information. 

I  MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO..  MILWAUKEE,  WIS,.  U.  S.  A.   . 


276 


The  Cycle  Age  and  Trade  Review 


FAST  FREIGHT  vs.  EXPRESS 


riany  Dealers  in  Large  Cities  Steadily  Have  Their  Goods 

Shipped  by  Fast  Freight 


Unusual  interest  is  being  displayed  by 
cycle  dealers  in  the  effort  to  compel  ex- 
press companies  to  moderate  their  extor- 
tionate charges.  The  proposal  to  use  the 
fast  freight  as  a  substitute  for  express  is 
unhesitatingly  approved  by  traders  in 
large  cities,  but  agents  in  small  towns  are 
prohibited  from  solacing  themselves  with 
more  than  the  hope  that  the  liberal  exten- 
sion of  and  reduced  rates  for  parcels  post 
will  work  powerfully  for  reform  in  their 
behalf. 

Herewith  are  presented  some  opinions 
recently  received  from  readers  of  the 
Cycle  Age,  which  furnish  conclusive  evi- 
dence of  the  hardships  endured  under  the 
prevailing  methods  of  expressing  cycle 
merchandise: 

Express  Charges  Never  Decrease. 

The  express  charges  are  heyond  reason 
and  any  help  I  can  give  I  will  be  only  too 
glad  to  extend.  I  am  a  small  builder  of 
bicycles  and  my  capital  necessitates  my 
buying  in  small  quantities.  I  have  to  figure 
on  at  least  10  per  cent  for  express.  Again, 
I  have  to  compete  with  factory-made  ma- 
chines, and,  as  good  bicycles  are  built  to- 
day as  cheaply  as  they  can  be  built,  we 
cannot  afford  to  pay  as  much  express  as 
when  a  bicycle  was  bringing  $75.  There  are 
points  against  fast  freight,  one  of  the  most 
important  of  which  Is  the  delivery  system. 
The  freight  arrives  at  the  depot  and  then 
there  is  liable  to  be  a  delay  if  we  do  not 
keep  close  watch  of  the  depot,  whereas  the 
express  companies  always  deliver  at  once. 
I  think  the  express  companies  charge  for 
the  risk  they  run  in  carrying  on  their  busi- 
ness, but  they  charge  just  as  much  for  a 
pair  of  rims  as  they  do  for  tires,  the  risk 
being  only  about  one-tenth  as  great.  The 
rims  are  only  worth  40  cents,  while  the 
tires  are  worth  $4. 

As  long  as  we  sit  still  and  pay,  the  ex- 
press companies  are  not  to  blame  alto- 
gether. But  if  we  ask  them  to  make  the 
charges  right  and  in  proportion  to  the  value 
of  bicycles,  and  they  still  insist  on  adher- 
ing to  their  old  prices,  I  am  in  favor  of 
organizing  and  boycotting  them  entirely  and 
patronizing  fast  freight. 
Lansing,  Mich.  F.  L.  Holmes. 

Present  Freight  System  is  Poor. 

We  are  pleased  to  note  that  there  is  a 
movement  on  foot  to  substitute  a  fast 
freight  system  in  the  place  of  express.  It 
will  certainly  meet  with  the  approval  of  the 
majority  of  shippers  and  tradesmen.  The 
average  business  man  is  perfectly  willing  to 
pay  reasonable  transportation  rates  and  to 
•pay  well  for  fast  and  prompt  service,  but 
when  Ihe  rates  are  such  as  to  net  the  trans- 
portation companies  a  profit  of  80  per  cent 
on  the  actual  investment,  this  fact  alone 
would  tend  to  remove  any  doubt  as  to  the 
exorbitant  proportions  of  the  present  ex- 
press rates.  The  arbitrary  position  which 
the  express  companies  took  with  regard  to 
compelling  shippers  to  pay  the  necessary 
revenue  on  shipping  bills,  even  after  the 
courts  had  decided  against  them,  certainly 
made  them  no  friends,  but  on  the  other  hand 
placed  them  in  disfavor  with  every  ship- 
per in  the  country.  So  far  as  service  ren- 
dered on  the  part  of  the  express  companies 
is  concerned,  this  has  been  satisfactory  to 
us  with  one  or  two  exceptions.  In  one 
instance,  after  waiting  two  or  three  days 
over  the  usual  time,  we  found  the  goods  in 
question  stowed  away  in  the  warerooms  of 
our   local   express   company. 

The  present  freight  system  we  have  found 
extremely  poor,  it  having  taken  in  some  in- 
stances ten  days'  time  to  get  goods  by 
freight  from  Dayton,  O..  to  Minneapolis. 
Unless  the  present  freight  system  can  be 
greatly  improved  the  dealers  will  doubt- 
less continue  to  use  express,  especially 
through  the  busy  season. 

The  matter  of  inaugurating  a  more  satis- 
factory system  of  transportation  for  the 
general  welfare  of  shippers  and  tradesmen 
is  certainly  commendable  on  the  part  of  its 
promoters  and  of  those  who  are  pushing  it 
along.  "We  believe  that  it  would  be  an  ex- 
cellent plan  to  place  this  matter  before  the 
various  business  men's  organizations  of  the 
large  cities,  such  organizations  being  com- 
posed chiefly   of  merchants  and   tradesmen 


who  would  readily  see  it  to  their  interests 
to  assist  any  movement  in  this  direction. 

The  Commercial  Club  of  Minneapolis  is 
an  organization  which  is  always  ready  to 
lend  its  support  towards  the  promotion  of 
any  plans  that  tend  to  be  beneficial  to  the 
city  and  the  community  at  large. 

Minneapolis,  Minn.      Haynes-Truscy  Cycle  Co. 

Express  Carriers  Are  ilean. 

The  express  companies  have  taken  half 
or  our  profits  in  the  last  three  years,  and  we 
have  .often  thought  if  there  was  some  way 
of  getting  our  supplies  almost  as  quick 
with  less  charges  we  would  do  all  in  our 
power  to  make  such  a  method  a  success. 
We  are  more  than  satisfied  with  the  idea 
of  fast  freight.  The  express  companies  are 
the  meanest  people  we  have  ever  had  any 
dealings  with.  We  are  more  than  in  sym- 
pathy with  the  movement  started  in  New 
York  to  compel  these  carriers  to  moderate 
their    charges. 

Ponliac,  Mich  Beattie  Bros. 

-Sample  of  Trickery  Practiced. 

I  am  heartily  in  sympathy  with  the  move- 
ment to  make  the  express  companies  mod- 
erate their  charges.  I  will  give  you  a  fair 
example  of  the  way  I  have  been  treated  by 
the  express  companies.  I  sent  a  tire  casing 
to  Chicago,  and  the  charges  were  25  cents. 
For  some  reason  the  case  was  not  repaired, 
and  it  was  returned  to  me  in  the  same  con- 
dition as  I  had  sent  it.  But  when  I  re- 
ceived it  the  charges  were  30  cents  instead 
of  25  cents.  This  I  have  had  happen  to  me 
more  than  once.  I  asked  the  driver  to  ex- 
plain, and  he  said  that  the  package  was 
heavier  than  when  I  sent  it.  When  I  had 
the  same  thing  happen  again  I  asked  the 
manager  of  the  express  company  to  explain, 
and  he  said  that  it  must  have  been  weighed 
incorrectly.  I  told  him  that  it  was  rather 
strange  that  the  error  should  occur  so  often 
and  never  be  corrected,  and  he  did  not  have 
anything  to  say. 

Detroit,  Mich.  E.  J.  Bukbell. 

High  Charges  on  Small  Packages. 

I  think  the  express  charges  on  small 
packages  are  very  unreasonable.  Packages 
which  would  not  cost  over  15  cents  at  one 
ounce  rates  are  made  to  cost  from  25  to  30 
cents.  The  repairmen  and  small  dealers 
have  little  or  no  chance  to  handle  goods  at 
the  same  prices  as  the  department  stores, 
for  their  profits  are  eaten  up  by  express 
charges,  goods  being  ordered  just  as  need- 
ed. I  have  often  had  to  wait  a  week  to  get 
goods  from  Chicago  when  four  days  would 
be  ample  time  for  transporting  them.  There 
is  something  wrong  either  with  the  people 
that  sell  the  goods  or  the  express  compa- 
nies—perhaps both. 

Wabash,  Ind.  .  William  Brown. 

ilasters  of  the  Situation. 

We  have  but  one  express  company  in  this 
place,  and  their  charges  are  made  accord- 
ing to  distance  from  pay  day  and  the  state 
of  their  bank  account.  One  day  they  will 
charge  25  cents  and  the  next  day  40  cents, 
same  distance  and  weight,  and  in  case  a 
crated  bicycle  is  shipped,  charges  are  from 
40  to  70  cents,  same  distance  and  weight. 
In  one  case  last  summer  they  collected 
three  charges  on  one  package,  with  one  re- 
turn charge,  afterward  returned  or  remit- 
ted, one  charge  to  consignor,  but  no  return 
charges.  They  have  also  delivered  c.  o.  d. 
packages  shipped  by  me  without  making 
collection  and  have  now  been  six  months 
trying  to  trace  it.  These  are  only  a  few  of 
the  many  cases  that  couldi  he  cited. 

Allianre,  Ohio.  Chas.  S.  Keith. 

Use  Express  Only  in  Emergency. 

For  some  time  we  have  given  up  shipping 
wheels  by  express,  except  in  extreme  cases 
when  it  is  necessary  to  get  the  goods  on 
quick  time.  We  will  be  pleased  to  help  in 
getting  a  rate  on  all  bicycle  goods  by  ex- 
press that  will  be  right. 

Port  Huron,  Mich         Beard,  Goodwille  &  Co. 

Charges  Are  Variable. 

I  am  certainly  in  sympathy  with  the  move- 
ment to  compel  the  express  carriers  to 
moderate  their  charges.  I  am  In  favor  of 
using  fast  freight  as  I  can  get  goods  pretty 
near  as  quick.    The  Adams  Is  the  only  ex- 


press company  that  comes  into  Lexington, 
and  I  get  it  stuck  to  me  every  once  in  a 
while  Dy  them.  Recently  I  had  two  bicy- 
cles come  from  Chicago  by  express.  They 
had  them  charged  $2.  I  kicked,  for  I  had 
got  two  for  $1.70.  I  paid  the  amount,  but 
went  to  the  company  and  made  another 
kick,  and  they  said  I  had  been  charged 
too  much  and  they  refunded  the  30  cents. 
About  two  weeks  later  I  had  two  of  the 
same  models  of  bicycles  that  weighed  the 
same.  They  charged  me  $2  and  would  not 
correct  the  matter.  I  have  cases  like  this 
all  the  time.  The  other  day  I  sent  a  front 
fork  to  Chicago,  minus  the  stem.  It  came 
back  with  a  new  stem  and  weighing  a 
good  deal  more,  but  it  cost  me  5  cents  less 
for  express  charges.  It  was  30  cents  going 
and  25  cents  returning. 
Lexington,  Ky.  C.  0.  Updike. 

An  Outfit  of  Robbers. 

I  certainly  am  In  favor  of  the  move- 
ment to  compel  the  express  companies  to 
moderate  their  charges.  The  proposal  to 
use  fast  freight  instead  of  express  meets 
with  my  approval.  I  think  the  express  com- 
panies are  an  outfit  of  robbers,  and  many 
is  the  time  I  have  paid  them  more  express 
than  the  article  was  worth. 
Manchester,  Iowa.  J.  R.  Toogood. 

Falling  Prices;  Steady  Express  Charges. 

I  specify  to  ship  by  freight  in  most  of  my 
orders,  excepting  small  ones.  I  find  that 
shippers  do  not  like  to  ship  by  express  on 
account  of  the  extra  expense.  The  ex- 
press companies  are  surely  getting  all  they 
can.  It  is  a  fact  that  on  all  small  articles 
used  in  the  construction  of  bicycles  the  ex- 
press bill  is  larger  than  that  of  the  material. 
I  think  it  is  high  time  for  the  express  com- 
panies to  revise  their  scale  of  prices  so  as 
to  keep  pace  with  falling  prices.  There  is 
but  one  way  to  make  them  realize  this  and 
that  Is  to  ship  by  freight. 

Saginaw,  Mich.  George  Fischer. 

Says  Reform  is  Impossible. 

We  are  very  large  shippers  by  express, 
and  have  felt  that  the  charges  in  many 
cases  were  excessive.  No  one  would  be  more 
pleased  with  the  reduction  than  ourselves, 
but  we  have  little  faith  that  it  will  ever  be 
accomplished.  So  far  as  fast  freights  are 
concerned,  we  understand  that  the  express 
companies  pay  a  certain  percentage  to  the 
railroads  for  handling  their  business,  and 
this  connected  with  the  fact  that  the  lead- 
ing trunk  lines  are  owned  by  the  Vander- 
bilts,  who  also  own  large  blocks  of  stock 
in  the  express  companies,  will  make  it  im- 
possible to  accomplish  anything  along  this 
line.  The  position  the  Cycle  Age  has  taken 
in  this  matter  Is  admirable,  but  we  feel  that 
Its  work  can  accomplish  but  little  although 
we  are  in  sympathy  with  it.  These  matters 
should  be  handled  by  legislation,  but  the 
legislators  are  always  with  the  express  com- 
panies and  other  corporations,  and  the 
reason  is  obvious. 

Flint,  Mich.  American  Machine  Co. 

irreconcilable  Express  Charges. 

We  recently  expressed  a  pair  of  gun  bar- 
rels to  Syracuse,  N.  T.,  at  a  cost  of  96  cents, 
with  25  cents  extra  charges  at  the  other  end. 
Also  received  one  pair  of  racing  rims  from 
Plymouth,  Ind.,  missent  to  Chester,  Iowa, 
for  which  we  were  charged  75  cents  express. 
From  this  you  can  plainly  see  that  we  are  In 
sympathy  with  the  movement  started  in 
New  York.  Fast  freight  meets  with  our  ap- 
proval. Our  patronage  of  the  express  com- 
pany has  been  very  limited  since  the  revenue 
stamp    act. 

Creston,  Iowa.  Myers  &  Edaburn. 

Express  Charges  Eat  Up  Profits. 

We  are  In  perfect  sympathy  with  the 
movement  for  the  reduction  of  express 
charges,  and  approve  of  fast  freight  in- 
stead of  express.  We  know  of  several  cases 
where  exorbitant  express  charges  have 
eaten  up  the  profits,  and  It  is  also  notice- 
able that  these  charges  fluctuate.  This 
seems  singular  to  us,  as  we  suppose  it  does 
to  others.  Every  retail  merchant  should 
give  his  hearty  co-operation  to  this  move- 
ment. We  shall  read  with  interest  the  pro- 
gress of  this  movement  through  the  Cycle 
Age,  and  hope  that  it  will  cause  the  revo- 
lution required. 

Colfax,  Iowa.  ICizeb  Bros.  Cycle  Co. 

Heavy  Express  Bill  for  the  Year. 

The  Cycle  Age's  agitation  to  moderate  ex- 
orbitant express  charges  meets  our  most 
enthusiastic  approval.  If  the  telegraph  and 
express  companies  could  be  compelled  to 
charge  in  proportion  to  the  service  rendered, 
we  would  all  be  a  great  deal  better  off.  Our 
express  bill  is  something  horrible  to  contem- 
plate, when  viewed  in  its  annual  total.  The 
unwillingness  of  the  express  companies  to 
stand  the  brunt  of  the  new  revenue  law  is 


The  Cycle  Age  and  Trade  Review 


277 


an  example  of  their  greed.  We  are  most 
heartily  in  favor  of  combining  to  bring 
about  a  compromise  at  least  regarding  the 
charges  they  make.  The  simple  fact  that 
they  are  rolling  in  wealth  and  declaring 
tremendous  dividends  every  year  is 
enough  evidence  that  the  charges  they  make 
are  much  greater  than  they  should  be. 
Des  Moines,  Iowa.  The  W.  B.  Chase  Co. 

In  the  Hands  of  the  Oppressors. 

I  am  in  favor  of  the  movement  started  in 
New  York  to  compel  the  express  companies 
to  moderate  their  charges  or  use  fast  freight. 
Making  customers  pay  the  stamp  charges 
imposed  on  the  express  people  by  govern- 
ment, the  express  companies  using  such 
widely  differerit  business  methods— as  be- 
tween us  using  exc-usive  offices  and  those 
who  do  the  same  business  through  competi- 
tive offices— are  the  main  complaints  I 
would   make   in  addition   to   heavy   rates. 

Fayette,  Iowa.  Geo.  A.  Hoover. 

Exorbitant  Charges  on  Less  Than  100  Pounds. 

We  are  in  sympathy  with  the  movement 
started  to  compel  the  carriers  to  moderate 
their  charges.  The  proposal  to  use  fast 
freight  instead  of  express  meets  with  our 
approval.  We  have  to  submit  to  exorbi- 
tant charges  on  less  than  100  pound  pack- 
ages. 

Champaign,  111.  Champaign  CycLE  Co. 

Rough  Handling  by  Express. 

Apparently  I  have  always  been  a  mark 
for  the  express  companies.  In  the  six  or 
seven  years  I  have  dealt  in  bicycles  I  have 
failed  to  get  one  machine  in  as  good  con- 
dition as  when  it  left  the  factory.  I  have 
just  mailed  a  letter  to  a  Chicago  firm,  ask- 
ing them  to  wrap  the  tubing  in  corrugated 
paper,  and  build  crates  stronger  to  stand 
the  abuse  they  are  subjected  to  in  transpor- 
tation. In  the  case  of  a  tire  sent  to  be  re- 
placed, I  have  paid  as  high  as  80  cents,  very 
nearly  half  the  cost  of  tire.  If  the  express 
companies  break  your  stuff  up  they  will, 
may  be,  carry  one  way  free,  but  you  will 
have  to  stand  the  balance,  as  you  will  have 
no  other  redress.  Fast  freight  would  meet 
with  my  approval. 

Battle  Creek,  Mich.  O.  G.  Pendill. 

Carriers  Should  Affix  Revenue  Stamp. 

We  are  in  sympathy  with  the  movement 
started  to  compel  the  express  companies 
to  moderate  their  charges.  Fast  freight  will 
meet  with  our  approval.  The  practice  of  the 
express  companies  to  make  the  people  pay 
the  revenue  stamps  on  all  their  receipts 
should  be  stopped  if  possible. 

Frankfort,  Ind.  Clinton  Cycle  Co. 

No  Telephone  Service. 

We  are  in  sjTnpathy  with  the  movement 
stai'ted  to  compel  express  companies  to 
moderate  their  charges.  The  proposal  to  use 
fast  freight  instead  of  express  meets  with 
our  approval.  In  this  town  of  7,000  the 
American  Express  Company  is  too  "poor" 
to  put  in  a  telephone.  Unless  one  Is  on  the 
main  street  every  time  he  wants  to  send  a 
package,  it  is  necessary  to  run  to  the  office. 

Rrchester,  Minn.  Irving  W.  Fox. 

Heavy  Overcharge. 

The  express  rate  on  100  pounds  from  this 

point  to  or  from  Chicago  is  $1.75.     I  had  

wheels  shipped  from  the  Calumet  Cycle  Co., 
and  the  express  charge  was  $100.  At  that 
rate  I  was  charged  $4  for  100  pounds.  We 
have  only  the  one  road  here,  but  would  be 
glad  to  see  the  price  put  where  It  belongs. 

Merrill,  Mich.  John  Walker. 

Express  Rates  on  Bicycles  Too  High. 

We  are  greatly  in  favor  of  reducing  ex- 
press rates  on  bicycles  and  goods  belonging 
to  them.  They  are  and  have  been  one  of 
the  most  paying  articles  for  past  years,  and 
the  carriers  cannot  afford  to  turn  us  down. 
On  the  other  hand,  we  can  afford  to  stand 
the  decrease  in  charges  arising  out  of  the 
use  of  fast  freight. 

Lexington,  Ky.         Lexington  Bicycle  Works. 

More  Powerful  Than  the  Qoverment. 

We  are  heartily  in  sympathy  with  the 
movement  to  regulate  charges  of  the  ex- 
press companies.  They  have  shown  them- 
selves more  powerful  than  the  government 
in  refusing  to  pay  their  small  proportion  of 
the  war  taxes,  and  now  a  strong  united 
effort  should  be  made  to  regulate  their 
charges  on  a  fair  basis  for  all. 

De  Soto,  Mo.  Cunningham  &  Hamel. 

Heavy  Bill  for  Express  Service. 

We  think  that  some  measure  should  be 
taken  to  relieve  us  of  oppressive  express 
charges.  The  matter  of  25  to  30  cents  for  a 
single  package  does  not  of  course,  amount 
to  much,  but  In  the  bicycle  business,  when 


receiving  20  or  30  packages  a  day,  in  a  year 
it  amounts  to  a  very  large  bill.  We  have 
taken  advantage  of  fast  freight  whenever 
we  could  and  found  it  very  satisfactory. 
We  hope  through  your  valuable  journal 
that  something  to  our  relief  may  be 
brought  around. 
Jackson,  Mich.  Dennis  Machine  Co. 

Trouble  With  Shipments  From  the  East. 

My  experience  in  shipping  from  eastern 
points  teaches  me  to  order  a  year  ahead  of 
time,  and  let  the  goods  come  by  stage  route. 
In  ordering  kej's  or  wire  to  fill  stock,  from 
Connecticut  points,  the  express  charges 
sometimes  amount  to  as  much  as  stock 
costs.  I  do  not  think  any  paper  in  a  Christ- 
ian country  would  print  my  full  views  on 
this  subject.    I  just  say  what  I  know. 

Peoria,  111.  D.  S.  Kent. 

Express  Charges  Equal  Cost. 

I  am  in  sympathy  with  the  Merchants'  As- 
sociation of  New  York  in  its  effort  to  reduce 
express  rates.  I  am  also  in  favor  of  fast 
freight  instead  of  express.  I  often  get  small 
parts  on  which  the  express  charge  is  almost 
as  much  as  the  cost  of  goods.  1  sometimes 
think  that  they  size  up  the  package  and  put 
the  express  charge  low  enough  so  that  I 
will  take  it  from  the  office. 

Huntington,  Ind.  J.  H.  Kindig. 

Charge  About  15  per  cent  of  Cost. 

Kindly  listen  to  our  little  tale  of  woe. 
The  express  companies,  it  seems,  are  trying 
to  get  as  much  of  our  profits  as  they  car 
and  we  are  heartily  with  the  Cycle  Age  in 
giving  them  a  good  calling  down.  We  favor 
fast  freight.  Only  last  week  we  paid  35  cents 
for  one  pair  of  24  inch  tires  wrapped  in 
paper,  and  one  set  of  frame  fittings  cost  40 
cents,  less  bar,  pedals  and  axles.  These 
goods  came  from  Chicago.  Two  packages  of 
frame  fittings  from  Buffalo  cost  each  $1  and 
.$1.25  respectively.  We  find  that  the  express 
companies  charge  us  about  15  per  cent  of 
the  value  of  our  goods. 

Peoria,  111.  Peoria  Cycle  &  Supply  Co. 

Makers  Should  Not  Use  Express. 

We  have  recently  ordered  all  goods  sent 
by  fast  freight  unless  parcels  are  too  small, 
and  them  we  order  to  be  sent  by  mail.  We 
have  no  further  use  for  express  companies 
as  they  now  exist.  Manufacturers  should 
send  goods  by  freight  unless  otherwise 
ordered,  instead  of  vice  versa. 

Webster  City,  Iowa.  Smisor  Bros. 

"Lead  Pipe  Cinch  Monopoly." 

We  have  a  great  many  complaints  to  make 
regarding  the  exorbitant  express  charges. 
We  are  in  every  instance  using  Merchants 
Dispatch.  Fast  freight  is  certainly  the  most 
profitable.  The  express  companies  seem  to 
us  to  perfectly  represent  the  "Liead-Pipe 
Cinch  Monopoly." 

Indianapolis,  Ind.  C.  G.  Fischer  &  Co. 

Complain  of  Extortionate  Charges. 

We  are  in  sympathy  with  the  movement 
to  compel  the  express  companies  to  moder- 
ate their  charges.  The  proposal  to  use  fast 
freight  instead  of  express  meets  with  our 
approval.  We  complain  of  the  extortionate 
charges. 

Minneapolis,  Minn.      Great  Western  Cycle  Co. 

Ready  to  Join  in  the  Fight. 

We  think  the  express  rates  are  very  exor- 
bitant, and  the  proposal  to  use  fast  freight 
meets  with  our  hearty  approval.  We  have 
been  obliged  to  have  a  great  many  wheels 
come  by  express  during  the  past  few  years 
and  on  account  of  their  charges  our  mar- 
gins have  been  cut  materially.  We  shall  be 
glad  to  join  in  the  fight  for  lower  rates. 

Minneapolis,  Minn,  Smith  &  Zimmee. 

Practical  Solution  to  the  Trouble. 

The  movement  started  to  bring  the  ex- 
press companies  to  time  is  worthy  of  sup- 
port. However,  a  good  service  of  fast 
freight  is  probably  the  most  practical  solu- 
tion of  the  trouble,  as  it  would  be  fast 
enough  for  all  bicycle  deliveries  and  at  the 
sam.e  time  would  be  a  blessing  to  all  other 
lines  of  business. 

Downington,  Mich.  Geo.  E.  Paige. 

Immense  Saving  in  Fast  Freight. 

We  are  heartily  in  sympathy  with  the 
movement  to  use  fast  freight  Instead  of  ex- 
press. We  used  only  the  fast  freight  from 
Chicago  for  the  last  four  months,  the  dif- 
ference in  time  has  never  exceeded  16  hours. 
The  saving  has  been  immense. 

Owensboro,  Ky.  John  G.  Delker. 

Qet  Everything  Possible  by  Freight. 

We  are  In  hearty  sympathy  with  any 
movement  which  will  compel  the  express 
companies  to  reduce  their  very  extortionate 


charges.  We  are  in  favor  of  fast  freight 
every  time,  as  we  firmly  believe  this  is  the 
only  remedy  to  bring  the  express  companies 
to  time.  We  have  for  some  time  shipped 
everything  that  we  possibly  could  by  freight, 
preferring  a  few  days'  delay  in  order  not 
to  l)e  compelled  to  pay  outrageous  express 
charges.  Unless  our  customers  insist  on  it, 
we  never  have  anything  come  by  express 
that  we  can  get  by  freight. 
Le  Mars,  Iowa.  Haas  &  Huebsch. 

Approve  of  Fast  Freight. 

We  are  heartily  in  sympathy  with  the 
movement  started  to  compel  the  express 
companies  to  moderate  their  charges.  We 
are  in  favor  of  any  mode  of  quick  trans- 
portation that  will  take  the  place  of  express. 

Grand  Rapids,  Minn.        W.  J.  &  H.  D.  Powers. 

Strongly  Favors  Fast  Freight. 

I  heartily  endorse  any  movement  to  put 
down  the  exorbitant  charges  that  retail 
dealers  have  had  to  pay  the  express  com- 
panies. This  is  something  that  has  been 
very  annoying  to  me,  and  I  presume  that 
every  dealer  in  the  country  has  had  the 
same  experience.  I  am  strongly  in  favor  of 
fast  freight. 

Ashville,  Ohio.  C.  F.  Brinker. 

All  Goods  Sent  by  Freight. 

Practically  all  of  our  goods  go  by  freight. 
We,  of  course,  are  interested  in  any  move- 
ment that  would  tend  towards  reduction  of 
express  charges,  and  the  Cycle  Age  will 
have  our  hearty  co-operation  in  anything 
that  is  done 

Minneapolis,  Minn.  Deeee  &  Webber  Co. 

All  Goods  Received  by  Freight. 

I  am  in  sympathy  with  the  movement  to 
compel  express  companies  to  moderate  their 
charges.  Fast  freight  and  postal  express 
suit  me.  For  over  a  year  I  have  ordered 
all  possible  goods  by  freight,  and  shall  con- 
tinue to  do  so  unless  there  is  a  great  change 
in  express  rates. 

Atwater,  Ohi  ■.  E   H.  Hinman. 

No  riore  Business  by  Express. 

I"  approve  of  any  system  of  transporting 
goods  which  will  put  an  end  to  the  extor- 
tionate charges  of  the  express  companies. 
The  express  company  charges  here  have 
been  something  awful,  and  I  do  not  intend 
to  give  them  any  more  business  than  I  can 
possibly  help  hereafter 

Menominee,  Mich.  D.  F.  Poyer. 

Splendid  Service  from  Fast  Freight. 

We  are  in  thorough  sympathy  with  any 
movement  tending  to  reduce  express  rates. 
We  have  had  splendid  service  with  fast 
freight  during  the  past  season,  especially 
from  Chicago,  and  believe  it  the  best  means 
to  make  the  express  companies  reduce  their 
extortionate  rates. 

Kansas  City,  Mo.  E.  P.  Moeiarity  &  Co. 

Fast  Freight  Good  and  Cheap. 

We  certainly  favor  the  fast  freight  prop- 
osition. We  can  see  no  reason  for  the  ex- 
istence of  the  express  companies,  and  have 
always  maintained  that  the  railroads  could 
give  just  as  good  service  at  much  less  cost. 
Complaints  against  the  express  companies 
are  too  numerous  to  specify,  and  we  hope 
that  the  movement  will  be  a  success. 

Sibley,  Iowa.  Walton  Bros. 

Using  Freight  for  Two  Seasons. 

We  are  most  emphatically  in  favor  of  any 
combination  or  scheme  whereby  the  ex- 
press companies  can  be  brought  down  to  a 
legitimate  basis  in  the  matter  of  charges. 
We  have  been  using  freight  for  the  last  two 
seasons  almost  exclusively,  suffering  con- 
siderable inconvenience  thereby,  rather  than 
patronize  express  companies.  Sometimes  we 
have  been  able  to  get  bicycles  from  Chi- 
cago in  three  days  by  freight.  Express  runs 
from  a  day  to  a  day  and  a  half.  We  deplore 
the  fact  that  the  express  companies  evade 
the  law  in  regard  to  the  matter  of  revenue 
stamps. 

Bridgeport,  Ohio.  Hall  &  Enlow. 

Permanent  Fast  Freight  Service. 

Am  not  in  sympathy  with  any  movement 
to  interfere  with  express  companies'  busi- 
ness. Have  no  complaints  to  make.  Would 
be  heartily  in  favor  of  permanently  estab- 
lished fast  freight  service,  and  believe  it 
would  be  liberally  patronized  by  the  bicycle 
trade. 

Marshalltown,  Iowa.  H.  S.  Thurber. 

Lower  Postal  Merchandise  Rates. 

We  are  in  hearty  sympathy  with  any 
movement  which  will  compel  express  com- 
panies to  radically  modify  their  present  ex- 
tortionate rates.  We  approve  of  the  use  of 
fast  freight  wherever  possible.  Our  con- 
gressmen should  be  urged  to  secure  a  revis- 


278 


The  Cycle  Age  and  Trade  Review 


ion  of  postal  rates  on  merchandise,  making 
the  rate  not  more  than  8  cents  per  pound, 
instead  of  the  present  16  cents.  We  believe 
that  such  a  reduction  would  compel  express 
companies  to  reduce  their  rates,  at  least  on 
small  packag-es.  We  are  certainly  pleased 
to  see  Cycle  Age  throwing-  its  influence 
ag-ainst  the  transportation  pirates.  We 
shall  be  pleased  at  all  times  to  render 
whatever  little  assistance  lies  in  our  power 
to  aid  in  the  work  of  a  thorough  revision  of 
the  express  rates. 
Minnea  polls,  Mi  nn.    Northern  Cycle  Supply  Co. 

Avoid  Shipping  by  Express. 

Out  here  it  is  most  outrageous  the  way 
the  express  companies  "sock"  it  to  us  when 
we  cannot  help  ourselves.  The  only  thing 
for  us  to  do  is  to  avoid  the  express  com- 
panies as  much  as  possible  and  keep  out  of 
their  clutches.  If  the  charges  were  more 
reasonable,  we  could  patronize  them  more 
freely. 

Chatfield,  Minn.  Frank  Undebleak. 

Express  Adds  Greatly  to  Cost. 

The  proposal  to  use  fast  freight  instead  of 
express  meets  with  my  approval.  At  times 
express  has  not  proven  to  be  satisfactory. 
Often  it  happens  that  the  article  received 
by  express  is  very  expensive  after  the 
charges  are  paid.  The  fast  freight  pro- 
posal is  all  rigtit. 
Decatur,  111.  Paul  Hiekisch. 

Prefer  Past  Freight  to  Express. 

We  stand  ready  to  do  what  we  can  in 
bringing  about  more  reasonable  express 
charges  than  are  now  made.  We  prefer 
fast  freight,  if  we  could  get  anywhere  near 
the  service  given  us  by  the  express  com- 
panies. If  the  inforniation  given  in  the 
Cycle  Age  is  correct,  we  see  no  reason  why 
these  companies  should  not  be  willing  to 
give  the  public  service  at  a  much  reduced 
ligure. 

Flint,  Mich.  Flint  Buggy  Co. 

Consignors  Have  an  Advantage. 

We  are  in  favor  of  fast  freight.  Express 
charges  are  too  high.  Sometimes  the  ex- 
press charges  are  equal  to  the  value  of.  the 
article  purchased.  Sometimes  the  firms 
from  whom  we  buy  pay  the  express  in  ad- 
vance for  us,  and  in  that  way  we  get  it  for 
18  cents — the  other  way  it  costs  us  between 
25  and  35  cents. 

Monticello,  Ind.  Star  Bicycle  Co. 

Approve  of  Fast  Freight. 

We  are  in  sympathy  with  the  movement 
started  to  compel  carriers  to  moderate  their 
charges.  Fast  freight  meets  with  our  ap- 
proval. Express  companies  should  pay  the 
revenue  tax  and  reduce  rates.  We  trust 
that  this  movement  now  on  foot  will  bring 
about  the  reform  sought. 

Lansing,  Mich.  J.  G.  Gross  &  Co. 

Express  is  Convenient  But— 

Our  express  service  certainly  is  pre- 
ferred as  to  convenience,  but  heavy  charges 
are  very  objectionable,  and  we  certainly  are 
in  sympathy  with  the  movement  to  have  the 
charges  moderated.  We  approve  of  fast 
freight. 

Peru,  Ind.  Peru  Cycle  Exchange. 


New  Puncture  Proof  Tire  Company. 

The  Rochester  Noh-Puncturable  Tire 
Company  has  been  organized  by  a  num- 
ber of  Rochester  capitalists  for  the  man- 
ufacture and  sale  of  a  new  bicycle  tire, 
the  tread  of  which  is  made  impervious  to 
any  kind  of  pointed  instrument  by  means 
of  small  transverse  steel  plates  riveted 
to  a  band  encircling  the  periphery  of  the 
air  tube.  These  plates  lie  between  two 
layers  of  cotton  webbing  which  prevent 
contact  with  and  consequent  wear  of  the 
rubber.  The  rubber  tread  or  outer  jacket 
is  removable  and  can  be  replaced  at  small 
cost  when  worn  out,  while  the  tire  proper 
will  last  indefinitely,  it  is  said.  Manu- 
facturing has  already  begun,  but  prepar- 
ations are  being  made  for  the  establish- 
ment of  a  larger  plant,  enabling  an  in- 
creased output  to  meet  the  anticipated 
demand  for  this  new  invention. 


Further  Humber  Reductions. 

The  English  cj^cle  trade  was  somewhat 
startled  recently  when  the  Humber  com- 
pany announced  that  the  English  Humber 
would  retail  at  a  few  cents  over  $50,  but 
the  Humber  company  has  not  stopped  at 
the  above  figure  and  to  meet  the  prico 


cutting  of  another  prominent  English  con- 
cern has  made  a  further  cut  of  .about  $12, 
bringing  the  price  down  to  $38.72.  This 
price  is  on  the  Coventry  Standard  grade 
of  Humbers  and  includes  an  equipment 
of  Westwood  rims  and  "A.  B."  tires. 


THE  PARIS  CYCLE  SHOW 


Absence  of  English  Exhibitors  Causes  Comment- 
American  Firms  Represented. 


The  recent  Paris  cycle  show  has  yesm- 
ingly  demonstrated  that  the  English  cycle 
trade  in  Paris  has  practically  ceased  to 
exist.  Whereas  four  or  five  years  ago  the 
majority  of  the  exhibitors  at  the  Salon  du 
Cycle  were  English,  and  the  larger  part  of 
the  cycle  dealers  in  the  Parisian  capital's 
cycle  row,  the  Avenue  de  la  Grand  Armee, 
were  of  the  same  nationality,  this  year 
but  one  English  cycle  maker  exhibited  at 
the  cycle  show  and  but  one  or  two  Eng- 
lish bicycle  stores  now  remain  among  the 
dealers  of  the  "row."  At  the  show,  how- 
ever, were  to  be  found  several  English 
concerns  in  the  tire  and  accessories  de- 
partments. 

The  English  makers  claim  that  the 
French  machines  are  not  up  in  a  mechan- 
ical way  to  the  standard  of  British  prod- 
uct, and  that  ideas  long  since  discarded  in 
England  are  still  in  vogue  in  the  gay  cap- 
ital across  the  channel.  Among  the 
points  noted  by  the  English  makers  as 
not  being  strictly  modern  were  fork  crown 
designs,  cranked  rear  forks,  and  the  fail- 
ure to  fit  gear  cases  to  all  machines.  The 
English  trade,  while  it  deplores  the  fact 
that  it  has  lost  its  hold  on  the  Parisian 
market,  is  agreed  that  there  is  still  a 
field  if  the  desires  and  styles  of  the 
Frenchmen  are  but  studied  and  the  Eng- 
lish machines  sent  to  Paris  made  with  a 
view  to  meeting  these  demands  and  at  the 
same  time  furnishing  better  quality  of 
workmanship  than  is  now  displayed  in 
the  French  cycles.  'The  English  trades- 
man considers  the  French  cyclist  a  pecu- 
liar being.  The  director  of  a  large  Eng- 
lish lamp  firm  which  has  a  branch  in 
Paris  recently  voiced  that  opinion  when 
he  noticed  a  French  rider  passing  witli  a 
Chinese  lantern  sliiug  from  his  handle 
bars.  Said  the  Englishman:  "How  the 
dickens  can  we  pay  a  dividend  when  they 
use  things  like  that?" 

Though  the  English  maker  was  more 
prominent  by  reason  of  his  absence  than 
his  presence  at  the  Paris  show,  the  Amer- 
ican was  in  rather  conspicuous  evidence. 
The  American  firms  represented  were  the 
Pope  Manufacturing  company,  H.  R.  i^o- 
zier  &  Co.,  the  Crawford  Manufacturing 
company.  Western  Wheel  Works  and  the 
Indiana  Bicycle  company. 


Proposes  to  flanufacture  Pegamoid. 

Efforts  are  being  made  in  Springfield, 
Mass.,  to  organize  a  company  with  a 
capitalization  of  $20,000  for  the  manufac- 
ture of  "a  new  style  of  celluloid  veneer"— 
probably  pegamoid.  Charles  F.  Church, 
of  New  Jersey,  who  has  installed  several 
plants  in  eastern  factories  for  enameling 
bedsteads,  bicycles,  etc.,  has  been  con- 
ferring with  the  Springfield  board  of 
trade  and  with  capitalists  there,  and  has 
met  with  much  encouragement.  The  in- 
tention is  to  form  an  incorporated  com- 
pany for  the  purpose  of  making  the  stuff 
to  sell  to  cycle  manufacturers,  carriage 
makers,  car  builders,  etc.  The  company 
will  start  in  a  conservative  way,  employ- 
ing about  twenty  hands  and  occupying 
temporary  quarters  with  a  view  to  re- 
moval when  business  warrants. 


Cease  to  Job  Bicycles. 

Baker  &  Hamilton,  the  large  San  Fran- 
cisco jobbing  firm  which  has  for  several 
years  handled  bicycles  on  a  large  scale 
on  the  coast,  have  announced  that  they 
will    sell   no    more   bicycles.     Last   year 


they  sold  between  4,000  and  5,000  cheap 
machines,  so  their  retirement  will  mean 
a  large  trade  to  be  divided  between  the 
makers  and  agents  of  a  higher  class  of 
goods.  The  reasons  given  for  abandon- 
ing the  sale  of  bicycles  is  that  "A  number 
of  manufacturers  have  so  reduced  their 
lists  as  to  make  it  unprofitable  for  the 
agent  to  handle  bicycles,  the  cost  of  sell- 
ing the  cheaper  machines  being  as  great 
as  that  of  selling  the  higher  priced  ones." 
The  firm  will,  however,  continue  to  job 
a  complete,  line  of  sundries,  repair  out- 
fits and  material  and  one  line  of  tires. 


AriERICAN  AND  ENGLISH  EXPORTS 


Shipments  From  New  York  for  One  Week  Almost 
Double  Those  From  Great  Britain. 


Exports  of  bicycles  and  bicycle  mate- 
rials from  the  port  of  New  York  for  the 
week  ending  December  27  are  recorded  as 
follows: 


Countries- 
Germany    

England    

France    

Australia    

Sweden    

British  Wfest  Indies   

British  East   Indies    

British  Guiana    

Denmark 

Belgium 

Italy    

Dutch    West   Indies   

Mexico    

Central  America  

Africa    

Scotland   

Brazil    

Cuba   

Ecuador  

Hayti   

United  States  of  Colombia.. 
Porto  Rico  


Bicycles. 

...$  7,094 

. . .  13,869 

. . .     7.324 

. . .    9.272 

. . .     2.213 

. . .    2,724 

. . .     1,871 

. . .    1,965 

377 

30 

395 

222 

...       205 

123 

100 

100 

45 

96 

38 

30 

20 

14 


Material. 

$15,493 

2,394 


2,509 

1,125 

1,124 

475 

266 

2,041 

1,266 

578 


Totals    $48,127  $27,344 

The  value  of  the  exports  of  bicycles  t.nd 
materials  from  Great  Britain  for  the  week 

ending  December  17  is  recorded  as  fol- 
lows: 

Adelaide  $  1,365 

Alexandria   300 

Bombay  1,085 

Bordeaux  300 

Bologne  1,850 

Buenos  Ayres  150 

Calcutta 1,725 

Cape  Town 4,290 

Christchurch  1,005 

Cologne 50 

Demerara 375 

Durban  1,915 

East  London 645 

Flushing  2,380 

Fremantle  835 

Hamburg 250 

Hong  Kong  275 

Lyttleton 1,980 

Madras  100 

Malta  240 

Melbourne   12,925 

Newcastle 70 

Ostend  225 

Otago  240 

Penang 230 

Perth  200 

Port  Elizabeth  1,630 

Rangoon  .  100 

Singapore  1,190 

Sourabaya  510 

Sydney 450 

Toronto   100 

Trinidad  305 

Wellington  660 

Zanzibar 130 


Total  ,$40,095 


The  LoveII=Johnson  Controversy  Ended. 

The  case  of  Lovell  vs.  Johnson  in  the 
patent  infringement  controversy  between 
the  Lovell  Arms  company  and  the  Iver 
Johnson  Arms  &  Cycle  Works,  which  has 
been  stubbornly  contested  in  the  courts 
for  several  years,  was  decided  last  week 
in  the  court  of  appeals,  the  judge  render- 
ing a  verdict  in  favor  of  the  defendant. 


The  minister  of  war  of  Belgium  has 
just  issued  a  decree  providing  for  the 
formation  of  four  companies  of  military 
cyclists  from  the  regiment  of  carabin- 
iers.  Each  company  will  be  provided 
with  125  folding  bicycles. 


The  Cycle  Age  and  Trade  Review 


279 


COnnERCE  IN  FOREIGN  HARKETS 


Abroad  we  are  poor  trad- 

OUR  TRADE         ers.    It  is  the  opinion  of 

METHODS  one  of  the  smartest  men 

ARE  INFERIOR       i^^  the  American  consular 

service.  The  truth  of 
this  helief  is  emphasized  every  day  in 
correspondence  with  American  merchants 
and  manufacturers  and  in  observations 
of  the  way  they  are  handling  the  new 
export  trade  and  their  endeavors  to  get 
into  it.  American  export  trade  is  rolling 
up  like  a  snowball  because  of  a  50  per 
cent  superiority  in  manufacturing  knowl- 
edge and  natural  resources,  and  despite 
a  15  to  30  per  cent  inferiority  in  trading 
knowledge,  a  heavy  percentage  of  unwil- 
lingness to  learn  foreign  trading  customs, 
and  a  still  greater  percentage  of  lack  of 
foreign  merchant  facilities  and  organiza- 
tion. If  a  small  portion  of  the  vast  sum 
of  money  in  the  United  States  now  seek- 
ing investment  could  be  employed  in  some 
form  of  export  scheme  to  handle  Ameri- 
can goods,  we  would  soon  be  able  to  re- 
cord a  greater  export  of  American  goods 
than  of  the  raw  products  of  the  soil, 
though  to-day  we  are  boasting  of  an  ex- 
cess of  manufactured  exports  over  the 
manufactured  imports. 

China  wants  her  commu- 

OUR  nications  to  be  opened  up, 

INTERESTS  IN      her  industries   organized, 

CHINA  h^r       hidden      wealth 

brought  to  the  surface, 
her  natural  products  utilized.  As  accord- 
ing to  the  traditional  order  of  procedure 
of  the  English-speaking  races,  the  enter- 
prise of  the  people  precedes  and  draws 
after  it  the  protection  of  their  govern- 
ments, it  follows  that  the  infiltration  of 
capital  and  skilled  direction  into  China  is 
the  proper  lever  by  which  the  govern- 
ments of  Great  Britain  and  the  United 
States  may  be  moved  to  interest  them- 
selves actively  in  the  welfare  of  that 
country.  Only  by  such  a  policy  can  the 
predatory  powers  be  kept  from  ravaging 
the  country  and  precipitating  anarchy 
and  red  ruin  among  the  largest  popula- 
tion on  the  face  of  the  earth.  Every  line 
of  railroad,  therefore,  every  factory  in 
China,  under  either  British  or  American 
auspices,  is  a  solid  gain  to  the  whole  com- 
mercial world.  It  is  "effective  occupa- 
tion" of  the  genuine  kind,  the  only  kind 
of  occupation  that  will  save  the  territory 
from  being  staked  off  into  exclusive 
areas,  that  will  keep  the  door  open  for 
the  free  intercourse  of  all  nations.  Con- 
sequently, the  concession  of  a  railroad  be- 
tween Canton  and  Hankow  to  an  Ameri- 
can syndicate  is  an  event  of  happiest 
augury. 

Certainly  there  is  some- 
SOMETHINQ         thing    wrong    somewhere 
WRONG  in  the  training  and  edu- 

SOMEWHERE  cation  of  Englishmen, 
otherwise  the  British 
board  of  trade  could  never  have  issued 
such  a  report  as  the  one  recently  pub- 
lished, on  the  causes  of  the  decay  in  Brit- 
ish trade.  In  this  memorandum  are  sum- 
marized the  reports  of  116  diplomatic  and 
consular  agents  in  all  parts  of  the  world. 
One  and  all  tell  the  same  story.  The 
English  are  being  beaten  everywhere  in 
markets  that  were  once  theirs,  because 
of  pride,  stupidity  and  lethargy.  Germans 
and  Americans  are  cutting  them  out 
everywhere. 

Excessive  arros-ance  and  smug  self- 
complacency,  nualities  which  have  so  long 
made  the  English  detested  by  their  neigh- 
bors, are  now  exactin?  their  penalty  in 
the  way  of  business.  The  British  traders 
despise  the  foreigner,  and  if  he  will  not 


take  what  is  offered  him  he  is  let  go  else- 
where; and  as  a  consequence  he  has  gone 
elsewhere.  Rivals  have  none  of  this  stu- 
pid pride  about  them.  If  a  foreigner 
wants  to  have  anything  in  his  style  they 
are  humble  enough  to  try  and  let  him 
h?ve  what  he  wants  without  elaborately 
makjrg  him  feel  that  he  is  a  condemned 
fool  for  not  preferring  the  British  fashion. 
The  board  of  trade  memorandum  might 
appropriately  be  issued  as  a  sermon 
preached  by  the  representatives  of  Eng- 
land abroad  from  the  familiar  text, 
"Pride  goeth  before  destruction  and  a 
haughty  spirit  before  a  fall." 

It  is  of  considerable  val- 

RlVER  FREIGHT  ue  that  exporters  should 
RATES  have    knowledge    resppct- 

IN  GERMANY  i°S  transportation  facili- 
ties between  the  seacoast 
and  the  large  inland  cities  in  Southern 
Germany.  Railway  communication  be- 
tween these  cities  and  Hamburg,  Bremen, 
Antwerp  and  Rotterdam  is  very  good;  but 
river  transportation  is  less  injurious  to 
freight,  at  the  same  time  givine  the  ship- 
per rates  varying  from  25  to  75  per  cent 
less  than  the  railway  charges,  denending 
unon  the  condition  of  the  river  and  the 
character  and   class   of  goods  shipped. 

Merchants  are  in  the  habit  of  pur- 
chasing from  the  wholesale  dealers  in 
one  of  the  larger  seacoast  cities,  and  af- 
ter the  railway  freight  rates  have  been 
added  to  the  larare  commissions  demand- 
ed by  the  wholesale  houses,  such  high 
prices  must  he  asked  for  the  snoods  when 
they  reach  Mannheim  that  sales  are  slow. 
If  Amprican  exnorters  will  deal  directlv 
with  the  German  importer  and  retail 
dealer,  many  of  the  ponular  nreindices 
now  existing  against  our  goods  will  be 
removed;  the  warps  can  he  purchased  at 
first  hand  and  without  the  pavment  of 
high  commisions,  so  that  the  retail  dpal- 
ers  can  dispose  of  them  at  prices  within 
the  reach  of  the  average  purchaser  and 
yet  make  a  handsome  profit. 

It  is  for  this  reason  that  low  trans- 
nortation  charges  feure  very  lararely  in 
the  estimate  of  what  eroods  can  he  sold 
for.  .^o  as  to  comnete  favorablv  with  Ger- 
man product.  The  Rhine  and  its  tribu- 
taries penetrate  regions  auite  remote 
from  the  sea.  while  many  canals  ramify 
the  country  and  connect  with  foreign 
water  wavs. 

The  following  is  a  table  of  river  steam- 
er freight  rates  between  Rotterdam  and 
the  chief  Rhine  ports: 


Between  Rotterdam  ana- 


's 2 
2-° 


Cents. 

15.4 


Emmerich   

Dusseldorf,  Duisburg-  -  6rsey> 

Wesel  16.6 

Colog-ne  19 

Bonn.   Neuweid  21 

Coblenz    2.3.S 

Binsren.  Rurlesheim   23.8 

Bieberich.  Mainz 23.8 

Onpenheim   26 

Worms  2S.5 

Tjudwig-shafen,  Mannheim  ...  28.5 


Cents. 
14 


15.9 

18 

20.4 

22.6 

22.6 

22.6 

24.9 

27.1 

27.1 


It  is  evident  that  the  na- 
TO  HELP  tional      exposition        de- 

OUR  signed    to    foster   Ameri- 

EXPORT  TRADE  can  export  trade,  which 
is  to  be  held  in  the  au- 
tumn of  this  year,  under  the  auspices  of 
the  Philadelphia  Commercial  Museum, 
will  not  want  for  financial  support.  The 
national   government  has   given  the   en- 


terprise its  sanction  and  support.  Con- 
gress has  just  made  an  appropriation  of 
?;S50,000  on  behalf  of  the  exposition.  The 
city  of  Philadelphia  has  voted  to  the  Mu- 
seum $200,000,  and  the  state  of  Penn- 
sylvania $50,000.  An  additional  amount 
sufiicient  to  guarantee  the  success  of  the 
enterprise  will  be  raised  by  private  sub- 
.^cr'pTion. 

The  bicycle  trade  is, 
VERY  LIGHT  Comparatively  speaking, 
MACHINES  in  its  infancy  in  Spain, 
FOR  SPAIN  but  the  demand  for  ma- 
chines is  yearly  increas- 
ing from  all  parts  of  the  country.  It  is 
estimated  that  about  2,000  machines  were 
sold  during  the  last  twelve  months,  of 
which  about  one-third  were  of  British 
origin;  the  rest  came  from  France,  Ger- 
many and  America.  There  is  a  demand 
for  very  light  machines.  The  continen- 
tal makers  do  all  they  can  to  push  the 
sale  of  their  machines  by  establishing 
branch  houses,  advertising  extensively, 
and  by  arranging  professional  riders  to 
appear  at  races  on  machines  made  by 
their  employers.  British  firms,  on  the 
other  hand,  will  only  deal  with  their 
agents  as  merchants,  that  is  to  say,  the 
agent  must  buy  their  machines  out  and 
out  and  bear  all  the  expense  of  adver- 
tising, etc.  Very  few  machines  are  made 
in  the  country  itself. 

Both  the  English  and  the 
CONCERNING         American     manufacturer 
FOREIGN  expect  to  be  paid  in  sixty 

CREDITS  or  ninety  days.  The  mer- 

chants in  Oriental, 
Oceanic  and  African  ports,  and  in  parts  of 
Eurone  also,  expect  six  months'  and  nine 
months'  credit,  and  sometimes  more  than 
that.  These  credits  can  e-enerally  he  ob- 
tained from  German,  Belgian  and  French 
manufacturers.  Of  course  the  price 
must  cover  the  interest  for  this  longer 
period,  but  these  continental  manufac- 
turers manage  to  make  it  pay  them  to 
give  the  customary  credits.  The  seller 
must  know  the  buyer  pretty  well  to  allow 
such  credit,  and  here  the  continental 
manufacturer  seems  to  have  the  advan- 
tage over  the  Englishman  and  the  Amer- 
ican; be  has  more  agents  of  his  own 
nationality  in  foreign  parts  and  he  knows 
better  whom  he  can  trust. 

Many  bicycles   are   made 

cvriF  in  Italy,     though     tubes, 

MANUFACTURE      balls,     chains     and     sad- 

IN  ITALY  <^les    are    imnorted    from 

England  and  America. 
Gear  cases  are  seldom  used.  The  English 
first-class  make  of  machine  is  preferred 
to  those  of  Italian  manufacture,  but.  the 
difference  in  price  being  so  considerable, 
there  is  little  trade  done  in  them.  Ameri- 
can-made machines,  on  the  contrary, 
v;hich  are  comparatively  cheap,  are  much 
used.  In  imports  an  increase  over  the 
preceding  year  is  noticeable,  and  the  ex- 
ports, with  few  exceptions,  have  also  in- 
creased or  maintained  the  average. 

Cyclinrr  tf^s  become  very  popular  at 
Spezia.  There  are  now  six  depots  where 
cycles  ntsv  be  hired  at  very  cheap  rates. 
The  machines  are  mostly  of  Italian  and 
German  manufacture. 


One  of  the  exhibitors  at  the  Paris  cycle 
show  just  concluded  stated  that  bicycles 
for  the  French,  English  and  German  trade 
are  fitted  with  entirely  different  saddles 
and  tires,  the  French  preferring  a  light, 
the  English  a  medium,  and  the  German  a 
heavy  weight  article  in  each. 


280 


The  Cycle  Age  and  Trade  Review 


/VIENACE  TO  EXPRESS  SERVICE 


Lower  Parcel  Post   Rates  and  Increase  in  Weight  Limit 

Aslced  from  Congress  ? 


It  is  generally  believed  tbat  lower  do- 
mestic parcels  post  rates  on  merchandise 
will  greatly  relieve  shippers  and  the  pub- 
lic at  large  from  the  burden  of  extor- 
tionate charges  which  are  now  imposed 
by  the  express  companies.  It  is  not  ex- 
pected that  this  agency  alone  will  afford 
thorough  relief,  but  with  its  ally,  the  fast 
freight,  which  is  now  in  such  high  favor 
among'  shippers  and  traders  in  large 
cities  and  towns,  splitting  business  with 
the  express  companies  it  is  reasonable 
to  indulge  in  the  hope  that  the  tyranny 
so  pitilessly  carried  is  rapidly  nearing  its 
end. 

Lower  Parcel  Post  Rates; 

Congress  is  being  memorialized  to  au- 
thorize the  transportation  of  domestic 
merchandise  throughout  the  country  by 
means  of  the  postal  service  at  rates  at 
least  equal  to  those  enjoyed  by  the  peo- 
ple of  Great  Britain,  to  which  there  can 
be  no  objection  unless  it  be  that  the  aver- 
age haul  in  this  country  is  somewhat  lon- 
ger than  in  the  United  Kingdom.  In  this 
view,  slightly  higher  rates  than  those 
current  in  Great  Britain  might  be  im- 
posed. It  is  also  demanded  that  the 
weight  limit  for  packages  suitable  for 
transmision  by  parcels  post  be  increased 
from  4  pounds  to  11,  which  latter  is  the 
weight  limit  of  parcels  sent  through  the 
British  mails. 

Comparing  British  Rates  With  Ours. 

Parcels  post  rates  in  Great  Britain  are 
6  cents  for  the  first  pound,  and  2  cents 
for  each  additional  pound,  up  to  11 
pounds,  while  the  rate  on  merchandise 
in  this  country  (limited  to  4  pounds), 
with  some  exceptions  covered  by  second 
and  third  class  matter,  is  one  cent  for 
each  ounce  or  fraction  thereof.  The  dis- 
parity between  the  parcels  post  rates  of 
this  country  and  those  of  Great  Britain 
may  be  readily  seen  in  the  following  ta- 
ble of  comparative  rates  for  domestic 
parcels,  assuming  that  the  present  weight 
limit  of  four  pounds  in  the  United  States 
be  increased  to  eleven  pounds. 


Lbs. 

1   

2  

United 

States. 

$0.16  

0.32  

Great 
Britain 

$0.06 

0.08 

3 

0  48  

0.10 

4 

0  64  

0.12 

5 

0.80  

0.14 

g 

0.96   

0.16 

7 

1.12   

0.18 

8 

1.28  

0.20 

9              •   . 

1.44  

0.22 

10  

11    

1.60   

0.24 

1.76   

0.23 

Mercantile  Interests  Neglected. 
It  has  been  the  custom  of  the  Post 
Office  Department  for  years  to  carry 
newspapers,  periodicals,  books  and  com- 
mercial literature  as  second  class  mail 
matter — with  no  weight  limit — for  one 
cent  a  pound  or  fraction  thereof,  and 
while  all  appreciate  the  importance  of 
carrying  siich  matter  at  low  rates,  yet  it 
is  of  the  first  importance  that  the  mer- 
cantile interests  of  the  country  obtain 
similar  concessions.  The  minimum  ex- 
press rate  for  domestic  parcels,  with  a 
few  trifling  exceptions  such  as  catalogues, 
which  come  in  competition  with  present 
postal  rates  is  25  cents. 

Present  Parcels  Post  Does  Not  Pay. 

The  Post  Office  Department  has  facili- 
ties equal,  if  not  superior,  to  the  express 
companies  for  the  transportation  of  mer- 
chandise.   John  Wanamaker.   at   cnce  a 


great  merchant  and  a  genius  in  mail 
transportation,  held  that  the  present  par- 
cels post  of  4  pounds  does  not  pay,  be- 
cause the  short  hauls  are  almost  invaria- 
bly taken  by  the  express  companies,  and 
ihe  long  and  expensive  hauls,  upon  which 
money  is  lost,  are  left  for  the  department. 
A  New  England  business  house  has  a 
contract  with  an  express  company  to 
carry  25,000  or  more  packages  of  third 
class  matter,  weighing  30  ounces  each,  at 
13  cents  per  package,  and  after  the  ex- 
press company  selects  such  as  it  cares  to 
handle,  the  department  is  obliged  to  car- 
ry the  balance  at  15  cents  per  package. 
But  this  is  an  unusually  low  figure  and 
the  hauls  are  unprofitable.  The  benefit 
of  the  full  parcels  post  (and  the  reason 
why  it  is  so  extensively  demanded)  is 
that  the  post  reaches  thousands  of  locali- 
ties whfcTe  the  express  companies  do  not 
find  it  profitable  to  go 

Four  Strong  Objections. 

There  are  but  four  strong  objections 
to  the  parcels  post,  and  they  are  the  four 
great  express  companies,  who  would  be 
just  as  well  off  with  an  8  or  11  pound 
parcel  post  if  The  heavy  freight  of  the 
executive  dopariments  and  the  immense 
packages  of  bogus  serial  books  that  are 
now  throv/ii  upon  the  mails  were  shut 
out  and  turned  over  to  the  express  com- 
panies, where  Itioy  belong. 

Our  Foreign  Trade  is  Hurt. 

Our  foreign  trade  is  hurt  by  the  dis- 
parity between  one  parcels  post  facilities 
and  those  of  England,  France  and  Ger- 
many. The  parcels  post  privileges  from 
tbe  United  States  are  confined  to  a  limit- 
ed number  of  foreign  countries,  and  are 
not  nearly  so  extensive  as  those  enjoyed 
bj'  England,  France  and  Germany.  It  is 
believed,  independently  of  other  consid- 
erations, that  by  such  a  discrimination 
between  this  country  and  such  other 
countries,  the  commercial  interests  of  the 
United  States  are  placed  at  a  correspond- 
ingly great  disadvantage.  For  illustra- 
lion:  A  wholesale  merchant  in  Detroit 
recently  received  an  order  from  Austra- 
h"a  for  a  caliper,  weighing  4  ounces,  which 
cost  $1.76  to  transmit  to  its  destination, 
by   the   existing  methods   of  transporta- 


ijon  in  this  country,  while  a  competitor, 
in  Windsor,  Canada,  across  the  river  one 
mile,  could  send  the  same  package  for 
12  cents  by  the  parcels  post  rates  of  Great 
Britain.  It  is  estimated  that  foreign 
business  of  this  character,  should  we  en- 
joy the  same  liberal  provisions  as  now 
exist  in  Great  Britain,  could  easily  be 
increased  three- ml i  a:  least. 

Extent  of  Our  Foreign  Service. 

The  trivial  extent  of  our  foreign  par- 
cels post  service  is  shown  in  the  table 
at  the  foot  of  this  page.  But  by  special 
agreement  we  can  mail  samples  of  mer- 
chandise not  exceeding  12  ounces  in 
weight  to  Gibraltar,  Malta,  British  North 
Borneo,  Ceylon,  Cyprus,  Hong  Kong, 
Labuan,  Straits  Settlements,  Cape  Col- 
ony, Gambia,  Gold  Coast,  Lagos,  Mauri- 
tius, Natal,  Seychelles  and  Sierra  Leone. 
Duty  Charges  Not  to  be  Evaded. 

The  prohibitory  legislation  of  certain 
other  countries,  based  on  the  assumption 
that  the  same  is  necessary  to  exclude 
dutiable  articles,  it  is  believed  can  be 
overcome  by  postal  agreement  or  ar- 
rangement between  this  country  and  such 
other  countries,  whereby  such  articles 
shall  be  forwarded  in  a  peculiar  package, 
so  as  to  show  the  nature  of  its  contents, 
or  by  allowing  such  packages  to  go 
through  in  such  a  manner  as  packages  are 
now  received  "in  bond."  All  possibili- 
ty of  evading  duty  thus  would  be  pre- 
vented. 

Comparing  Foreign  Service  Rates. 

In  the  following  table  a  comparison  is 
made  of  foreign  parcels  post  rates  on 
packages  sent  from  this  country  and 
Great  Britain: 


Bahamas 

Barbadoes 

Colombia 

Costa  Rica 

Hawaii 

Jamaica 

Leeward 

Islands 
Mexico 
Salvador 
British 

Guiana 


From 

United  States. 

3  Lbs.       11  Lbs. 

Amt.         Amt. 

Postage.  Postage. 


$0.36 
.36 
.36 
.36 
.36 
.36 

..36 
.36 

.36 

.36 


Newfoundland    .36 
Honduras  .36 


$1.32 
1.32 
1.32 
1.32 
1.32 
1.32 

1.32 
1.32 
1.32 

1.32 
1.32 
1.32 


From 

Great  Britain. 

3  Lbs.       11  Lbs. 

Amt.  Amt. 

Postage.  Postage. 


$0.60 
.46 
.60 
.56 
.72 
.54 

.42 
.24 

.84 

.60 
.54 
.56 


$1.9? 
1.76 
1.44 
1.32 
2.64 
1.98 

1.54 

.84 

1.68 

1.76 
1.32 
1.36 


A  Tip  for  Lamp  Makers. 

Lately  a  large  quantity  of  American 
lamps  were  received  by  a  Scotch  house. 
But  the  thumb  screw  which  clamps  the 
lamp,  instead  of  being  operated  from  the 
front  or  side  as  on  British  lamps,  was 


FOREIGN  PARCELS  POST  RATES  AND  DIMENSIONS. 


Great- 
est 
Length 

Ft.  In. 
3    f. 
3    6 
2 
2 

3     6 
3    6 
3    6 

3    6 
3    6 

2 

3    6 

3    6 

3   r, 

3    6 
3    6 

Great- 
eat 
Length 
and 
Girth 
Com- 
bined 

Great- 
est 
Girth 

Great- 
est 
Weight 
Lbs. 

For  a 
Parcel 

not 

exceed- 

insr 

ILb. 

For 
every 
addi- 
tional 
Lb.  or 
Frac- 
tion of 
a  Lb. 

EXCHANGE  POST  OFFICES. 

COUNTRIES. 

UNITED  STATES. 

FOREIGN. 

Babamas 

Ft. 
6 
6 

■  "  6  " 

fi 
6 

6 
6 

6 

6 
6 
6 

Ft. 

' " "  4  "  ' 
4 

4 

11 
11 
u 
u 
il 
n 
11 

11 
11 

11 

11 

11 
11 
11 

Cts. 
12 

12 
12 
12 
12 
1:^ 
12 

12 

12 

12 
12 

12 
12 
12 

Cts 
12 
12 
12 
12 
12 
12 
12 

12 
12 

12 

12 

12 
12 
12 

Xew  York                   Nassau 

Barbadoes 

Colombia    . .  . 

New  York                    Bridgetown 

Costa  Rica 

J  All  of&ces  authorized  to  exchange  mails 

Danish  West  Indies 

Hawaii 

Honduras  (British) 

Jamaica,  including 

the  Turks  and 

Calcos  Islands. .. 

Leeward  Islands. . . 

Mexico 

1  between  two  countries. 

San  Francisco             Honolulu 
New  Orleans                Belize 

New  York                    Kingston 
New  York                    St.  John 

f  All  offices  authorized  to  exchange  mails 

l  betwet-n  two  countries. 

New  York  and               .San  Salvador 

Salvador 

British  Guinea 

Windward  Islands. 
Newfoundland 

Honduras  Republic 

San  Francisco 

All  offices  aathoriz 
( between  two  count 
New  York  and 
Philadelphia 
New  York  and  New 
Orleans  and 
San  Francisco 

ed  to  exchange  mails 

-ies. 

St  Johns 

Tegucigalpa 
Puerto  Cortez 

Amapala 
Trujlllo 

The  Cycle  Age  and  Trade  Review 


281 


TRADE 
MARK 


50 


MANUFACTURERS   ARE   FURNISHING 

Dunlop  Detachable  Cires 


On  their  wheels  AT  NO  EXTRA  COST,  either  wholesale 
or  retail..M<^<^<M.»(<^ 

Agents  should  see  that  the  manufacturers  whom  they  repre- 
sent are  among  this  number.    Write  us  about  it.  J*<M.M.^it.^it<M 

1899  IS  GOING  TO  BE  A  DUNLOP  YEAR.^oe 


De  Jlttierican  Dunlop  Cire  Company 

134  Cake  Street,  Cbicaso.  Belleville,  (nortb  newark)  n.  3.  36-3$  Combard  St.,  toronto. 


TRADE 
MARK 


TO  AIM  HIGH 


and  certain 
should  be  the 


COMMON  AMBITION 


of  aU. 

We  not  only  aim  to  produce 

a  machine  of 


HIGH  GRADE 

but  we  do 

ACTUALLY  ATTAIN 


that  destination. 
AN  AGENCY  FOR 

SNELL  BICYCLES 

means  much  to  him  who 

possesses  it. 

MINIMUM  REPAIRS 

EASY  SELLERS 

GIVING  ENTIRE  SATISFACTION 

WE  SOLICIT  CORRESPONDENCE 

Investigate  a  popular  line 
at  a  popular  price. 

The  Snell  Cycle  Fittings  Company 

TOLEDO,  OHIO,  U.  S.  A. 


r 


yw*^i^^^^— ^nr«tiy^r^— ^y^g^piipiBwu^%inpi 


WHEELER  SADDLES  j 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BACK. 

OUR  LINE  FOR  '99  COMPRISES  BUT  POUR  DISTINCT  MODELS : 
"EXTRA"  Woman's    .     .     .     Broad,  Soft  and  Easy.  ^^ 
"EXTRA"  rien's      ....     Hygienic  and  Durable.  .M;^ 
"SPECIAL"  Roadster  .     .     .     An  ornament  to  any  wheel. 
"CORK=TOP"  Racer      .     .     .     Light  and  Graceful.  ^Ji^ 

These  saddles  are  made  and  finished  in  the  care- 
ful and  stylish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  popular  saddle  on  , 
the  market. 

THE  WHEELER  SADDLE  CO. 

1427-1457  Woodward  Ave.,  DETROIT,  MICH. 

Chicago  Distributing  Agents:    HIBBARD,  SPENCER  &  BARTLETT. 
New  York  Distributing  Agents:    HARTLEY  &  QRAHAn. 


282 


The  Cycle  Age  and  Trade  Review 


operated  from  the  back,  and  as  few  Eng- 
lish cyclists  ride  without  bralies  fitted  and 
always  fit  their  lamps  to  the  head,  the 
screw  could  not  be  turned,  the  brake  be- 
ing in  the  way. 


WORKflAN'S  LIEN  LIMITED 


Bankruptcy  Law  Places  Wage  Claims  Older  Than 
Three  flonths  Equal  With  Common  Creditors. 


By  a  decision  of  the  United  States  cir- 
cuit court  of  appeals  in  Chicago  a  prece- 
dent has  just  been  established  which  will 
be  of  general  interest  in  regard  to  a  ^um- 
ber of  cases  now  under  adjudication  un- 
der the  federal  bankruptcy  law.  It  refers 
especially  to  those  states  whose  statutes 
are  at  variance  with  the  new  federal  law. 
The  point  in  dispute  arose  in  the  involun- 
tary bankruptcy  proceedings  of  Rouse, 
Hazard  &  Co.  of  Peoria,  111. 

The  new  bankruptcy  act  provides  that 
wages  due  workmen  for  work  performed 
within  three  months  before  the  com- 
mencement of  bankruptcy  proceedings 
shall  be  given  priority  of  payment  among 
the  debts.  The  statutes  of  Illinois  also 
make  this  provision  of  priority  of  claim, 
with  the  difference,  however,  that  there  is 
no  statement  as  to  a  three  months'  time 
limit. 

The  district  court  of  northern  Illinois 
had  allowed  priority  of  payment  to  a  cer- 
tain number  of  workmen,  but  this  order 
was  taken  to  the  court  of  appeals  on  a 
petition  to  review  and  revise,  and  the 
judges  of  the  court  of  appeals  found  that 
while  the  Illinois  statute  does  not  state 
any  limit  as  to  the  time  of  service,  this 
does  not  give  the  laborer  a  further  prior- 
ity of  claim  under  the  bankruptcy  act. 
They  ordered  the  other  court's  decision 
on  this  point  set  aside. 

Workmen  who  allow  their  wages  to  ac- 
cumulate in  the  hands  of  their  employers 
for  more  than  three  months  will  therefore 
hereafter  in  all  likelihood  lose  their  claim 
for  preference  for  that  part  of  the  amount 
which  dates  farther  back  than  the  three 
last  months  before  bankruptcy  proceed- 
ings are  instituted.  Probably  the  books  of 
the  firm  will  be  accepted  as  evidence  of 
the  age  of  workmen's  claims,  and  they 
may  therefore  safeguard  themselves 
somewhat  by  providing  for  having  such 
part  payments  as  they  may  receive  ap- 
plied to  the  oldest  arrears  on  wage  ac- 
count that  are  entered  on  the  books  of 
their  employers. 


Profits  of  English  flakers. 

Herewith  are  presented  more  reports 
showing  the  state  of  the  English  cycle 
manufacturing  industry: 

Loss.  Profit. 
Humber  &  Co.   (Extension) $52,625 

(a)  Osmond   Cycle   Co $40,970      

(b)  Bard   Cycle  Co 10,335 

Adams  Cycle  Co 2,325 

(c)  Joseph  Appleby  (chains) 29,165 

(d)  Caper  Fittings  Co 65,000      

(e)  Bayliss,   Thomas  &  Co 27.550 

(f)  Elswick  Cycle  Co 36,080 

(g)  Raleigh  Cycle  Co 148,495      

(a)  The  liabilities  of  this  concern,  which  lost 
heavily  in  1897,  are  $1,108,470,  with  assets 
of  about  the  same  amount. 

(b)  No  dividend  was  paid. 

(c)  This  profit  was  on  18  months'  trading. 

(d)  This  is  the  net  loss  for  two  years'  trad- 
ing. 

(e)  A  dividend  of  10  per  cent  was  declared. 

(f)  A  dividend  was  declared  only  on  prefer- 
red stock. 

(g)  This  loss  absorbs  the  whole  of  the  accu- 
mulated reserve  fund.  This  company  has 
amalgamated  with  another  concern.  The 
banks  are  creditors  of  the  Raleigh  com- 
pany to  the  extent  of  $200,000. 


How  Mexicans  Ride. 

The  Mexican  wheelman  has  not  yet  ac- 
cepted the  American  knickerbocker.  He 
gathers  his  wide  bottomed  trousers 
around  the  ankle  with  a  strap  and  lets  it 
go  at  that.  He  not  only  retains  the  pic- 
turesque garments  which  he  used  to  af- 
fect on  horseback,  but  he  has  them  made 


in  still  more  striking  colors,  adds  a  few 
more  bright  buttons,  a  little  more  gold 
and  silver  lace.  He  keeps  his  wide  brim- 
med sugar  loaf  hat  and  decorates  it  still 
more  lavishly.  He  does  not  use  drop 
handle  bars;  therefore  he  does  not  hump 
over.  He  rides  erect,  as  he  used  to  on 
his  horse,  head  up,  shoulders  thrown  back 
and  eyes  alert  for  approving  feminine 
glances.  He  smokes  the  inevitable  cigar- 
ette— after  he  has  become  sufficiently  ex- 
pert to  manage  his  machine  with  one 
hand.  He  is  no  scorcher.  He  does  not 
boast  about  his  mileage  record  nor  in- 
dulge in  century  runs,  but  he  comes  out 
in  the  cool  of  the  evening  and  circles 
around  the  public  square  where  the  band 
is  playing.  While  Mexico  is  not  exactly 
a  wheelman's  paradise,  there  are  plenty 
of  good  roads  to  be  found  in  the  country. 
Id  the  City  of  Mexico  there  are  many 
miles  of  broad,  smooth  boulevards,  and 
these  make  bicycling  very  popular  in 
the  capital. 

FIRST  BICYCLE  GAS  LAHP 


Was    Designed   by   F.   N.   Fuller    in   189S— Crude 
but  Contained  Essential  Features. 


It  was  in  May,  1893,  that  Willson  first 
accidentally  produced  calcium  carbide  and 
it  was  two  years  thereafter  before  any- 
thing was  done  with  this  discovery  of  a 


^/£-  Crc/£  JO£:, 


commercial  method  of  manufacturing  this 
substance.  One  of  the  first  uses  thought 
of  was  in  small  portable  lamps  and  it  was 
as  long  ago  as  the  end  of  1895  that  one 
of  the  officials  of  an  acetylene  company 
ordered  an  acetylene  bicycle  lamp  made 
in  Chicago. 

This  lamp,  illustrated  herewith,  was 
probably  the  first  acetylene  bicycle  lamp 
made  in  this  country  and  was  actually 
used  for  some  time  on  a  bicycle  with  sat- 
isfaction and  success.  It  was  designed  in 
December,  1895,  by  F.  H.  Fuller  and  made 
for  the  Illinois  Acetylene  Co.  At  that 
time  there  was  no  generator  on  the  mar- 
ket and  this  lamp  was  made  for  experi- 
mental purposes.  It  was  built  of  brass, 
not  nickeled,  brazed,  was  7.5  inches  in 
total  height,  the  combustion  and  water 
chambers  were  cylindrical,  3  inches  in 
diameter,  with  the  smoke  stack  1  inch  and 
the  carbide  chamber  2.25  inches  diame- 
ter. The  water  supply  plug  was  perfor- 
ated as  are  those  of  today;  between  the 
carbide  and  water  lay  the  screw  valves 
for  supply  gas  and  water.  Their  ends 
were  conical  and  one  was  placed  on  each 
side  of  the  lamp.  Upon  the  top  of  the 
carbide  chamber,  which  was  screwed  on, 
rested  a  plate  carrying  a  grating  through 
which  the  water  dropped  upon  the  ear- 
bide  below  and  which  prevented  any  lime 
clogging  up  the  water  tube.  A  large  open- 
ing on  one  side  let  the  gas  above  it,  and 


being  cooled  by  the  water  chamber  above, 
much  of  its  moisture  of  saturation  drain- 
ed back  upon  the  carbide.  The  burner 
was  a  Brag  2-hole  made  of  brass  and 
produced  a  flat  flame  consuming  about 
one-fourth  a  cubic  foot  of  gas  per  hour. 
About  2  ounces  of  carbide  was  required 
to  charge  it.  We  have  not  advanced  much 
beyond  this,  even  in  some  of  our  present 
designs,  and  although  this  early  lamp 
was  crude  and  made  in  a  hurry  princi- 
pally to  show  that  it  could  be  accom- 
plished, yet  it  contains  many  of  the  es- 
sential features  of  the  lamps  now  on  the 
market. 

Worcester  Cycle  Company  Affairs. 

F.  S.  Smith,  receiver  for  the  Worcester 
Cycle  company  of  Middletown,  Conn.,  has 
flled  his  inventory  of  the  property  of  the 
company,  showing  assets  of  $79,466.87.  C. 
C.  Goodrich,  trustee  of  the  company,  has 
been  granted  permission  by  the  United 
States  circuit  court  to  inspect  the  proper- 
ty any  day  next  week,  but  the  Central 
Trust  company  of  New  York  city,  com- 
plainant in  the  suit  against  cne  Worcester 
company,  has  flled  notice  of  appeal  from 
the  recent  order  of  the  court  recognizing 
Trustee  Goodrich,  appointed  by  the  state 
court  in  the  insolvency  proceedings. 


Denies  Rubber  Combination  Canard. 

Regarding  the  alleged  consolidation  of 
several  of  the  rubber  manufacturing 
companies,  as  reported  last  week  in  the 
daily  press,  the  following  point-blank  de- 
nial of  any  interest  in  the  deal  has  been 
received  from  the  makers  of  the  Hart- 
ford tires,  the  denials  of  the  two  other 
most  prominent  flrms  mentioned  having 
been  published  in  this  paper  last  week: 

To  the  Editor.— Some  few  days  ago  it  was 
announced  in  an  Associated  Press  dispatch 
that  The  Hartford  Rubber  Works  Co.  had 
entered  into  a  combination  with  various 
other  manufacturers  of  rubber  goods.  So 
far  as  The  Hartford  Rubber  Works  Co.  is 
concerned,  there  is  absolutely  no  truth  in 
the  report.  The  Hartford  Rubber  Works 
Co.  has  always  been  successful  in  manag- 
ing its  own  attairs,  and  will  undoubtedly  be 
able  to  continue  to  do  so  for  some  time  to 
come. 

The  Hartpoed  Rubber  Works  Co. 


To  Continue  flhking  Nonotucks. 

To  the  Editor:— I  have  purchased  the 
machinery,  tools,  all  parts  of  wheels  and 
stock  on  hand,  with  the  good-will  of  the 
Hampshire  Cycle  Mfg.  Co.,  of  Northamp- 
ton, Mass.,  and  it  is  my  intention  to  con- 
tinue the  business  for  the  year  1899  and 
possibly  permanently  in  connection  with 
my  other  business.  The  Nonotuck  wheel 
will  continue  to  be  made,  and  we  hope  to 
keep  up  its  good  reputation  and  make  it 
even  better  than  heretofore.  Although 
the  number  of  wheels  manufactured  may 
be  on  a  somewhat  smaller  scale  than  pre- 
viously produced,  yet  we  shall  do  all  the 
business  we  can  with  the  limited  capital 
at  our  command. 

Chaeles  E.  Hbeeick. 
Northampton,  Mass.,  Dec.  30. 


Hold  no  Stock  in  Columbus  Co. 

To  the  Editor:— I  noticed  an  article  in 
your  paper  of  December  29  stating  that  H. 
L.  Chapman  had  purchased  a  controlling 
interest  in  the  Columbus  Bicycle  Com- 
pany. Mr.  Chapman  purchased  the  stock 
of  J.  A.  Pfeifer  at  public  sale  to  protect 
a  loan  made  to  him  some  time  ago,  but 
immediately  sold  and  transferred  same  to 
G.  C.  Urlin  and  Lewis  Fink.  Neither  H. 
L.  Chapman  nor  the  writer  hold  any  stock 
in  the  Columbus  Bicycle  Company. 

Columbus,  O.,  Dec.  3U.     F.  B.  CHAJfMAN. 


A  business  good  will  may  be  sold  by  it- 
self, and  the  sale  is  none  the  less  vaiid 
because  unaccompanied  by  any  "plant" 
for  the  transaction  of  such  ousiness. 


The  Cycle  Age  and  Trade  Review 


283 


SUBJECTS  OF  GENERAL  INTEREST 


Tlie  country  has  been 
REVIVAL         watching  so  long  for  a  re- 
IN  vival  of  business,  and  has 

BUSINESS  so  thoroughly  concentrat- 
ed i  t  s  attention  upon  a 
condition  hoped  for  in  the  future,  that  it 
is  in  some  danger  of  not  recognizing  what 
has  already  happened.  The  truth  is  that 
what  this  country  now  needs  is  not  so 
much  a  glorious  boom  as  a  happy  con- 
tinuance of  present  conditions. 

These  conditions  are  not  universally 
satisfactory;  there  are  localities  and 
there  are  lines  where  the  revival  does  not 
seem  so  substantial  as  might  have  been 
desired,  and  it  is  a  general  fact  that  the 
rate  of  profits  is  smaller  than  it  was 
years  ago.  But  this  decline  in  the  rate 
of  profit  is  not  so  much  due  to  any  diffi- 
culty of  selling  goods  as  it  is  to  the  vast 
accumulation  of  capital  and  the  energy 
of  competition  in  production;  it  is  very 
much  like  the  reduction  in  the  rate  of  in- 
terest. This  is  an  unfavorable  change  for 
the  capitalist,  as  such,  but  it  is  unques- 
tionably a  gain  for  the  community  as  a 
whole. 

What  used  to  be  known  as  business 
booms  were  largely  speculative.  If  the 
country  is  not  having  one  now,  it  has  no 
reason  to  deplore  the  fact.  It  is  cei'tain- 
ly  doing  an  enormous  business  of  a 
healthy  character.  There  is  no  evident 
reason  why  the  present  volume  of  trade 
should  not  continue  and  expand  with  the 
increase  of  population  and  the  growth  of 
capital.  In  a  disposition  to  overtrade, 
and  the  inevitable  reaction,  there  is  some 
excuse  for  regarding  panics  as  an  essen- 
tial feature  of  commercial  growth,  but 
with  improved  business  methods  and  im- 
proved banking,  and  a  currency  above 
suspicion,  the  superstition  that  a  panic 
is  certain  at  periodical  intervals  can  be 
exploded. 

With  the  resistless  force 
EXTINCTION         of  a  glacier,  but  with  a 

OF  WROUGHT  rapidity  which  is  only 
ll^ON  slightly  appreciated,  steel 

is  now  supplanting  all 
forms  of  wrought  iron.  Forcible  argu- 
ments in  favor  of  iron  for  certain  pur- 
poses may  be  made,  numerous  engineers 
may  continue  to  specify  iron  for  special 
classes  of  work  to  which  they  consider 
it  is  better  fitted  than  steel,  and  preju- 
dice may  incline  the  masses  of  iron 
workers  to  prefer  the  material  which  can 
be  welded  with  least  trouble,  but  the  day 
is  near  at  hand  when  wrought  iron  will 
be  an  exceedingly  scarce  commodity. 

Complaints  continue  to  be  heard 
among  mechanics  of  hard  spots  in  steel 
which  make  it  of  an  uncertain  character 
in  working,  and  of  its  comparatively  rap- 
id oxidation  when  exposed  to  the  weather 
or  to  the  action  of  water.  For  such  rea- 
sons a  reaction  of  more  or  less  strength 
is  from  time  to  time  noted  in  favor  of 
wrought  iron,  but  the  greater  cost  of 
puddled  iron  as  compared  with  steel 
silences  the  complaints,  the  steel  maker 
sedulously  endeavors  to  turn  out  a  more 
reliable  product,  and  steel  continues  to 
preserve   its   ascendency. 

The  end  of  this  century  will  in  the  es- 
timation of  even  those  who  are  deeply 
interested  in  wrought  iron  see  the  end  of 
wrought  iron  as  a  distinctive  designa- 
tion, except,  perhaps,  in  the  case  of 
Swedish  iron  or  some  other  high  priced 
iron  specialty.  Ordinary  bar  iron  will 
have  completely  disappeared.  It  is  be- 
coming increasingly  difficult  to  secure 
material  from  which  to  manufacture 
genuine  bar  iron.     Scrap  has  long  been 


the  chief  dependence  of  the  bar  manu- 
facturer. 

But  the  greatest  stocks  of  scrap  iron 
are  nearing  exhaustion,  iron  rails  are  be- 
coming a  scarce  commodity,  and  a  new 
supply  of  cheap  material  for  iron  rolling 
mills  is  out  of  the  question.  It  is  al- 
most an  impossibility  now  for  an  expert 
scrap  dealer  to  detect  the  difference  be- 
tweent  wrought  iron  and  soft  steel  in 
the  old  material  offered  him. 

And  so  much  more  steel  is  now  being 
consumed  than  wrought  iron  that  the 
production  of  steel  scrap  is  increasing  at 
a  rate  so  rapid  that  wrought  scrap  will 
very  shortly  be  steel  principally. 

The     gross     earnings     of 

THE  railroads  from  freight  are 

EARNING  POWER   substantially  the  same  as 

OF  RAILROADS     the      running      expenses; 

there  are  in  this  coun- 
try at  present  nearly  200,000  miles  of  rail- 
road, and  the  operating  expenses  are 
about  $800,000,000  a  year.  The  freight  re- 
ceipts are  substantially  the  same— $800,- 
000,000  a  year.  When  commercial  opera- 
tions are  extensive  freight  receipts  in- 
crease, and  along  with  them  there  are  in- 
creases in  the  expenses  of  operation, 
which  usually  keep  pace.  When  business 
interests  languish  and  freight  receipts  fall 
off  there  is  usually  a  corresponding  re- 
duction in  operating  expenses,  so  that  it 
may  be  said  that  the  running  expenses 
generally  are  paid  from  freight  receipts, 
and  the  other  items  of  revenue,  passen- 
ger receipts  chiefly  and  mail  receipts  to 
a  minor  extent,  pay  the  interest  on  bonds, 
the  dividends  and  the  profits — when  there 
are  any. 

The  question  is  sometimes  asked  why 
it  is  that  such  vigorous  efforts  are  made 
by  railroad  managers  to  develop  the  pas- 
senger business  in  preference  to  freight 
trafiic,  but  the  explanation  is  to  be  found 
in  the  fact  that  while  the  revenues  from 
the  former  are  usually  regulated  by  the 
volume  of  business,  the  passenger  re- 
ceipts are  regulated  generally  by  the 
character  of  the  service  offered,  inde- 
pendent of  the  condition  of  business. 
Necessarily  a  railroad,  to  enjoy  a  large 
measure  of  passenger  business,  must  be 
in  very  good  physical  condition,  and  for 
this  reason  some  of  the  poorer  roads  are 
unable  to  compete  successfully  for  pas- 
senger trade — the  trade  which  pays  the 
profit  from  operation  of  American  rail- 
roads, $1,000,000  a  day  on  the  average. 

Taking    the    statistics    of 
RESULT  OF         former  great  wars  as  the 
WAR  basis    of    calculation,    we 

IN  EUROPE  fl^d  that  the  daily  ex- 
penditure needed  for  a 
conflict  in  which  the  five  continen- 
tal great  powers  were  engaged  would 
amount  to  about  $21,000,000.  Over 
and  above  this  sum  it  would  be  necessary 
to  expend  on  the  families  of  the  soldiers 
about  $990,000.  In  other  words,  the  an- 
nual cost  of  a  European  war,  exclusive 
of  indirect  losses,  would,  according  to  the 
calculations  of  experts,  reach  the  fantas- 
tic total  of  $8,735,600,000.  But  if,  as  ex- 
perts believe,  this  Titanic  combat  would 
last  for  two  years,  the  ruin  of  the  bellig- 
erents would  be  complete  and  irreparable. 
Meanwhile,  while  Europe  was  busy 
bleeding  herself  to  death,  America  would 
secure  forever  the  markets  of  the  world. 
Even  now,  handicapped  by  no  more  than 
the  burden  of  an  armed  peace,  Europe 
offers  no  parallel  to  the  industrial  and 
commercial  advance  of  the  United  States. 


The  United  States  are  not  merely  by  far 
the  richest  of  peoples,  but  the  rate  at 
which  their  national  wealth  increases  is 
considerably  greater  than  that  of  any 
other  nation.  The  main  cause  is  the 
absence  of  militarism.  And  the  more 
deeply  indebted  the  European  becomes, 
the  more  rapidly  the  Yankee  is  paying  off 
his  financial  obligations  and  the  easier  it 
is  for  him  to  compete  with  his  European 
rivals.  The  great  war,  if  it  came,  would 
leave  us  master  of  universal  trade. 

This  aspect  of  the  question  is  said  to 
have  appealed  with  the  greatest  force  to 
Kaiser  Wilhelm,  whom  the  Czar  consult- 
ed about  his  plan  for  universal  disarm- 
ament. 

The  value  of  the  electric 

ELECTRIC  motor  as  a  factor  in  the 

MOTOR  reduction      of       working 

USES  costs  is  well  known.    But 

its  more  complete  adop- 
tion in  the  near  future  will  lead  to  the 
revival  once  more  of  a  number  of  small 
and  independent  industries  such  as  ex- 
isted, but  under  different  conditions,  in 
former  years.  The  possibilities  are  al- 
ready being  grasped  by  the  artisan  here 
and  abroad.  By  the  aid  of  the  small  elec- 
tric motor  he  begins  to  flnd  that  he  can 
at  least  hold  his  own  in  competing  with 
immense  manufacturing  concerns  and 
combinations;  he  has  a  practically  un- 
limited available  power  at  his  own  door 
which  offers  an  inducement  to  become  his 
own  master.  In  a  very  small  and  limited 
degree  the  gas  engine  has  already  ac- 
complished something  in  this  direction, 
but  its  many  imperfections,  its  cost,  and 
the  fact  that  it  has  never  been  available 
on  the  hire  system,  have  kept  it  more  or 
less  in  the  background. 

The  demand  for  a  substi- 
STEEL  WOOL       tute    for    sandpaper    has 
FOR  led  to  the  introduction  of 

POLISHING  ^  material  known  as 
"steel  wool."  It  is  made 
from  tempered  steel  shavings  in  different 
degrees  of  fineness,  which  cut  as  smoothly 
as  the  finest  emery  and  much  quicker.  Be- 
ing held  in  bulk,  it  readily  adjusts  itself 
to  the  form  of  the  surface  to  be  operated 
upon,  reaching  into  the  finest  corners  and 
cutting  away  all  that  is  desired,  doing  the 
work  without  clogging.  As  it  does  not 
clog  up  and  wears  long,  it  is  cheap  to  use. 


The  wooden  bicycle  used  by  Blondin  in 
his  famous  ride  across  the  Niagara  falls 
on  a  rope  is  still  in  existence,  and  was 
sold  in  Paris  not  long  ago  for  half  a 
crown.  s, 


the  crew  of  the  Japanese  cruiser  Ka- 
sagi,  recently  launched  in  this  country, 
carried  home  a  large  number  of  American 
bicycles  when  the  vessel  sailed.  There 
was  almost  one  apiece  for  the  entire 
crew. 


The  chief  of  police  of  Atlanta,  Ga.,  has 
recommended  that  as  repairs  upon  the 
fourteen  bicycles  now  in  use  by  the  de- 
partment cost  the  city  about  $30  a  month, 
a  small  repair  outfit  be  purchased  by  the 
police  board  so  as  to  enable  the  officers 
to   do  most   of  their   own  repair  work. 


As  a  result  of  the  recent  experiments 
with  automobile  Are  engines  the  Paris 
municipal  council  is  considering  the  ad- 
visability of  introducing  automobile  ma- 
chines for  watering  and  sweeping  the 
streets. 


284 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Automatically    Changeable 
Point  Contact  Gear- 


Driving    Mechanism— Single 
-Three-Wheeled  Cycle 


Variable  Size  Driving  Pulley. — This 
device,  which  comprises  a  set  of  driving 
and  driven  pulleys  and  which  may  be 
adapted  to  use  on  bicycles,  is  so  con- 
structed that  when  the  load  put  on  the 
driving  pulley  exceeds  a  certain  limit  that 
pulley  will  be  automatically  decreased  in 
size  while  the  driven  pulley  will  be  at 
the  same  time  correspondingly  increased, 
thus  lowering  the  gear  of  the  driving  set 
and,  if  it  is  on  a  bicycle,  lowering  the 
gear  of  the  machine  and  allowing  the 
rider  to  cover  the  hard  riding  on  the  low 
gear,  which  will  return  to  the  normal  size 
as  soon  as  the  load  again  drops  to  the 
fixed  limit.  The  driving  pulley  transmits 
its  motion  to  the  driven  one  by  means  of 
a  chain  composed  of  V-shaped  links 
which  are  received  by  V  grooves  around 
the  peripheries  of  the  pulleys.  These 
grooves  are  not  continuously  formed  in 
the  bodies  of  the  pulleys,  but  in  each  case 
a  set  of  segmental  pieces  approximating 
the  circumference  of  the  pulley  are  at- 
tached to  tangentially  arranged  spokes 
secured  to  the  pulley  hub.  The  segmen- 
tal pieces  are  guided  and  supported  later- 
ally by  side  plates.    These  side  pieces  are 


attached  to  hub  parts  which  surround  the 
crank  axle  and  are  connected  therewith 
through  the  medium  of  a  coil  spring, 
the  action  of  which  is  limited  by  a  slot 
and  pin  device.  The  hub  piece  which 
supports  the  inner  ends  of  the  tangential 
spokes  is  rigidly  secured  to  the  axle. 
When  the  load  on  the  pulley  is  normal, 
that  is,  less  than  the  tension  of  the 
spring,  all  of  the  parts  will  rotate  to- 
gether, but  as  soon  as  the  load  becomes 
heavier  than  the  tension  of  the  spring  the 
latter  gives  tof  the  extent  allowed  by  the 
slot  and  pin  and  the  axle  moves  that 
much  forward  in  its  relation  to  the  side 
plates  of  the  pulley.  The  axle  in  carry- 
ing with  it  the  hub  supporting  the  spokes 
causes  the  tangency  of  the  latter  to  be 
increased  and  the  circumference  of  the 
segmental  pulley  groove  to  be  diminished. 
The  pulley  on  the  rear  wheel  hub  is  sim- 
ilar in  construction  with  the  exception 
that  the  operation  of  the  spokes  is  oppo- 
site, so  that  the  circumference  of  the  rear 
pulley  will  be  increased  when  that  of  the 
driving  pulley  is  decreased,  thus  prevent- 
ing chain  slack.  The  inventor  is  J.  C. 
Pratt,   Hartford,   Conn. 

Cement  Injector. — Theoretically  one  of 
the  reasons  why  the  injection  of  heavy 
cement  through  punctures  in  single  tube 
tires  does  not  always  stop  the  leakage  is 
that  the  cement  being  pushed  out  of  the 
injector  nozzle  through  a  single  delivery 


hole  gathers  in  a  bunch,  lying  mostly  on 
one  side  of  the  puncture,  unless  the  per- 
son who  makes  the  repair  is  experienced 
enough  or  has  foresight  enough  to  twist 
the  nozzle  around  in  withdrawing  it  so 
that  the  cement  will  be  worked  into  a 
button  lying  directly  over  and  completely 
closing  the  hole.  The  injector  in  this  in- 
vention is  applied  to  an  ordinary  ce- 
ment holder  from  which  the  cement 
is    forced    into    the  nozzzle   by  a   screw 


plug,  and  instead  of  being  a  round, 
smooth  tube,  is  tapered  and  threaded 
on  the  outside.  The  cement  passage 
ends  in  a  transverse  hole  a  short  distance 
back  of  the  point  and  has  an  opening  on 
each  side.  When  the  nozzle  is  pushed 
through  the  puncture  it  gains  entrance  by 
being  turned,  thus  screwing  down  into 
the  hole  without  tearing  the  fabric  or 
enlarging  the  puncture,  the  tire  body  ma- 
terial being  merely  pushed  aside.  The 
cement  on  flowing  out  of  the  nozzle  falls 
to  the  interior  of  the  tire  in  bunches  of 
practically  equal  volume,  one  on  either 
side  of  the  puncture.  To  remove  the  in- 
jector the  operator  is  compelled  to  screw 
it  out  backward  and  in  so  doing  causes 
the  cement  to  be  twisted  and  formed  into 
a  single  mass  directly  over  the  puncture. 
The  tip  of  the  nozzle  in  passing  out  of 
the  puncture  will  also  draw  a  small 
amount  of  cement  with  it,  thus  tending 
to  further  close  the  hole.  The  inventor 
is  William  Herrick,  Chicago,  assignor  to 
Morgan  &  Wright,  same  place. 

New  Form  of  Bevel  Gear. — To  reduce 
as  much  as  possible  the  friction  between 
the    engaging  teeth   in   bevel   gears    and 


pinion  which  have  the  shape  of  frustrat- 
ed cones.  The  cones  are  cut  out  of  the 
pinion  stock  itself  and  may  be  accurately 
located.  The  supposition  of  the  inventors 
is  that  as  the  engaging  teeth  can  touch 
each  other  at  but  one  point  instead  of 
along  a  line  the  friction  is  reduced  to  a 
minimum.  It  is  one  of  the  first  laws  of 
friction  that  its  amount  is  not  dependent 
upon  the  extent  of  surface  between 
the  contacting  surfaces  but  upon  the 
weight  or  pressure  exerted  upon  the  mov- 
ing parts.  It  is  thus  evident  that  if  a 
convex  tooth  slides  over  a  conical  engag- 
ing tooth  and  in  sliding  touches  only  at 
one  point  it  will  still  produce  the  same 
amount  of  friction  as  though  the  faces 
of  the  teeth  were  straight  and  touched  for 
their  entire  width,  other  conditions  being 
equal.  The  gear,  however,  doubtless  has 
the  advantage  of  being  able  to  adapt  it- 
self to  small  changes  in  the  alignment 
and  relative  positions  of  the  gear  and 
pinion.  The  inventors  are  J.  A.  N.  and 
C.  B.  H.  Rasmussen,  Copenhagen,  Den- 
mark. 

Anti- Vibratory  Three-Wheeler.  —  This 
invention  has  the  object  of  furnishing  a 
cycle  on  which  the  rider  does  not  feel 
with  common  severity  the  jolts  and  jars 
occasioned  by  rough  roads,  and  the  man- 
ner of  attaining  the  desired  end  is  novel 
in  that  no  spring  or  cushion  devices  are 
employed.  It  embraces  the  use  of  three 
wheels,  but  the  parts  of  the  frame  occu- 
pied by  the  rider  are  strictly  rigid  in  their 
relation  to  each  other,  a  point  which  is 
not  carried  out  in  the  three-wheelers  now 
made.  As  shown  in  the  patent  office 
sheets,  the  invention  is  worked  out  in  a 
tandem  machine,  although  the  same 
scheme  may  be  applied  to  singles.  The 
middle  wheel,  which  acts  as  the  driver, 


other  similar  chainless  driving  gears  for 
bicycles  this  bevel  driving  gear  is  cut 
with  the  acting  faces  of  its  teeth  con- 
vexly  curved  and  engaging  teeth  on  the 


is  not  secured  rigidly  in  the  frame,  but  is 
hung  in  a  fork  hinged  at  the  rear  crank 
hanger  and  projects  forwardly  in  an  ap- 
proximately horizontal  direction  between 
the  double  horizontal  tubes  connecting 
the  front  and  rear  hangers.  The  front 
chain  drives  to  the  rear  hanger  axle  and 
the  rear  chain  runs  directly  forward 
over  the  sprocket  on  the  driving  wheel. 
The  fork  carrying  the  driving  wheel  ex- 
tends backwardly  and  upwardly  from  its 
hinge  at  the  rear  hanger,  as  a  single  tube 
connecting  with  a  short  steering  head 
carrying  the  forks  of  the  third  or  trailing 
wheel.  With  this  arrangement  of  the 
two  rear  wheels,  when  the  driving  wheel 
strikes  an  obstacle  and  rises  to  surmount 
it  the  rear  crank  hanger,  which  is  the 
rear  corner  of  the  frame  carrying  the 
riders,  rises  only  about  half  of  the  dis- 
tance that  it  would  were  the  driving 
wheel  rigidly  placed  in  the  frame,  and 
when  the  trailing  wheel  reaches  the  same 
obstacle  the  frame  is  again  raised  a  simi- 
lar distance.  In  other  words,  were  a  two- 
inch  obstacle  met,  the  rider,  through  the 
frame,  would  experience  instead  of  one 
severe  two-inch  jolt  two  less  effective 
one-inch  jars.  The  value  of  the  machine 
depends  upon  the  question  as  to  which 
would  be  easier  on  the  rider  in  the  long 
run:  A  certain  number  of  severe  jars  or 
twice  the  number  of  jars  half  as  great. 
Unnecessary  parts  are  added  to  the  ma- 
chine by  the  rigging  up  of  steering  con- 
nections whereby  the  trailing  wheel  is 
turned  by  the  handlebars  in  unison  with 
the  front  wheel  of  the  machine.  The 
third   wheel   being   hung  as  a  trailer  is 


The  Cycle  Age  and  Trade  Review 


285 


CRESCENT  BICYCLES 

THE  WHEEL  TO  SELL 

Because  they  are  money  makers  and  quick  sellers.  Crescents  are 
well  and  favorably  known  the  world  over.  It  is  easy  to  sell  a  bicycle 
with  an  established  reputation— not  always  easy  to  sell  one  without  it. 

THE  WHEEL  TO  BUY 

Because  Price  as  well  as  Quality  is  g^uaranteed.  New  features  are 
never  adopted  in  Crescents  until  they  have  been  thoroughly  tested. 
We  do  the  experimenting— the  public  reaps  the  benefit. 


1899  CRESCENTS  ARE  NOT  1898  MODELS 


...CHICAGO— WESTERN  WHEEL  WORKS,  Makers— new  york 


Use  tbi$  f)mi^t 

nu  Build  Vour  Cycles  for  '99. 


Timd  mth  tbe  morrow  Jlutomatic 
Coaster  and  Brake  ^^^^= 

We  furnish  the  Hanger  with  all  necessary  parts 
for  the  Brake — and  a  pair  of  Morrow  Hubs  with 
the  Automatic  Rear  Sprocket. 


mrite  for  prices  on 
Complete  Sets 


eclipse  Bicycle  Company 


Mention  The  Cycle  Age 


eimira,  n.  V. 


286 


The  Cycle  Age  and  Trade  Review 


bound  to  follow  the  track  of  the  bicycle 
without  the  aid  of  steering  connections. 
Another  evidence  of  needless  caution  on 
the  part  of  the  inventor  is  that  he  places 
the  central  line  of  the  steering  head  of 
the  trailing  wheel  in  a  position  inclining 
slightl5^  backward  from  vertical  in  order 
that  when  the  trailing  wheel  is  raised  to 
pass  an  obstacle  the  steering  head  will 
not  incline  forward  from  vertical.  As 
long  as  the  central  line  of  the  trailing 
wheels's  steering  head,  which  is  indicated 
by  a  dotted  line  in  the  illustration, 
touches  the  ground  ahead  of  the  point 
of.  contact  of  the  tire,  the  wheel  will  trail 
properly  no  matter  what  may  be  the  in- 
clination of  the  steering  head  ahead  of 
the  vertical.  The  inventor  is  Robert 
Mlehle,  Chicago. 

Spur  Wheel  Driving  Gear.— A  short, 
compact  chainless  bicycle,  of  the  old 
"Broncho"  type,  with  the  saddle  directly 
over  the  rear  wheel,  but  without  the  con- 
stant danger  of  bucking  backward.  Is  em- 
bodied in  this  invention.  The  cranks  are 
independent  inasmuch  as  each  drives  a 


separate  chain  of  three  spur  gears  which 
are  supported  in  boxes  built  in  the  frame. 
The  cranks  maintain  their  proper  rela- 
tions to  each  other  because  the  gears 
drive  the  same  axle.  The  gears  bring  the 
cranks  enough  forward  of  the  rear  wheel 
axle  to  allow  the  rider  to  assume  an  ordi- 
nary riding  position  and  at  the  same  time 
to  have  his  saddle  far  enough  in  front 
of  the  center  of  the  rear  wheel  to  prevent 
the  front  wheel  from  being  lifted  from 
the  ground.  The  inventor  is  George  Cad- 
dick,  of  Allegheny,  Pa. 

Bevel  Driving  Gear. — This  is  a  form  of 
bevel  gear  driving  mechanism,  in  which 
the  principal  point  covered  is  the  ar- 
rangement of  the  right  rear  fork  of  the 
bicycle  frame.  This  fork  tube  is  located 
inside  of  the  driving  shaft  connecting  the 


front  and  rear  gear  sets,  instead  of  out- 
side, as  commonly,  the  driving  shaft  be- 
ing supported  between  exterior  ball  bear- 
ing seated  in  the  gear  boxes.  The  inven- 
tor  is  John  Parker   of  Philadelphia,  Pa. 

Tire  Plugger. — This  tool  is  novel  since 
it  uses  a  plug  comprising  a  short  triangu- 
lar piece  of  rubber  instead  of  the  usual 
headed  plug.  The  plugger  in  the  main 
consists  of  a  pair  of  jaws  hinged  to  each 
other  and  one  of  which  is  secured  to  the 
bottom  of  a  hollow  handle  piece.    A  ring 


slipped  down  over  the  jaw  arms  and  slid- 
ing on  the  tapered  depression  in  one  of 
the  arms  is  used  to  open  or  shut  the  jaws 
as  desired,  it  being  operated  by  another 
ring  near  the  top  of  the  jaw  pieces  and 
joined  to  the  lower  by  a  narrow  connect- 
ing piece.  A  cylinder  made  to  telescope 
inside  of  the  hollow  handle  and  with  an 
inturned  flange  at  its  outer  end  allows  a 
narrow  circular  opening  between  its  in- 


ner edge  and  the  slide  ring.  The  trian- 
gular rubber  is  slipped  through  the  coni- 
cal opening  between  the  jaws,  after  which 
its  ends  are  bent  downward  and  the  tele- 
scopic piece  pushed  down  over  them, 
doubling  the  rubber  piece  upon  itself 
along  the  sides  of  the  jaws.  The  plug  is 
then  ready  for  insertion  into  the  punc- 
ture, the  tool  being  pushed  down  into  the 
hole  nearly  to  the  telescoping  slide  re- 
taining the  ends  of  the  rubber.  The  tool 
may  then  be  withdrawn,  leaving  the 
doubled  rubber  in  the  puncture.  Just 
how  the  jaws  are  loosened  sufficiently  to 
allow  their  withdrawal  from  the  tire 
without  pulling  the  rubber  out  also  the 
patentee  does  not  make  clear.  The  in- 
ventor is  C.  P.  Giiford,  Erie,  Pa. 

George  Harden,  Toledo,  has  been  grant- 
ed a  patent  on  his  chainless  bicycle, 
which  is  already  familiar  to  the  trade. 
The  invention  embraces  the  use  of  ordi- 
nary bevel  gears  in  the  same  manner  as 
those  in  the  common  bevel  gear  chain- 
less, the  main  difference  being  that  Mr. 
Harden  employs  two  sets  of  gears,  one 
on  each  side  of  the  machine,  the  object 
being  to  make  it  possible  to  employ  small 
gears  without  their  structure  and  align- 
ment being  endangered  by  torsional 
strains  in  the  rear  of  the  bicycle  frame. 
Further  points  brought  out  in  the  inven- 
tion include  the  casing  of  the  gears  in 
such  a  manner  that  ready  access  may  be 
had  to  both  the  forward  and  rear  gears 
or  pinions  on  the  longitudinal  driving 
shafts  for  adjustment  and  other  similar 
purposes;  the  provision  of  removable 
cases  for  the  engaging  gears  at  the 
crank  hanger,  and  the  utilization  of  parts 
of  the  bicycle  frame  for  holding  these 
cases  against  lateral  movement  or  dis- 
placement. 

COUNTER=SHAFT  CLUTCH 


Use  of  Balls  Obtains  Easy,  Positive  Operation  and 
Quick  Release -Simple  to  riake. 


The  arrangement  of  light  machine  tools 
such  as  cup  and  cone  grinding  machines, 
etc.,  on  benches  and  in  similar  positions, 
makes  desirable  the  use  of  some  kind  of 
counter-shaft  clutch  to  dispense  with  the 
shifting  belt  and  the  tight  and  loose  pul- 
leys. If  the  counter-shaft  driven  pulley 
be  arranged  with  some  suitable  clutch 
whereby  it  runs  loose  on  the  shaft  when 
the  machine  to  be  operated  is  not  in  use 
and  may  be  held  tight  on  the  shaft  when 
it  is  desired  to  run  the  machine,  much  of 
the  trouble  and  annoyance  commonly 
caused  by  the  shifting  belt  may  be  dis- 
pensed with. 

In  the  accompanying  illustration  is 
shown  a  practical  friction  clutch  especial- 


ly adapted  for  use  with  counter-shaft  pul- 
leys. To  the  counter-shaft.  A,  the  pulley 
B,  is  fitted  to  run  loosely.  At  the  right 
of  the  pulley  hub  a  locking  ring  with 
securing  set  screw  stops  end  play  of  the 
pulley  toward  the  right,  while  a  long 
sleeve,  D,  also  attached  by  means  of  a 
set  screw,  keeps  the  pulley  from  playing 
toward  the  left.  Pitted  to  the  sleeve,  D, 
with  a  feather  and  spline,  K,  so  that  it 
revolves  with  the  sleeve  but  yet  may  slide 
longitudinally  on  it,  is  a  disk,  C,  the 
right  turned  flange  of  which  is  tapered 
on  its  edge  to  match  the  left  taper  end 
of  the  pulley.  The  two  taper  surfaces  are 
normally  out  of  contact  by  a  very  small 
distance.  Between  C  and  the  flanged  end 
of  D  is  a  spiral  spring,  J.  At  the  left  of 
the  hub  of  C  are  two  hardened  steel 
sleeves  the  outer  of  which,  H,  is  set  a 
short  distance  away  from  the  inner  and 
has  its  adjacent  end  tapering  outwardly. 
Fitting  around  H  is  a  sleeve,  E,  the  coun- 
ter-bored end  of  which  has  a  taper  bot- 
tom. Between  E  and  the  hardened  sleeves 
and  lying  over  the  opening  between  the 
two  latter  is  a  row  of  steel  balls,  F.  End 
movement  of  the  sleeves,  H  and  B,  toward 
the  left,  is  limited  by  the  lock  nuts,  G, 
screwed  onto  the  threaded  end  of  the 
sleeve,  D.  An  annular  groove  in  E  per- 
mits of  the  attachment  of  any  desirable 
lever  or  other  means  for  its  longitudinal 
movement  on  H.  When  E  is  pushed  to 
the  right  the  inclined  bottom  of  its  coun- 
ter bore  presses  the  row  of  balls  down 
into  the  taper  opening  between  the  hard- 
ened sleeves,  thus  causing  them  to  sep- 


.■ff 


-fOSi 


^fsfll^ 


0^1? 


f~i    |U  o  u 


arate.-  As  H  cannot  move  to  the  left  its 
mate  sleeve  must  move  to  the  right  push- 
ing before  it,  against  the  pressure  of  the 
spring,  the  flanged  disk,  C.  The  taper 
surface  of  C  then  binds  and  wedges 
against  that  of  the  pulley,  B,  which  ac- 
cordingly no  longer  runs  free  from  the 
counter-shaft  but  rotates  the  latter  with 
itself.  A  slight  annular  groove  in  the 
counter-shaft  is  placed  to  allow  the  balls 
to  be  pressed  clear  down  below  the  outer 
circumference  of  the  hardened  sleeves, 
though  it  is  evident  that  if  these  sleeves 
have  a  wall  thickness  greater  than  thp 
diameter  of  the  balls  this  groove  will  not 
be  needed.  Upon  the  return  of  the  sleeve, 
E,  to  the  left  the  spring  will  release  the 
friction  clutch  and  force  the  balls  again 
to  the  top  of  their  expansible  seat. 

The  clutch  has  but  few  parts,  is  quick 
and  positive  in  its  action  and  can  be  made 
on  any  ordinary  lathe,  there  being  no 
milling  machine  work  except  the  fitting 
of  the  spline  and  feather,  K,  between  the 
disk,  C,  and  the  sleeve,  D. 


An  Opening  in  Pliiladelphia. 

Manufacturers  and  jobbers  desiring 
representation  in  Philadelphia  and  con- 
tiguous territory  are  requested  to  address 
"B,"  P.  0.  Box  292,  Philadelphia. 


Francis  &  Nygren's  bicycle  factory  in 
Chicago  was  burned  last  Wednesday  in  a 
fire  that  destroyed  the  building  erected 
last  spring  by  B.  T.  Harris  at  a  cost  of 
$10,000. 


The  Cycle  Age  and  Trade  Review 


287 


BARNES  BICYCLES 


|T  is  the  substantial,  well  made  bicycle  that 
wins  in  the  long"  run. 

The  quality  of  the  BARNES  Bicycle  has 
ii'^      never  been   questioned,   and   for  graceful 
outline,    fine     workmanship    and    stylish 
appearance,  it  has  no  equal. 

It  will  be  noticed  that  prosperous  agents  usually 
have  the  sale  of  Barnes  Wheels.  Get  the  sale  of 
our  1899  line,  the  best  we  have  ever  made,  and  in- 
sure your  success. 


The  Barnes  Cycle  Co.,  Syracuse,  N.Y. 


IhE  Sterling 


(( 


BUILT  LIKE  A  WATCH 


tf 


iBUILT; 


A  RIGID  INSPECTION  PROVES 

Our  1899  Models    to  contain  RADICAL 
CHANGES,  also  that  

The  Sterling  Quality 

Is  Maintained. 


The  reduction  of  our  Selling  Price  was  not  made  possible  by  a 
Re-Hash  of  1898  Models,  nor  by  cheapened  construction,  but 
by  good,  honest  business  economies,  and  a  largely  increased 
output.     Our  catalog  and  proposition  await  you. 


STERLING  CYCLE  >VORKS, 

KENOSHA,  XVIS. 


288 


The  Cycle  Age  and  Trade  Review 


SPEED  AND  GEAR  CHANGES 


Ways  and  fleans  for  Imparting  Flexibility  of  Power  to 

Gas  Engine  Vehicles 


The  electric  driven  carriages  liave  us- 
ually no  change  of  gear.  The  motor 
drives  the  compensating  gear  disk  with  a 
fixed  speed  reduction  of  ahout  12  to  1  in 
case  a  single  motor  only  is  used;  if  two 
motors  are  used,  one  for  each  driving 
wheel,  thus  avoiding  the  compensating 
gear  altogether,  the  case  is  still  the  same 
so  far  as  the  gear  is  concerned,  each  mo- 
tor geared  with  a  single  fixed  reduction 
of  10  or  12  to  1,  to  the  wheel  it  drives. 

With  the  explosion  engine  motor  driven 
wagons  an  altogether  different  practice 
prevails,  from  two  to  four  changes  of 
gear  being  introduced  between  the  motor 
crank  shaft  and  the  compensating  gear 
disk,  or  the  driving  wheels  of  the  com- 
pensating gear  is  omitted.  The  idea  is, 
with  the  electric  motor,  to  vary  the  power 
of  the  motor  by  means  of  the  controller, 
so  that  when  a  slow  rate  of  travel  is  de- 
sired it  can  be  obtained  by  reducing  the 
driving  power,  and  current  expenditure, 
and  when  a  high  speed  on  the  road  is 
required  it  can  be  obtained  by  increasing 
the  power  of  the  motor,  thus  increasing 
its  revolutions  per  minute,  at  the  ex- 
pense, of  course,  of  more  current  con- 
sumed. 

Customary  Change=Qearing. 

The  theory  most  commonly  adopted  in 
respect  to  the  explosion  engine,  is  that 
the  revolutions  of  the  motor  shaft  should 
be  kept  nearly  the  same  at  all  times,  and 
that  changes  of  wagon  travel  rate  should 
be  had  by  throwing  different  trains  of 
gearing  into  action,  between  the  motor 
shaft  and  the  driving  wheels.  The  result 
of  such  an  arrangement  of  mechanism  is 
the  very  strong  driving  of  the  wagon  at 
low  speeds,  which  is  desirable  in  cover- 
ing muddy  or  snowy  roads,  and  in  hill 
climbing.  To  produce  the  desirable  re- 
sult with  the  explosion  engine  motor 
three  or  four  trains  of  gear,  either  belted 
or  toothed,  are  commonly  employed;  one 
train  is  low  speed,  one  medium,  and  one 
high  speed  forward,  and  one  reversing 
low  speed  train  is  introduced  to  obtain 
a  backing  movement.  This  makes  four 
separate  trains  of  gears  from  the  motor 
shaft  to  the  drivers,  and  involves  the  use 
of  four  shifting  devices  of  some  sort  by 
which  any  one  of  the  trains  of  gear  may 
be  placed  in  action  while  the  other  three 
are  rendered  inoperative.  These  multi- 
plied trains  of  gearing  are  highly  objec- 
tionable in  themselves,  as  they  increase 
weight,  take  up  room,  cost  money  at  first, 
and  demand  time  and  labor  and  more 
money  to  keep  them  clean  and  in  good  re- 
pair. The  clutches  or  belt  shifters,  or 
belt  tighteners," jockey"  pulleys,  pinching 
rolls  or  what  not,  used  to  effect  the  gear 
changes  are  even  more  objectionable  than 
the  gear  trains  themselves;  if  the  clutch- 
es are  made  with  plain  interlocking  jaws 
they  cannot  safely  be  thrown  into  action 
except  at  slow  speeds;  if  friction  clutches 
are  used  they  must  be  nicely  adjusted  and 
are  always  liable  to  give  trouble;  if  the 
gears  are  made  to  slide  axially  into  and 
out  of  mesh  with  their  coacting  mem- 
bers— a  favorite  French  plan — then  the 
engagement  is  effected  at  the  risk  of 
breaking  the  gear  teeth,  and  in  short 
there  is  absolutely  no  really  good  and 
acceptable  way  to  make  a  change  of  gear 
speed  known  in  mechanical  construction 
today.  There  are  a  thousand  devices 
which  can  be  used  for  this  purpose,  but 
not  one  which  a  judicious  engineer  de- 


sires   to    incorporate    as   a    part    of   his 
work. 

One  Gear  Change  Indispensable. 

What  real  need  is  there  for  a  gear 
change  in  a  gas  engine  driven  wagon? 

In  the  first  place,  if  the  gas  engine  runs 
only  one  way  then  there  must  be  at  least 
one  gear  change  in  order  to  obtain  a 
backing  movement,  which  is  an  absolute 
necessity  for  a  road  wagon.  A  reversing 
gas  engine  is  not  unknown,  but  so  far 
all  of  the  motocycle  designers,  or  at  least 
almost  all  of  them,  have  trouble  enough 
to  make  gas  engines  reliable  when  run- 
ning in  one  direction  only,  and  prefer  to 
reverse  by  gearing  rather  than  by  trying 
to  make  the  gas  engine  run  either  way  at 
will,  as  the  steam  engine  does. 

This  makes  one  change  of  gear  a  neces- 
sity for  the  explosion  engine  driven 
wagon,  same  as  for  the  steam  engine 
driven  vehicle,  or  the  electric  carriage. 
If  this  change  can  be  made  by  reversing 
the  gas  engine  itself  more  easily  than  by 
the  introduction  of  a  change  gear,  the 
motocycle  designers  will  discover  the 
fact  some  day,  and  act  according  to  their 
light.  At  present  the  practice  is  to  back 
the  gas  engine  wagon  by  the  use  of  a 
clutch  and  a  change  of  gear,  and  to  back 
the  steam  wagon  by  changing  the  direc- 
tion of  motion  of  the  steam  valves  with 
relation  to  the  piston  travel  direction. 

This  one  change  of  gear  needful  for  the 
explosion  engine  is  not  so  very  bad,  since 
it  may  be  compact  and  so  may  be  wholly 
enclosed  without  much  trouble,  and  it 
may  be  taken  as  fully  proved  that  no  suc- 
cessful motocycle  can  ever  have  any  run- 
ning parts  left  accessible  to  road  dust. 

Granted,  then,  that  one  change  of  gear 
must  be  used  with  the  gasoline  engine 
motocycle  motor,  must  there  be  more 
than  that  one  gear  change  introduced? 

When  Several  Cylinders  are  Employed' 

This  is  a  question  of  the  greatest  prac- 
tical importance.  It  is  also  a  question 
which  requires  a  careful  common  sense 
balancing  of  favorable  and  unfavorable 
elements  and  actions  before  an  intelli- 
gent answer  can  be  given. 

The  first  essential  element  of  this  prob- 
lem is  the  number  of  motor  cylinders 
which  are  to  be  used. 

If  there  is  to  be  but  one  cylinder,  after 
the  Benz  manner.  Otto  cycle,  then  there 
is  no  more  to  be  said.  The  fiy  wheel  is 
indispensable,  and  the  velocity  of  the  fly 
wheel  rim  must  be  kept  constant,  or  near- 
ly so,  and  there  should  be  no  less  than 
Lhree  clianges  of  gear  on  the  forward  mo- 
tion, and  there  cannot  be  less  than  one 
backing  gear,  making  four  gear  changes 
in  all.  The  same  is  true  of  that  form  of 
two-cylinder  explosion  engine,  cranks  at 
ISO  deg.,  in  which  the  working  strokes  of 
the  cylinders  are  made  simultaneously — 
the  fly  wheel  velocity  must  be  maintained 
and  variable  carriage  travel  can  be  had 
only  through  gear  changes. 

But  when  the  number  of  cylinders  is 
so  increased  as  to  give  a  continual  torque 
say,  as  written  in  a  previous  article,  to 
5  cylinders,  then  an  entirely  new  set  of 
conditions  and  possibilities  present  them- 
selves, because  the  necessity  for  a  con- 
stant velocity  of  the  fly  wheel  rim  has 
disappeared,  and  in  fact  the  fly  wheel  it- 
self may  be  wholly  eliminated,  or  at 
least  so  greatly  reduced  in  weight  as  to 
cut  no  important  figure  in  the  vehicle 
propulsion.    With  5  cylinders — the  wagon 


to  carry  two  passengers,  with  a  total 
weight  of  from  750  to  800  pounds — the 
cylinders  would  require  to  be  about  2% 
to  2%-inch  bore,  and  the  admission  valve 
should  be  so  moved  as  to  make  the  small 
charge  somewhere  about  half  the  piston 
displacement  in  volume,  and  the  cylinder 
clearance  must  of  course  be  reduced  so 
that  this  minimum  in  partial  charge  will 
be  compressed  sufficiently  to  explode. 
With  the  full  cylinder  charge  the  com- 
pression and  consequently  the  initial 
pressnire  would  be  very  high,  with  the  re- 
sulting possibility  of  making  the  engine 
two  or  three  times  as  powerful  with  the 
full  charge  as  with  the  smallest  charge 
which  could  be  exploded. 

One  Shortcoming  of  Cylinder  Plurality. 

Such  an  arrangement  would  very  close- 
ly approach  the  power  conditions  of  the 
Stanley  steam  wagon,  and  a  single  gear 
reduction  from  the  engine  shaft  to  the 
compensating  gear  disk  would  answer 
perfectly  for  the  good  road  and  hill 
climbing  functions  of  the  wagon.  For  a 
very  muddy  or  snowy  road,  where  slow 
speed  and  high  power  are  needed,  this 
5-cylinder  single  geared  drive  would  prob- 
ably lack  something  of  the  effectiveness 
of  a  low  speed  gear,  with  the  velocity  of 
the  single  cylinder  driven  fly  wheel  main- 
tained at  a  constant  speed.  This  5-cylin- 
der drive  would  be  perfectly  controlled 
by  varying  the  volume  of  the  explosive 
charge,  and  the  greatest  power  exerted 
by  the  motor  could  be  made  two  or  three 
times  as  much  as  its  least  power.  The 
whole  effect  of  this  drive  would  be  a 
close  approximation  to  the  steam  driven 
wagon  in  its  best  form.  Perhaps  5  cylin- 
ders, 2%-inch  bore  by  5-inch  stroke,  re- 
duction 3  to  1  from  the  engine  shaft  to 
28-inch  driving  wheels,  would  be  found 
satisfactory,  as  such  a  gas  engine  would 
give  at  its  best  at  least  175  or  180  pounds 
initial  pressure.  I  should  expect  a  wagon 
weighing  800  pounds  total,  so  driven,  to, 
do  at  least  twelve  miles  per  hour  on 
grades  of  1  in  10,  and  from  20  to  25  miles 
per  hour  on  the  level,  without  water  and 
without  noise.  Hugh  Dolnae, 


COMPRESSED  AIR  OMNIBUSES 


System  Competing  Closely  With  Electricity  to  be 
Installed  on  Fifth  Avenue  in  New  York. 


The  very  worst  line  of  omnibuses  in 
the  world  is  about  to  disappear  from 
Fifth  avenue.  New  York  city.  It  has 
changed  hands,  and  the  new  owners  as- 
sert that  the  miserable  wagons  and 
wretched  horses  of  that  line  will  be  im- 
mediately replaced  with  mechanically 
driven  vehicles,  using  either  compressed 
air  or  electricity  as  the  motive  power. 

No  more  favorable  opportunity  for  a 
thorough  exposition  of  the  practical  value 
of  compressed  air  for  driving  passenger 
vehicles  could  be  desired  than  that  af- 
forded by  the  Fifth  avenue  line  service. 
The  line  is  not  very  long,  and  the  grades 
are  not  very  heavy,  while  with  good  car- 
riages the  trafllc  would  be  large  and 
hence  remunerative.  There  is  no  more 
trouble  in  supplying  a  line  of  omnibuses 
with  compressed  air  than  with  electric- 
ity; in  fact,  the  figures  will  probably 
show  something  in  favor  of  compressed 
air  for  the  motive  power  steam  and  com- 
pressing plant,  while  the  filling  of  the 
"bottles"  of  a  compressed  air  driven 
wagon  with  a  fresh  charge  of  compressed 
air  requires  only  two  or  three  minutes, 
as  against  the  three  hours  required  for 
recharging  a  storage  battery;  and  the 
weight  of  motive  machinery  carried  by 
each  vehicle  may  be  far  below  the  battery 
and  motor  weight  demanded  by  vehicles 
of  equal  capacity  driven  by  electricity. 

All  of  this  looks  very  favorable  for 
compressed  air  in  this  special  instance, 
and  it  would  not  be  at  all  surprising  to 
see  a  trial  of  compressed  air  motors  made 


The  Cycle  Age  and  Trade  Review 


289 


on  this  route.  The  compressed  air  makes 
as  clean  a  drive  as  electricity,  and  can 
be  equally  still.  The  compressed  air  mo- 
tors require  a  little  flre,  but  not  much, 
and  it  would  take  no  great  exertion  of 
mechanical  ingenuity  to  make  a  com- 
pressed air  wagon  to  have  a  cold  floor 
in  summer  weather,  which  would  be  re- 
ally a  point  in  favor  of  the  system. 

The  total  weight  of  the  compressed  air 
vehicles  could  be  kept  some  hundreds  of 
pounds  below  that  of  electric  'busses  of 
equal  capacity,  and  it  seems  that  it  would 
be  quite  the  correct  thing  to  try  the  com- 
pressed air  system  out,  now  that  such  a 
really  suitable  place  for  its  use  is  offered. 

Hugh  Dolnae. 


THREE  CYLINDER  QAS  MOTORS 


GEARING    OFTEN    UNNECESSARY 


EASTERN  AUTOMOBILE  ACTIVITY 


French  Order  for  Fifty  Vehicles  Placed  in  Holyoke 
—Overman  Order  Not  Confirmed. 


Springfield,  Mass.,  Jan.  2. — A  dispatch 
from  Chicago  last  Thursday  announced 
that  a  large  contract  for  motor  vehicles 
had  been  received  by  the  Overman  Wheel 
company,  of  Chicopee  Falls.  With  regard 
to  the  subject.  President  Overman  could 
not  be  seen,  but  one  intimate  with  the 
affairs  of  the  company  disclaimed  to  a 
Cycle  Age  representative  any  knowledge 
of  the  reported  contract.  From  the  same 
source,  however,  it  was  learned  that  the 
Overman  carriage  is  progressing  and  will 
be  in  the  race  for  public  favor  with  other 
makes  that  are  being  perfected. 

During  the  past  week  a  bona  fide  order 
for  fifty  motor  carriages,  to  be  completed 
by  October  1,  was  placed  with  the  Hol- 
yoke Motor  Works,  of  Holyoke.  The  car- 
riages to  be  made  by  this  company  will 
cost  $1,400  each.  The  company  has  not 
facilities  for  filling  so  large  an  order  in 
its  own  works  and  will  have  part  of  the 
work  done  outside.  The  assembling, 
however,  will  be  done  at  the  company's 
plant  in  Holyoke.  The  carriages  will  be 
sent  to  Paris,  the  order  being  placed  in 
the  United  States,  it  is  said,  on  account 
of  the  inability  of  French  makers  to  sup- 
ply the  demand  in  that  country. 

Interesting  rumors  about  other  Connec- 
ticut valley  motor  carriage  promoters  are 
current  and  some  important  happenings 
are  likely  to  be  made  public  in  the  near 
future.  One  or  two  large  bicycle  makers 
hereabouts,  who  have  heretofore  been 
skeptical  concerning  motor  carriages,  are 
known  to  be  experimenting  with  automo- 
bile models. 


Metallurgist  Branches  Out  for  Himself. 

Henry  Souther,  an  expert  metallurgist, 
chemist  and  bicycle  constructor,  who 
has  rendered  valuable  services  to  the 
Pope  Manufacturing  company  for  more 
than  five  years  as  superintendent  of  the 
department  of  tests  and  of  the  manufac- 
ture of  steel  of  all  grades  for  special  pur- 
poses, resigned  his  position  with  that 
company  on  December  31  and  has  estab- 
lished an  ofllce  and  laboratory  as  con- 
sulting engineer  and  expert  in  metals  at 
438  Asylum  street,  Hartford,  Conn. 


Canadian  Automobiles  for  France. 

A  Toronto  company  called  the  Cana- 
dian Motor  Syndicate  is  making  arrange- 
ments for  the  sale  of  its  line  of  electric 
carriages  and  victorias  in  the  French 
market.  The  company  states  that  its 
5-horse  power  carriage,  fitted  with  hy- 
dro-carbon motor,  weighs  750  pounds  un- 
loaded and  its  victoria  storage  battery  of 
5-horse  power  has  a  total  weight  of  800. 


Slow  Driving  Made  Practicable  and  Avail= 

able  Power  Increased  by  Multiple  Cyl= 

inders — The  Heat  Radiation. 


The  Triumph  Cycle  Company,  the  Rag- 
lan Cycle  Company,  J.  K.  Starley  &  Co., 
and  AUard  &  Co.,  all  of  Coventry,  Eng- 
land, are  beginning  the  manufacture  of 
motors  for  motocycles. 


To  the  Editor. — The  writer  took  pleas- 
ure in  reading  an  article  in  a  recent 
issue  on  the  advantages  of  multiple  cyl- 
inders for  gasoline  motors.  The  Duryeas 
have  spent  much  time  and  money  on  this 
part  of  the  gasoline  motor  problem.  They 
have  believed  that  the  American  public 
wanted  the  best  article  possible  to  pro- 
duce, regardless  of  its  cost,  and  have  not 
confined  themselves  to  the  single  cylinder 
motor  because  of  the  less  cost.  Our  ear- 
lier experiments  were  made  with  single 
cylinder  gasoline  engines,  but  the  ditB.- 
culty  of  overcoming  the  vibration  and  the 
lack  of  elasticity  of  movement  led  us  to 
try  double  cylinder  motors.  These  were 
a  marked  improvement  and  have  given 
excellent  satisfaction,  but  were  not  con- 
sidered absolutely  final,  and  a  triple  cyl- 
inder motor  was  next  tried.  This  motor 
runs  with  less  vibration  than  the  two 
cylinder,  and  gives  an  almost  constant 
torque  to  the  driving  shaft.  It  receives 
an  impulse  each  two-thirds  of  a  revolu- 
tion and  is  therefore  almost  consta.nt  in 
action.  When  fired  with  battery  spark, 
pulling  one  piston  past  the  compression 
point  v/ill  start  the  motor  so  that  less 
than  a  full  turn  sufiices  to  get  the  motor 
going.  This  is  so  simple  that  it  may  be 
performed  by  the  operator  sitting  in  the 
seat  of  the  vehicle,  in  most  cases. 
Between  Two  Extremes. 

A  single  set  of  two  to  one  spur  gears 
operates  the  cam  shaft  for  all  three  cylin- 
ders, and  the  added  complexity  of  parts  is 
not  proportionate  to  the  added  number  of 
cylinders.  There  are  of  course  the  addi- 
tional inlet  and  exhaust  valves,  which 
need  attention,  and  the  additional  spark- 
ing mechanism,  but  thus  far  we  consider 
the  multiple  cylinder  an  improvement  and 
a  decided  one. 

Whether  four  or  five  cylinders  would 
be  a  further  improvement  we  are  not  in 
position  to  say  practically.  There  is  no 
doubt  but  that  increasing  the  number  of 
cylinders  adds  to  the  complexity,  which 
is  as  objectionable,  on  one  hand,  as  the 
single  cylinder,  with  its  few  impulses, 
great  vibration  and  little  elasticity  are  on 
the  other.  Whether  the  three  cylinder  is 
the  "golden  mean"  between  these  two  sets 
of  disadvantages,  or  whether  more  cylin- 
ders would  be  better  probably  remains  to 
be  proved,  but  we  are  certainly  much 
pleased  with  the  results  obtained  from 
three  cylinders,  and  regard  same  as  be- 
ing the  best  yet  produced. 

We  find  that  we  are  able  to  run  the 
vehicle  at  very  slow  speeds  with  the  tri- 
ple cylinder  motor,  because  there  is  no 
danger  of  stopping  between  impulses.  It 
is  common  practice  to  drive  our  vehicles 
on  the  street  with  the  motor  running  at 
less  than  100  revolutions  per  minute. 
This  is  about  one-third  the  speed  possi- 
ble with  a  single  cylinder  motor.  On  the 
other  hand,  each  cylinder  is  capable  of 
just  as  high  speed  as  the  single  cylinder, 
and  so  the  three  cylinder  motor  will  run 
as  rapidly  as  any  single  cylinder,  and  give 
three  times  the  power. 

Few  Reversing  Parts. 

These  facts  permit  us  to  drive  our  ve- 
hicle on  all  good  roads  without  the  use 
of  gearing,  and  we  therefore  attain  the 
much  boasted  simplicity  of  the  steam  en- 
gine without  its  complex  and  troublesome 
boiler.  For  heavy  hill  climbing  and  simi- 
lar service  we  use  a  low  gearing,  and,  by 
an  additional  friction  clutch,  this  gear- 
ing serves  to  give  us  a  reversing  motion. 
We  consider,  therefore,  that  we  can  re- 


verse our  vehicle  as  quickly  and  with  as 
few  reversing  parts  as  a  steam  engine; 
while  the  advantage  of  low  gearing  for 
hill  climbing  or  mud  makes  our  vehicle 
more  capable  than  a  steam  driven  ma- 
chine. 

The  writer  of  the  article  referred  to 
contended  that  small  cylinders  could  be 
depended  upon  to  radiate  heat  sufficiently 
fast  to  keep  them  cool,  but  our  experience 
does  not  carry  out  that  statement.  A 
single  cylinder  throws  off  heat  in  all  di- 
rections, but,  if  placed  between  two  or 
more  other  cylinders,  it  loses  a  goodly 
share  of  its  opportunity  to  radiate  heat, 
and  is,  therefore,  liable  to  give  trouble. 

It  might  be  possible  to  set  these  cylin- 
ders at  equal  distances  around  the  crank 
shaft,  but  this  disposition  is  not  conve- 
nient for  motor  vehicle  service.  There  is, 
doubtless,  considerable  opportunity  to  ex- 
periment along  this  line,  but  success  does 
not  seem  positively  assured. 

The  writer  will  be  pleased  to  hear  from 
others  on  these  points. 

Peoria,,  111.  Chas.  E.  Duryea. 


Automobiles  in  Italy. 

The  automobile  industry  in  Italy  is 
slowly  but  surely  getting  a  hold.  A  year 
and  a  half  ago  a  few  Italian  sportsmen 
started  an  automobile  club  in  Milan, 
which  organized  a  few  competitions  on 
the  road  between  the  different  horseless 
carriages,  but  owing  to  the  way  in  which 
things  were  arranged  no  interest  was 
taken  in  the  matter  by  the  public,  and  the 
club  is  hardly  likely  to  give  the  necessary 
push  to  the  new  industry.  However,  a 
new  club  has  just  been  started  in  Turin 
and  many  influential  and  rich  people  have 
joined.  In  Turin  a  new  company  is  being 
formed  with  a  capital  of  $50,000  for  the 
construction  and  sale  of  automobiles  with 
the  Daimler  motor. 


Motor  Vehicles  in  Paris. 

The  Paris  public  will  shortly  be  able  to 
enjoy  motor  drives  with  the  new  cars 
which  are  to  be  put  on  the  streets  by  the 
Compagnie  des  Petites  Voitures.  Three 
different  kinds  of  vehicles  are  to  be  intro- 
duced, coupees  with  three  and  four  seats, 
victorias  for  four  and  five,  and  landaus 
for  four  persons.  The  vehicles,  which  are 
to  be  driven  and  lighted  by  electricity, 
will  have  a  speed  of  ten  miles  an  hour. 
The  accumulators  take  only  two  minutes 
to  charge  and  last  for  forty  miles. 


Open  an  Ice  Skating  Rink. 

The  Barnes  &  Riblet  Cycle  company, 
of  Aberdeen,  S.  D.,  has  opened  an  ice 
skating  rink  for  the  winter.  The  admis- 
sion has  been  placed  at  10  cents  and 
skates  can  be  rented  for  the  same  amount. 
A  warm  waiting  room  has  been  provided 
and  the  rink  will  be  kept  open  every  af- 
ternoon and  evening  when  the  weather  is 
favorable.  Announcements  of  open  days 
and  special  features  are  posted  in  the 
company's  store  window.  As  a  winter 
venture  when  trade  and  repair  work  on 
bicycles  is  slack  this  enterprise  promises 
good  returns. 

Spaces  at  Montreal  Show. 

No  spaces  will  be  awarded  before  Feb- 
ruary 1  for  the  Canadian  cycle  show  to 
be  held  in  Montreal  so  that  all  applicants 
will  have  the  same  opportunity.  Already 
there  are  a  number  of  applications  from 
manufacturers  in  Canada  and  the  United 
States  who  wish  to  exhibit. 


An  international  motor  vehicle  show 
will  be  held  in  Verona,  Italy,  in  the  early 
part  of  next  March,  in  connection  with 
the  horse  show.  All  vehicles  exhibited 
will  have  to  take  part  in  the  Verona  to 
Milan  and  return  (320  kilometers)  road 
race. 


290 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


BRIDGEPORT  TUBE  BENDING  nACHINE. 

The  Bridg-eport  Tubing  Co.  of  Bridgeport, 
Conn.,  malces  the  tuibe  bending  machine 
here  shown,  which,  while  it  is  especially  in- 
tended for  bending  handle  bars  and  curved 
tubes  for  ladies'  frames,  may  also  be  used 
for  curving  any  kind  of  tubing  for  any  pur- 
pose, the  combinations  of  curves  and  inter- 
vening straight  portions  in  the  tube  to  be 
bent  being  unlimited.  The  machine  is  de- 
signed to  take  any  size  of  tubing  up  to  1% 
Inches  in  diameter  and  bends  unfilled  tubing. 


The  tube  is  bent  accurately  to  the  form  de- 
sired and  maintains,  with  but  the  slightest 
variation,  its  circular  cross  section  after  the 
operation.  The  surface  of  the  tube  on  the 
inside  of  the  bend  is  left  smooth  and  free 
from  ridges.  The  bending  is  done  on  a 
grooved  roll  mounted  on  a  spindle  projecting 
from  the  top  of  the  column.  The  roll  Is  en- 
gaged toy  a  sliding  table,  correspondingly 
grooved,  and  which,  in  connection  with  the 
roll,  grasps  the  full  circumference  of  the 
tube.  In  the  groove  lies  a  mandrel  attached 
to  an  adjustable  rod  which  extends  to  and 
is  attached  to  the  rear  of  the  machine.  On 
this  rod  is  an  adjustable  gauge  on  which 
the  end  of  the  tube  rests,  that  all  bends  may 
be  of  uniform  length.  The  grooved  roll  is 
doweled  to  a  yoke  and  both  revolve  on  the 
snindle.  Between  the  yokes  is  a  sliding  bar, 
on  the  end  of  which  is  a  gripping  device 
and  which  is  grooved  to  match  the  groove 
of  the  roll  and  table.  When  two  bends  are 
to  be  made  in  a  handle  bar,  leaving  a 
straight  portion  between  them,  a  horizontal 
gauge  is  fastened  to  the  edge  of  the  yokes 
in  order  that  both  bends  may  be  in  the  same 
plane,  but  when  only  one  center  bend  is  to 
toe  made,  the  gauge  is  not  needed.  Two 
men,  one  to  feed  andi  the  other  to  work  the 
lever  handle  and  sliding  table,  are  required 
to  successfully  perform  the  bending  opera- 
tion, which  is  as  follows:  The  tube  is 
placed  on  the  mandrel  to  the  stop  gauge  and 
the  sliding  table  forced  up  to  the  rear  of  the 
yokes.  The  first  forward  motion  of  the 
hand  lever  acts  on  a  compound  lever,  which 
forces  the  sliding  table  against  the  roll, 
thereby  firmly  clamping  the  tube.  The  con- 
tinued movement  of  the  lever  rotates  the 
roll,  the  clamps  drawing  the  tubes  from  the 
mandrel,  while  the  sliding  table,  starting 
with    the  yokes,    supports   the   tube  till   the 


end  of  the  stroke,  which  is  regulated  by  a 
stop  dog.  The  sliding  table  is  then  pushed 
back,  the  yokes  returned  to  place  and  the 
tube  removed.  From  the  above  it  will  be 
seen  that  bends  may  be  formed  in  almost 
endless  variety. 

HINE-WATT  SELF  REGULATING  LAHP. 

Hand  made  sampies  of  the  new  Self  Regu- 
lating Octagon  gas  lamp  made  by  the  Hine- 
Watt  Mfg.  Co.,  16  North  Canal  street,  Chi- 
cago, have  been  completed,  and  have  proven 
so  satisfactory  that  the  company  is  making 


vigorous  efforts  to  place  the  lamp  on  the 
market  in  a  commercial  shape  within  the 
next  few  weeks.  The  lamp,  an  exterior  view 
of  which  is  shown  herewith,  is  very  com- 
pact in  construction  and  made  entirely  of 
metal.  The  water  chamber,  located  in  the 
longitudinal  octagonal  body  back  of  the 
combustion  chamber,  is  directly  over  the 
vertical  axis  of  the  la.mp.  The  carbide,  any 
form  of  which  may  be  used,  is  held  in  a 
removable  receptacle  screwing  on  to  the 
lower  end  of  the  lamp  body.  The  generated 
gas  does  not  pass  directly  to  the  burner, 
but  first  goes  through  a  small  chamber  at 
the  rear  of  the  water  reservoir  and  there 
works  its  way  through  some  dry  carbide, 
which  absorbs  all  moisture  in  the  gas  and 
leaves  it  dry  when  discharged  at  the  burner. 
One  of  the  strongest  claims  for  the  lamp  is 
based  on  the  water  feeding  mechanism,  by 
means  of  which  the  flow  of  water  is  regu- 
lated automatically  by  the  gas  pressure.  The 
water  is  fed  to  the  carbide  in  proportion  to 
the  size  of  the  flame  being  burned,  and  Is 
not  dependent  upon  any  regulation  of  water 
valves— in  fact,  there  are  no  water  valves. 
A  small  gas  valve  belov?  the  burner  allows 
the  operator  of  the  lamp  to  control  the  size 
of  the  flame,  which  simultaneously  regu- 
lates the  water  feed.  Though  seldom  needed, 
a  safety  valve  is  fitted  to  make  the  lamp 
safe,  no  matter  in  what  position  it  may  be 
carried.  Bicycle  accidents  or  other  causes 
which  tend  to  upset  the  lamp  have  no  ef- 
fect upon  its  operation.  As  soon  as  the 
fiame  is  turned  out  the  water  ceases  to 
flow,    and  no  more  gas   is   generated.     This 


makes  it  possible  to  turn  out  the  light,  set 
the  lamp  away  over  night,  and  relight  it  the 
next  evening  without  any  surplus  gas  hav- 
ing been  generated  or  having  escaped  to 
cause  a  disagreeable  odor.  The  weight  of 
the  sample  lamps  is  18  ounces  each,  but  the 
company  is  confident  that  the  weight  of 
the  machine  made  commercial  lamps  can  be 
reduced  to  12  ounces. 


PEERLESS  HACHINES  AND  PRICES. 

The  Peerless  Mfg.  Co.  of  Cleveland  an- 
nounces that  it  is  listing  its  Peerless  road 
machines  at  $50  and  placing  a  price  of  $35 
on  the  Triumph  models.  The  Peerless  ma- 
chines are  made  with  long,  low,  rakish 
frames,  having  flush  joints  throughout  and 
tapered  forks  and  stays,  with  D-shaped  rear 
ends.  The  Peerless  tubular  fork  crown  and 
a  special  two-piece  hanger  group  are  also 
features.  The  finish  is  in  plain  lustrous 
enamel.  The  lady's  machine,  which  has  a 
graceful  double  curved  front  frame,  allow- 
ing ample  mounting  and  skirt  room,  is  built 
in  other  particulars  the  same  as  the  man's 
model.  The  metal  chain  guard  is  lined  to 
prevent  rattling.  The  Triumph  men's  and 
women's  machines  are  built  on  popular 
lines,  with  arch  crowns,  flush  joints  and 
one-piece  hanger  group.  The  finish  is  black, 
carmine  or  Peerless  green,  either  plain  or 
ornamented.  All  four  of  these  patterns,  as 
well  as  the  Blue  Bird  track  racer,  will  be 
furnished  upon  special  order  with  frame 
lines  changed  to  accommodate  30  -  inch 
wheels.  The  double  diamond  tandem,  which 
is  furnished  in  tooth  single  and  double  steer- 
ing types,  lists  at  $75.  For  the  comtolnatlon 
tandiem  $85  Is  asked. 


Thompson  street,  New  York.  Model  8,  which 
is  here  illustrated,  is  a  man's  padded  saddle 
fitted  with  flat  springs.  It  has  no  metal 
base  and  will  conform  to  the  shape  of  the 
rider  on  account  of  the  peculiar  construction 
of  the  cantle.  The  top  Is  9%  inches  long  by 
7%  wide.  The  lady's  saddle  to  match  this 
pattern  has  the  same  cantle  construction 
and  is  made  quite  wide  to  allow  comfortable 
seating.  The  pommel  is  short  enough  to 
offer  no  hindrance  in  mounting,  though  it  is 
still  not  too  short  to  help  the  rider  to  sit 
steadily  on  the  seat.  An  unpadded  racing 
saddle   and    a   saddle    on    similar    lines    but 


padded  and  intended  for  those  road  riders 
who  desire  a  light  rigid  seat  of  racing  shape 
but  which  shall  still  be  comfortable,  are 
also  among  the  leading  models  of  the  line. 


GREAT  VARIETY  OP  BICYCLE  HOLDERS. 

Rochester,  N.  Y.,  Jan.  3.— The  Snow  Wire 
Works  of  this  city  have  made  a  deal  where- 
by they  come  into  possession  of  the  stock 
and  business  of  the  Westcott  Jewell  Com- 
pany of  Seneca  Falls,  N.  Y.,  and  assume  the 
sole  control  of  the  patented  line  of  bicycle 
holders  heretofore  owned  by  the  latter  firm 
and  known  to  the  trade  as  "Security  Hold- 
ers." This  deal  is  of  special  interest  to  the 
jobbers  and  the  trade  in  general,  as  there 
has  been  an  open  question  the  past  year  in 
regard  to  infringement  on  adjustable  bicycle 
holders.  One  of  the  patents  secured  by  the 
Snow  company  covers  all  wail  holders  hav- 
ing two  parallel  wires  or  springs,  which  hold 
the  wheel  and  which  are  adjustable,  and  the 
new  owners  propose  to  enforce  this  patent 
vigorously.  With  the  addition  of  the  West- 
cott Jewell  line,  the  Snow  company  will  have 
between  40  and  50  varieties  of  wall  and  floor 
holders. 

They  will  greatly  reduce  the  prices  of  the 
"Security  Holders"  and  in  every  way  possi- 
ble will  endeavor  to  make  it  an  obj*ect  for 
the  dealers  of  the  country  to  fit  up  their 
stores  with  strictly  high  grade  holders. 
There  is  no  one  thing,  they  contend  with 
much  truth,  which  cheapens  a  store  and 
naturally  the  goods  in  it  as  much  as  a  cheap 
looking  holder. 

Their  line  of  holders  will  be  exhibited  in 
spaces  147  at  the  Chicago  show  and  187  at 
the  New  York  show. 

SniTH  TAPER  GUAQE  FORKS, 

The  C.  J.  Smith  &  Sons  Co.,  Milwaukee,  is 
manufacturing  a  taper  gauge  fork  in  which 
the  aim  has  been  to  eliminate  useless  metal 
and   to    thicken    the   walls   at    the  points    of 


RUSCH  BICYCLE  SADDLES. 

Five  patterns  of  hard  and  padded  Rusch 
saddles   are   catalogued   by   N.   Schroder,   91 


^c  Crci-s.  AeiL^ 


heaviest  stress.  In  many  ordinary  seamless 
forks  the  metal  is  heavier  at  the  lower  end 
than  at  the  top,  straight  tubing  of  even 
gauge  having  been  swaged  into  a  taper, 
thus  thickening  the  walls  in  iproportion  to 
the  increasing  diameter  reduction  along  the 
taper.  The  Smith  taper  gauge  fork  is  a  re- 
versal of  this,  the  wall  being  thickest 
at  the  top  and  gradually  thinning  toward 
the  bottom.  This  company  states  that  prac- 
tical tests  have  shown  Its  forks  to  toe  able 
to  stand  from  35  to  50  per  cent  more  strain 
than  ordinary  forks,  and  that  when  the 
Smith  forks  do  bend,  a  gradual  curve  runs 
along  the  entire  length  of  the  fork,  there  toe- 
ing no  sharp  bend  directly  below  the  crown. 
The  process  employed  for  making  the  taper 


The  Cycle  Age  and  Trade  Review 


291 


TTTTl!llllIIITITIIITT»tTTtIlirTTTTIIITITlIlimrTT 


Good  Bicyles  at  Fair  Prices. 

ONE  GRADE  ONLY. 

^      Get  ovir  Catalog  and  ask  our  traveler 
to  call. 
:  NATIONAL  CYCLE  MFG.  CO. 

28  BAY  CITY,   MICH. 

ITimtlllllllllllTTIHHTTTTTTTTTTtlllllllirTTTY 


Mention  The  Cycle  Age 


TOE  CUPS 


That  Positively  Cannot  Rust 
That  Positively  Cannot  Slip 

Did  yon  ever 
sell  any? 


SccTunecurtni/c^    'fc^"  They  are  made   of  spring  brass 

EE  THOSE  HOOKS         )^r  and  nickeled.     Brass  never   rusts 

_       ^ , .  The  tvp^o  hooks  slip  over  the  pedal 

Anti-Rust   Trump    loe  Clip,  piate,  and  the  clip  cannot  turn  either 

Price,  35  Cents  per  Pair.  way — ^not  a  fraction  of  an  inch. 


IT'- We  have  have  a  dozen  other 
kinds  of  toe  clips,  and  these 
are  only  one  of  our  specialties 
for  1899. 


Send  tor 
Our 

Complete 
Catalogue. 


§EE  THOSE  HOOKS 


Anti-Rust  Jewel  Toe  Clip. 

Price,  30  Cents  per  Pair. 


G.  W.  COLE  &  CO., 

Makers  of  the  Famous  SJn^^^^^^ 

141  Broadway ,^New  York. 


Plain  Talks  on 


THEY 

NEVER 

DISAPPOINT 


Andrae  Cycles 


m 


One  great,  undeniable  reason  vrhy  you  should  handle  Andrae 
Cycles  is  their  money-making  possibilities. 

It  is  not  the  profit  that  you  make  on  one  Andrae  that  counts. 
It's  the  profits  on  the  sales  that  can  be  traced  to  that  first 
sale. 

Almost  every  agent  who  was  selling  Andraes  five  years  ago  is 
selling  them  to-day. 

The  selling  record  of  no  other  bicycle  is  as  clean  as  the  Andrae 
record. 

After  an  agent  has  made  up  his  mind  to  sell  Andraes  we  keep 
right  on  working  in  his  interest. 

We  try  to  create  a  demand  for  Andraes  La  his  town — we  send 
customers  to  his  store. 

An  Andrae  agent  need  not  turn  away  a  possible  purchaser. 
He  has  14  models,  at  |60,  $50,  $40,  $30,  vnth  which  to  please  him. 

We  want  to  hear  from  you. 


Julius  Andrae  &  Sons  Co 

MILWAUKEE,  WIS. 

Eastern  Export  Braacb:    95  Reade  St.,  New  York  City. 


Mention  The  Cycle  Age 


i*^<*=^.'*^'*W.«*^'*^.<i 


% 


N<*^'*^'*^'*^l*=^, 


I 


% 


To  See  a.... 


|)o|knbecj{ 


\mM%  Saddle 


«« 


Is  to  covet  it.    See  it  before  you  decide  upon  the 
equipment  of  your  '99  bicycle. 


See  It  at  the  Cycle  Shows 


(■p.  S.  Waters  Co. 
CHICAGO-^  Eugere  Arnstein. 

(.Snell  Cycle  Fittings  Co. 

NEW  YORK,  Space  91,  Main  Floor. 


RollcnbccK  Saddle  Co.  mah«r$.  Syracuse,  n.  V. 

Mention  The  Cycle  Age 


% 


% 


% 


■^r«i^fe»J^^»i^yr»!>^yf»5'yf»J"'fe«>'yr»b"yr»S'>yr«i^;*b^fe»i"*yr»)''fe»5'*yr*b^yr»4 


292 


The  Cycle  Age  and  Trade  Review 


gaug-e  forks  at  the  Smith  factory  and  the 
machine  equipment  installed  make  it  possi- 
ble for  the  forks  to  be  produced  and  sold 
at  a  very  reasonaJble  price. 


THE  TWENTIETH  CENTURY  BANNER. 

Then  Twentieth  Century  Mfg.  Co.,  17  War- 
ren street,  New  York,  is  sending  to  the  trade 
a  neat  little  catalogue  covered  in  red  and 
gold,  describing  the  construction  and  opera- 
tion and  bringing  out  the  main  technical  and 
commercial  advantages  of  the  Twentieth 
Century  oil  and  acetylene  gas  bicycle  head- 
lights. The  catalogue  also  lists  various 
small  cycle  lantern  accessories  made  by  the 
company  and  devotes  part  of  its  pages  to 
the  new  Twentieth  Century  cyclometer.  The 
company,  in  keeping  with  its  liberal  adver- 
tising policy  of  the  past,  is  also  sending  out 
a  new  wall  poster  displaying  with  bold  ef- 
fect both  patterns  of  lamps  and  in  one  cor- 
ner a  small  picture  of  the  cyclometer. 


MODAN  PEDAL  TESTING  HACHINE. 

The  Modan  Mfg.  Co.  of  Cleveland,  O.,  is 
now  testing  those  patterns  of  its  pedals 
in  which  any  changes  in  construction 
have  been  made,  by  running  them  on  the 
machine  shown  in  the  illustration.  The  ma- 
chine was  designed  and  built  in  the  factory 
of  the  Modan  company,  and  while  extreme- 
ly simple,  it  furnishes  a  test  for  the  wear- 
ing qualities  of  pedals  which  is  perhaps  as 
near  to  practical  riding  tests  as  any  me- 
chanical means  could  be.  Four  pedals  may 
be  tested  on  the  machine  at  one  time,  there 
being  two  belt-driven  shafts,  into  the  ends 
of  which  the  pedals  are  screwed  in  the 
same  manner  as  when  being  attached  to 
bicycle  cranks.  From  each  pair  of  pedals 
is  suspended  a  50-pound  weight  by  means 
of  a  strong  belt.  The  machine  is  then  run 
to  440  revolutions  per  minute,  a  pedal  speed 
which  on  a  bicycle  geared  to  76  is  equal  to 


nt  Cr-cLLAae^ 


about  100  miles  per  hour.  The  machine,  be- 
ing so  simple  and  so  easily  constructed,  fur- 
nishes very  ready  means  for  testing  in  a 
comparative  way  the  wearing  qualities  of 
different  makes  and  styles  of  pedals.  The 
Modan  Mfg.  Co.  states  that  its  Banner, 
Rover,  King  and  Professional  pattern  ped- 
als have  been  run  on  the  machine  for  927 
hours  each  and  showed  but  little  or  no  wear 
at  the  end  of  the  run.  The  distance  trav- 
eled is  equal  to  that  of  a  pedal  on  a  76 
geared  bicycle  running  92,700  miles.  The 
makers  are  noTV  in  a  position  to  fill  orders 
of  any  size  without  the  least  delay  and  will 
take  season's  factory  orders  and  guarantee 
to  supply  the  pedals  on  the  dates  specified. 


AIJVIS  TO  SUPPLY  ALL  WANTS. 

The  recent  purchase  of  the  entire  stock 
and  business  of  the  Manufacturers'  Agents 
&  Supply  Co.  of  Chicago  by  the  Excelsior 
Supply  Co.,  also  of  Chicago,  has  more  signifi- 
cance than  that  implied  by  the  mere  trans- 
ference of  the  property  mentioned.  The  Ex- 
celsior Supply  Co.  has  taken,  under  a  ten- 
year  lease,  a  five  story  and  basement  build- 
ing at  88  to  90  Lake  street  and  is  now  fitting 
it  up  into  what  will  be  one  of  the  most  com- 
plete bicycle  supply  houses  extant  and 
which  will  furthermore  be  operated  on  a 
plan  which  is  novel  at  least  to  the  bicycle 
trade.  Besides  carrying  a  regular  stock  of 
standard  parts  and  fittings,  the  Excelsior 
company  will  make  it  its  business  to  sell  to 
bicycle  dealers,  repairmen,  manufacturers, 
large  and  small,  anything  that  they  may 
ask  for.  All  orders,  no  matter  what  they 
may  call  for,  will  be  filled  without  delays, 
admissions  of  inability  to  get  desired  parts 
or  substitutions  of  similar  parts  for  those 
requested.  In  other  words,  the  Excelsior 
Supply  Co.  will  from  now  on  endeavor  to  be 
to  the  bicycle  trade  what  it  has  for  the  past 
twenty-two  years  been  to  the  sewing  ma- 
chine business.  So  carefully  has  the  work  of 
supplying  sewing  machine  parts  of  all  kinds 
and  dates  of  making  been  systematized  by 
this  company  that  today  it  can  fill  the  order 


of  anyone  for  any  part  of  any  machine  made. 
The  bicycle  dealer  and  repairman  have  long 
expressed  the  desire  for  such  a  supply  house 
in  their  business,  and  it  is  the  intention  of 
the  company  to  fill  this  vacancy.  If  some 
out^f-town  repairer  sends  for  a  crank  with 
a  slotted  pedal  pin  hole  for  some  bicycle  of 
several  years  back,  or  if  he  asks  for  a  pair 
of  handle  bars  with  an  odd  size  of  stem,  he 
will  have  his  order  filled  with  the  same 
promptness  and  accuracy  as  though  he  had 
ordered  several  thousand  feet  of  Shelby  tub- 
ing, which  by  the  way  will  occupy  an  im- 
portant place  in  the  Excelsior  company's 
stock.  No  orders  for  material  of  any  sort 
will  be  turned  down,  none  will  be  but  par- 
tially filled,  no  back  order  sheets  will  be 
kept.  The  completeness  with  which  the  de- 
tailed work  is  being  laid  out  is  well  illus- 
trated by  the  fact  that  a  small  machine 
shop  will  be  placed  in  the  establishment 
for  the  purpose  of  making  such  minor  parts 
as  cannot  be  readily  found  in  the  market, 
but  which  are  liable  to  be  wanted  in  a  hurry 
by  the  patron  ordering  them.  The  Excelsior 
company  is  staking  its  policy  on  the  logical 
assumption  that  the  buyers  of  bicycle  mate- 
rial throughout  the  country  desire  to  buy  at 
one  house  as  much  as  possible  and  that  the 
house  which  can  fill  difficult  orders  will  be 
the  house  that  will  get  the  easily  filled  ones. 
The  building  occupied  by  the  company  has 
been  completely  rearranged  inside  and  will 
include,  besides  spacious  stock  rooms,  cash 
buying  departments,  offices,  etc.,  a  finely 
furnished  sample  room  for  the  out-of-town 
purchaser. 

SANGER  HANDLE  BAR  PATENT  ALLOWED. 

The  Sanger  Handle  Bar  &  Plating  Co.  of 
Milwaukee  has  received  notice  from  the 
United  States  patent  office  that  the  appli- 
cation for  a  patent  on  the  Sanger  adjustable 
handle  bar  had  been  allowed  on  December 
31.  All  of  the  claims  made  in  the  original 
specifications  were  granted  and  the  company 
is  congratulating  itself  on  its  success  in  ob- 
taining complete  protection  on  its  bar.  The 
factory  of  the  Sanger  company  is  now  run- 
ning an  extra  large  force  of  men  both  day 
and  night  and  the  production  of  bars  is  said 
to  average  1,000  pairs  every  twenty  -  four 
hours.  Most  of  the  machinery  used  is  auto- 
matic and  all  is  new  and  up-to-date.  The 
company  has  established  distributing  agen* 
cies  in  New  York  for  the  eastern  trade,  the 
bar  being  represented  by  Walter  E.  Lindsay 
&  Co.,  253  Broadway,  and  Case  &  Schlau- 
decker,  92  Wall  street.  The  latter  firm  will 
handle  all  of  the  export  trade  as  manufac- 
turers' agents.  Walter  C.  Sanger  will  be  at 
the  New  York  cycle  show  in  the  interest  of 
the  Sanger  bar. 

CONSOLIDATION  OF  niCHIGAN  DEALERS. 

Grand  Rapids,  Mich.,  Jan.  3. — The  partner- 
ship of  Studley  &  Jarvis,  jobbers  and  retail- 
ers of  bicycles,  sundries  and  sporting  goods 
for  the  past  three  years  at  Grand  Rapids, 
Mich.,  expired  by  limitation  December  31, 
1898. 

E.  G.  Studley  is  the  oldest  dealer  in  bicy- 
cles, sundries  and  sporting  goods  in  Michi- 
gan, and  Mr.  Jarvis  for  several  years  prior 
to  the  formation  of  the  partnership  managed 
this  department.  They  had  the  state  agency 
for  several  years  for  a  number  of  well 
known  lines  of  bicycles,  but  discontinued 
the  jobbing  of  bicycles  a  year  ago,  and  have 
for  the  past  season  done  practically  an  ex- 
clusive retail  business  on  Cleveland  bicy- 
cles, continuing  only  the  jobbing  of  sun- 
dries, specialties  and  sporting  goods.  Dur- 
ing- the  past  season  the  firm  marketed  over 
200,000  pairs  of  bicycle  grips  to  the  jobbing 
and  manufacturing  trade. 

Mr.  Studley  has  never  given  his  personal 
attention  to  this  business,  being  interested 
in  other  companies  which  required  his  at- 
tention. 

The  new  firm,  which  has  now  been  formed, 
are  successors  to  this  business  and  that  of 
W.  S.  Daniels  &  Co.,  handling  Hamilton- 
Kenwood  bicycles,  sundries,  etc. 

W.  B.  Jarvis  and  W.  Smalley  Daniels  are 
the  firm  members  and  will  continue  the 
business,  and  are  now  remodeling  and  mod- 
ernizing the  store. 

The  new  firm  will  continue  the  jobbing  of 
bicycles,  sundries  and  retailing  of  bicycles 
and  sporting  goods,  continuing  the  Cleve- 
land as  their  leader  in  the  bicycle  line.  They 
will  also  continue  their  J.  &  D.  leather  grip 
business,  having  already  secured  contracts 
for  over  130,000  pairs. 


PARTS  FOR  JUVENILE  CYCLES. 

The  Frazer  &  Jones  Co.  of  Syracuse,  N. 
Y.,  has  issued  a  price  list  of  parts  for  its 
Elfin  juvenile  bicycles.  WTiile  the  prices 
given  are  for  the "  latest  models,  they  will 
aipply  generally  to  similar  parts  on  ma- 
chines previously  put  out.  The  list  em- 
braces wheels,  tires,  handle  bars,  frames, 
forks  —  front  and  rear  —  hangers,  cranks, 
crank  axles  and  bearings,  chains,  pedals, 
seat  posts,  brakes,  saddles,  guards,  and  the 
component  parts  which  make  up  the  assem- 
bled groups  mentioned.  Orders  for  parts 
can  be  filled  promptly  and  without  mistake 


if  the  party  ordering  will  be  careful  to 
designate  the  desired  parts  by  the  same 
terms  as  tbose  used  in  the  price  list,  and  to 
state  year,  model,  height  and  color  of  ma- 
chines for  which  the  pieces  are  intended.  If 
possible,  it  is  also  desirable  that  the  num- 
ber of  the  bicycle  be  given. 


COMBINED  LOCK  AND  SUPPORT. 

The  accomplanying  illustration  shows  a 
simjple  device  for  supporting  and  locking  bi- 
cycles in  the  house,  store  or  club.  When  in 
use,  the  barrel  of  the  pedal  rests  between 
the  forks  of  the  stand  and  the  lock  is  then 
sprung  on,  fastening  automatically.  The 
stand   holds    the    bicycle   firmly    at   a    slight 


The-  Cy-CLcAeE.^ 

inclination  from  the  perpendicular.  The  fin- 
ish is  in  black  enamel  and  nickel.  The  pat- 
entee and  maker  is  William  H.  Hart,  Jr., 
242  Chestnut  street,   Philadelphia. 


SPRINGFIELD  ONE-PIECE  HANGER. 

The  Springfield  Drop  Forging  Co.,  Bright- 
wood  postoffice,  Springfield,  Mass.,  is  mak- 
ing a  specialty  of  its  crank  hanger  which 
has  cranks  and  axle  in  one  piece.  The  de- 
tachable sprocket  has  a  special  design  of 
star  spokes  and  the  cranks  are  bayonet 
shaped.  The  lugs  on  the  bracket,  which  is 
a  drop  forging,  are  bored  out  on  the  inside 
to  reduce  weight  and  milled  off  on  the  out- 
side to  receive  the  frame  tubes  flush  joint 
fashion.  Other  bicycle  forgings  made  by 
the  company  and  furnished  either  in  the 
rough  or  accurately  machined  are  fork 
crowns,  seat  clusters  for  both  diamond  and 
drop  frames,  and  one-piece  steering  heads. 
Two  patterns  of  fork  crowns  are  made,  one 
being  of  special  narrow  and  light  design  for 
use  in  racing  machines.  The  company  states 
that  users  of  its  one-piece  hanger  will  be 
fully  protected.        

RAMSEY  PEDAL  PATENT  ALLOWED, 

Patent  was  allowed  December  27  to  Robert 
H.  Ramsey,  president  of  the  Ramsey  Swing- 
ing Pedal  Co.  of  Philadelphia,  on  his  well 
known  swinging  pedal  invention,  applica- 
tion for  which  was  filed-  December  22,  1897. 
All  the  claims  and  specifications  of  the 
patent  as  issued  are  embodied  in  the  fol 
lowing  extract:  The  invention  consists  ic 
the  combination  in  a  bicycle  pedal  of  a  fixed 
or  reversible  anti-friction  casing  provided 
with  depending  ears  and  roughened  tread- 
bolts,  foot-rests  or  plates  which  are  screwed 
or  otherwise  removably  attached  to  the  anti- 
friction ball  casing  so  as  to  be  easily  de- 
tached. A  horizontal  line  drawn  from  the 
top    of    one    bolt    to    the    top    of    the    other 


7»£^Crcie.Ae£:. 


passes  below  the  center  of  revolution  of  the 
ball  casing,  which  can  be  made  reversible 
so  that  the  bearings  may  be  changed  and 
the  life  of  the  cones  and  balls  increased 
The  studs  or  screws  that  secure  the  pedals 
to  the  crank  arms  are  made  separate  from 
the  other  parts  of  the  pedals  and  can  be 
made  to  fit  a  great  variety  of  threads  of 
different  sizes  in  the  crank  arms  of  the 
various  makes  of  bicycles  now  In  use. 


STEARNS'  ANTI-VIBRATION  MODELS. 

From  the  earliest  period  of  bicycle  making 
inventors  have  studied  to  make  riding  easy 
and  comfortable.    All  manner  of  spring  and 


The  Cycle  Age  and  Trade  Review 


293 


LEAGUEKIT 

is  a  thoroughly  practical  re- 
pair tool.  Plug  goes' in  easily, 
without  plyers,  small  end  first. 
Pulls  btck  into  place  with 
string  Can't  fall  into  tire. 
flakes  either  plug  repair  or 
cement  repair.  Write  for 
prices. 


DIDYOU  EVER  NOTICE 

how  a  snowball  grows  in  size  as  it  rolls  along  ?  It's  all  simple 
enough — nothing  but  holding  fast  at  each  revolution  to  what  the 
last  revolution  attached. 

Precisely  so  in  business — old  customers  must  stick  if  the  busi- 
ness ball  is  to  grow.  What  makes  them  stick  ?  A  good  many  things, 
but  the  foundation  is  always  the  same — sound,  reliable  goods — 
goods  that  keep  your  promises— goods  that  work  and  wear. 

League  Tires  are  business=hoIders— light,  lively,  lasting. 
From  tube  to  tread  everything  is  first  class — not  an  ounce  of  dull, 
heavy  rubber,  not  an  inch  of  cheap,  short  fibre  fabric.  Every 
"Get  there  and  get  back"  tire  is  a  running  advertisement  for  some 
one — why  not  for  you?    Call  or  write. 


New  York 25  Park  Place. 

Boston 24  Summer  Street. 

Philadelphia 308  Chestnut  Street. 

St.  Louis 210  No.  12th  Street. 

San  Francisco 509-511  Market  Street. 

WESTERN  DISTRIBUTINC  AGENTS. 

A.  O.  Spalding  <&  Bros.,  147 149  Wabash  Ave.,  Chicago. 

NEW  ENGLAND  DISTRIBUTING  AGENTS. 

Geo.  F.  Kehew  &  Co.,  129  Pearl  St.,  Boston. 


NEW  YORK  BELTING&nvCKING  CO.LTD 


Mention  The  Cycle  Age 


5^"ADMIRAL" 


List  $30 

M.  &  W.  tires;  l}i-\n.  flush  joints;  2 
piece  hanger;  3-16  in.  chain;  oval 
crown;  D  rear  forks;  large^sprockets. 

We  want  a  few  more  good  jobbers  to 
tiandle  tliis  fast  seller. 

MARCH=DAVIS  CYCLE  MFG.  CO. 

FACTORY:  nFRS. 

44th  and  North  Aves. 
CHICAGO 


47  Warren  Street, 
NEW  YORK 


Dealers  and  Repairmen,  Attention ! 

Our  buyer  has  been  at  no  end  of  pains  to  make  a  first-class, 
up-to-date  selection  of 

Bicycle  Sundries  and  Novelties 

for  the  coming  season.  We  shall  not  carry  in  stock  a  "  little  of 
everything" — so  much  as  to  confuse  and  perplex — but  a  suffi- 
cient stock  of  the  ' '  best  of  everything ' '  to  fill  all  orders  promptly 
and  satisfactorily. 

Write  us  for  our  new  '99  Catalog,  soon  to  be  ^issued.     It  will 
be  attractive  and  will  please  you. 

THE   SIDNEY  B.   ROBY   CO., 

67-71    MILL  ST.,  ROCHESTER,  N.  Y. 


.  .  . THE  .  .  . 

INDIANA 

Single  Tube  for  1899. 

As  good  a  tire  as  it  is  possible  to 
make,  and  at  a  price  that's  popular. 

MADE    BY 

THE  INDIANA  RUBBER  and 
INSULATED  WIRE  CO., 

JONESBORO,  IND. 

PBICES   QUOTED   BY 

nnui-?    <nu/-vrkrjr3jkT    /-»/^      se  fifth  ave.,  Chicago. 

1  lie       I  nUK^tirN      L/U.,      Sole  Selling:  Agents. 


294 


The  Cycle  Age  and  Trade  Review 


elastic  contrivances  have  been  used  with  va- 
riable success,  but  most  of  them  have  devel- 
oped such  serious  objections  that  they  have 
finally  been  abandoned.  In  the  hygienic 
cushioned  Models  K  and  L  of  the  Stearns 
'99  line,  herewith  shown,  the  desired  result 
has  been  accomplished.  No  change  is  made 
in  the  general  lines  of  the  frame.  The  cush- 
ion action  being  entirely  concealed  within 
the  tubing  over  the  rear  wheel,  there  are  no 


points  of  marked  difference  that  would  at- 
tract the  attention  of  the  observer.  The 
weight  is  increased  but  little.  There  is  no 
loss  of  power  in  propulsion  because  there  is 
no  deviation  in  the  distance  between  the 
saddle  and  pedals,  nor  between  the  sprock- 
ets. Notwithstanding  the  fact  that  the  cush- 
ion device  is  placed  in  the  rear  frame  only, 
it  relieves  the  rider  from  shock  to  both 
wheels.  In  hill  climbing  the  rear  wheel  ad- 
justs itself  so  quickly  to  all  obstacles  in  its 
path  that  hill  climbing  is,  if  anything,  less 
of  a  task  than  with  a  rigid  frame.  The 
hygienic  cushion  frame  is  free  from  sudden 
vibratory  motion  and  the  sensation  of  riding 
it  is  as  easy  as  the  cushion  effect  of  a  large 
pneumatic  tire  blown  soft.  It  has  no  bound- 
ing or  swinging  motion  which  would  be  dis- 
agreeable and  dangerous,  but  gives  a  pecu- 
liarly deliberate  play  and  graduated  action. 
It  has  special  points  to  commend  it  to  women 
as  the  jarring  experienced  in  passing  over 
rough  places  is  at  once  dissipated  by  the 
gentle,  yielding  action  of  the  cushion  frame. 


SELLING  AGENTS  FOR  ELECTRO  GAS  LAHP. 

The  Electro  acetylene  bicycle  lamp,  made 
by  the  Electro  Lamp  Co.  of  New  York,  is 
now  controlled  by  three  distributing  agents 
from  whom  dealers  and  jobbers  can  obtain 
territory.  Greene  &  Haskell,  3  Union  Square, 
New  York,  look  after  the  states  of  New 
York,  Massachusetts,  New  Jersey,  Rhode 
Island,  Ohio,  Indiana,  Maryland,  Pennsyl- 
vania, Maine,  New  Hampshire,  Vermont, 
Virginia,  West  Virginia,  North  Carohna, 
South  Carolina,  Kentucky,  Tennessee,  Geor- 
gia, Florida,  Alabama,  Mississippi  and 
Louisiana.  "W.  J.  Buckley  &  Co.,  204  Dear- 
born street,  Chicago,  control  Illinois,  Mich- 
igan, Wisconsin,  Minnesota,  North  and 
South  Dakota,  Indian  Territory,  Missouri, 
Kansas,  Nebraska,  Texas,  Arkansas  and 
Iowa,  while  the  states  of  Colorado,  Califor- 
nia, Idaho,  Oregon,  Montana,  Wyoming, 
Utah,  Nevada,  Arizona,  New  Mexico  and 
Washington  are  supplied  by  N.  Pendleton 
Rogers,  106  Wall  street.  New  York.  One 
important  item  for  the  jobber's  considera- 
tion is  the  fact  that  the  Electro  Lamp  Co. 
has  two  large  factories  which  are  to  be 
devoted  entirely  to  the  manufacture  of  this 
lamp.  Lamps  are  now  in  stock,  ready  for 
immediate  shipment,  and  about  3,000  are  be- 
ing completed  each  week.  The  aim  of  the 
manufacturer  is  to  produce  a  lamp  which 
does  not  need  the  care  of  a  mechanic  to 
keep  it  m  proper  Iburning  order  and  which 
can  ibe  turned  out  in  thousand  lots  as  suc- 
cessfully as  when  but  a  few  are  carefully 
made  by  hand.  The  Electro  is  one  of  the 
smallest  and  lightest  acetylene  cycle  lamps 
made,  it  weighing  less  than  a  pond. 


PRATT  BROTHERS  FORH  NEW  COMPANY. 

Pratt  Bros.  &  Co.  is  the  name  of  a  new 
firm  which  succeeds  the  late  Manufacturers' 
Agents  &  Supply  Co.  of  Chicago  in  its  busi- 
ness of  jobbing  bicycle  materials  for  fac- 
tory trade  alone.  The  present  headquarters 
of  the  company  are  at  115  Lake  street,  Chi- 
cago, and  127  Duane  street.  New  York,  the 
eastern  and  foreign  trade  being  handled 
from  the  latter  office.  The  general  trade 
and  business  of  the  Manufacturers'  Agents 
&  Supply  Co.  having  been  sold  to  the  Ex- 
celsior Supply  Co.,  Pratt  Bros.  &  Co.  will 
cater  only  to  the  large  jobbing  and  factory 
trade,  and  will  control  the  following  lines- 
Ferrlte  Steel  Cycle  Fittings  Co.'s  ferrlte 
metal  castings  for  bicycle  and  special  work; 


Lanz  Owen  &  Co.'s  "E.  Z."  and  "Cork 
Face"  saddles  and  full  line  of  tool  bags; 
Snell  Cycle  Fittings  Co.'s  pedals,  hubs,  drop 
forgings  and  handle  bars;  J.  C.  Spiers  & 
Co.'s  cycle  wrenches;  Elastic  Tip  Co.'s  ce- 
ments and  rubber  specialties,  and  Scoville 
Mfg.  Co.'s  oil  cans,  pumps,  bells  and  spe- 
cial work  in  brass  done  on  contract. 


HANGER  AND  HORROW  HUBS  IN  SETS. 

The  Eclipse  Bicycle  Co.  of  Elmira,  N.  Y., 
has  decided  to  place  a  complete  hanger  in 
the  market,  to  be  sold  in  combination  with 
a  pair  ofl  Morrow  hubs,  so  that  small  build- 
ers throughout  the  country  can  build  ma- 
chines fitted  with  the  Morrow  automatic 
coaster  and  brake. 


■^       —_  [THE  YALE  CYCLES. 

Tue  leading  models  of  the  line  of  Yale 
bicycles  built  by  the  Kirk  Mfg.  Co.  of  Toledo, 
are  men's  and  women's  special  roadsters 
selling  at  $50.  They  are  cleverly  designed 
little  machines  with  attractive  frame  lines, 
flush  joints,  eccentric  chain  adjustment  at 
hanger  and  other  popular  features  of  the 
time.  The  frames  are  made  in  several 
heights  and  are  enameled  in  black,  Yale  blue, 
green,  tan  or  maroon.  V  section  maple  rims 
striped  in  colors  to  harmonize  with  the 
frame  enamel  are  used  in  the  wheels,  whose 
further  makeup  includes  Excelsior  spokes, 
specially  designed  hubs  with  positive  ad- 
justment, and  Morgan  &  Wright,  Hartford, 
Dunlop  or  Defender  tires.  Model  33  is  the 
smallest  size  made  In  the  men's  special 
road  pattern,  it  having  a  20-inch  frame. 
If  desired  it  is  equipped  with  guards  over 
the  rear  wheel,  thus  converting  it  into  a  fin 
de    slecle    mount    for    the    lady    cyclist    who 


Model  34— Men's  Special  roadster.    Price,  850. 


Model  82— Ladies'  Special  joadster.    Price,  850. 

desires  the  rigidity  and  lightness  of  the 
diamond  frame.  The  special  roadster  sells 
at  ?60  and  is  altered  in  frame  construc- 
tion In  such  points  and  ways  as  to  best 
suit  the  Incorporation  of  30-inch  wheels. 
It  is  built  with  23  or  25-inch  seat  mast  and 
on  account  of  the  eccentric  chain  adjust- 
ment the  hanger  drop  may  be  3%,  4  or  4% 


Model  33— Ladies'  diamond  frame  roadster.  Price,  850. 


Model  37— 30-inch  wheels.    Price,  860. 

inches.  Other  specifications  and  the  general 
design  are  the  same  as  in  the  28-inch  wheel 
patterns  of  the  Yale  Special.  Two  models, 
a  man's  and  a  woman's,  each  built  In  frame 
heights  to  suit  and  bearing  the  name  of  Yale 
roadster,  are  listed  to  sell  at  $35.  They  have 
all  the  up-to-date  features  and  the  stylish 
appearance  necessary  to  gain  favor  among 
the  trade  and  are  honestly  and  conservative- 


ly built  with  view  to  supplying  dealers  with 
machines  which  can  be  sold  at  a  popular 
price  and  which  will  be  entirely  ofE  the 
dealers'  hands  when  once  delivered.  They 
are  not  Intended  to  increase  the  profits  of 
the  repairmen.  Large  sprockets,  3-16-inch  In- 
dianapolis chain,  Avery  two-piece  hanger. 
Brown  pattern  saddle,  Morgan  &  Wright 
double   tube,    Hartford  No.   70,    Defender  or 


Model  28 — Men's  roadster.    Price,  835. 


Model  26— Ladies'  roadster.    Price,  835. 

Indiana  tires,  and  any  shape  of  fixed  steel 
or  ordinary  adjustable  handle  bars  are 
among  the  many  attractive  fittings  offered. 
The  enameling  is  in  the  same  colors  as  those 
offered  on  the  $50  models  and  is  finished 
either  plain  or  with  striping.  The  Kirk  Mfg. 
Co.  is  bidding  fbr  direct  business  with  cap- 
able agents  and  is  not  selling  to  jobbers. 


END  CUTTING  JIG  MADE  IN  MILWAUKEE. 

The  jig  for  cutting  tube  ends  at -an  angle 
to  fit  snugly  around  the  head  tube  of  a  bi- 
cycle, as  described  In  last  week's  Issue  of 
Cycle  Age,  was  designed  by  the  C.  J.  Smith 
&  Sons  Co.  of  Milwaukee,  who  make  It  for 
customers  at  a  low  price,  so  that  they  may 
use  the  Smith  flush  head  without  inconve- 
nience.   

The  Monarch  Cycle  Mfg.  Co.  of  Chicago 
will  exhibit  Its  models  of  Monarch  bicycles 
in  sp.aces  39  and  46  at  the  Chicago  cycle 
show,  which  opens  Saturday. 


The  Adams  &  Westlake  Company  of  Chi- 
cago Is  preparing  to  open  a  New  England 
branch  in  Boston  under  the  management  of 
C.  A.  Underwood. 


Competition  That  Pays. 

There  is  but  one  form  of  competition 
which  is  really  remunerative,  and  that  is 
the  competition  of  novelty  and  variety  in 
goods.  In  contradistinction  to  the  rivalry 
which  produces  a  reduction  in  prices,  the 
former  is  both  laudable  and  legitimate.  It 
may  be  freely  indulged  in  by  all  mer- 
chants with  a  view  of  raising  the  stand- 
ard of  the  store  to  the  most  exalted  posi- 
tion attainable.  In  this  way  the  most 
popular  and  salable  goods  only  are  kept 
in  stock,  and  displayed  in  the  most  at- 
tractive manner  possible.  Such  competi- 
tion makes  money  for  those  who  are  able 
to  succeed  in  it,  for  it  is  the  kind  which 
calls  forth  all  the  latent  ability  of  the 
merchant  in  originating,  executing  and 
developing  the  best  methods  by  means  of 
which  business  may  be  made  to  thrive 
and  prosper.  It  certainly  requires  more 
study  and  mental  effort  of  every  kind  to 
succeed  in  this  way  than  the  other  more 
common  and  objectionable  one  of  under- 
selling. Any  one,  even  a  child,  could 
mark  down  figures  and  advertise  cut 
prices  with  a  great  flourish  in  the  newspa- 
pers; whereas  it  requires  real  talent  to 
compete  in  the  quality,  workmanship  and 
design  which  goods  may  possess.  It  ne- 
cessitates personal  trips  to  the  market,  a 
receptivity  of  mind  in  adopting  the  new 
ideas  which  are  gleaned  from  observing 
the  methods  of  others  and  a  constant  de- 
sire to  improve  upon  the  past.  In  short, 
keep  the  different  lines  of  goods  vying 
with  each  other  in  wholesome  rivalry  for 
the  most  praise  and  popularity. — Stoves 
and  Hardware  Reporter. 


The  Cycle  Age  and  Trade  Review 


295 


Mr.  Dealer: 

Doctors  advise  cyclists  not  to  contract  the  chest 
— not  to  prevent  free  respiration.  Therefore  it  is  advis- 
able to  handle  the  Claus  Bar,  because  it  is  the  only 
bar  that  retains  its  width  at  all  adjustments.  Our 
prices  will  interest  you. 

The  Claus  Handl-e  Bar  Mfg.  Co. 

Milwaukee,  Wis.,  U.  S.  A. 


Initial  Tension        0¥^  A  T^    Oi^^TP 
Expansion  Spring    ^|^/\  |      T  UO  1 

Tte  Only^True  Jar  Absorber. 

(Patent  Pending.) 

PRICE,   $2.50  EACH. 


YNONYM    FOR    THE  BEST   IS  THE 
NAME    OF 

THE  BUESCHER  MFG.    CO. 

SI/KHART,    IND. 


'  The  jobber,  the  dealer 
and  the  user  of  bicycle  san- 
dries  know  this. 

Oar  prodacts  are  stand- 
ard and  reliable  in  style, 
quality  and  price. 

'99  CATALOGUE 
mailed  at  yonr  request.  It 
will  pay  you  to  see   same 
before    ordering    a    single 
sundry. 

Complete  lines  of 
Pumps,  Iiamp  Backets, 
Toe  Clips,  Coasters,  the 
best  Spring  Seat  Post,  etc., 
are  shown  in  it. 

See  oar  Troaser  Guard. 
We   make   specialtieB — 
write  for  estLmates. 


No.  7  FOOT- 
PUMP,  barrel 
l%xl2.  Solid 
stirrup.  Price 
80c  Each. 


No.  3  TOE-CLIP 
Correct  practical 
design,   35c  pair. 


No.  3  COUPLING. 


Latest  and  Best.    Every  Pump  should  be  fitted 
with  it.    Pat.  July  14, 1896. 


6« 


DErWErV 


...MAKE... 

Bicycle  Spokes  ^^n"  Nipples 

Well,  we  should  smile. 
Get  our  prices  and  you  will,  too. 

TILEY  PRATT  &   CO., 

ESSEX,    -    -    CONN. 

Our '99  Line 

NOW    READY. 


Model  T 


Cutting 
Saddles 


Superb  Qnality  and  I^ow  Prices. 
CUTTING,   KAESTNER   &  CO., 

241-247  S.  JEFFERSON  ST.,  CHICAGO, 

Send  foe  Samples  and  Peices. 


BEGIN 

*^K     THE  NEW  YEAR      > 

AS 
YOU  SHOULD 


"High  Pressure" 
Brand 

Of  Cements,  Oils,  Graphites,  Vulcanizers,  Brazers, 
Enameling  Ovens,  and 

Bicycle  Supplies 


This  is  a  Tip  Meant 
For  You. 


Send  for  Catalogtie- 
FREE. 


THE 

NATIONAL  CEMENT  &  RUBBER 

MFG.  CO. 

TOLEDO,  OHIO,    -    U.  S.  A. 


Ask  for  "High  Pressure' 
Brand  Always. 


Chicago  Show 
Space  65. 


New  York  Show 
Space  169 


Call  and  see  us. 


296 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


GIBSON  EASY  FOR  ELKES 


Given  a  Long  Handicap  the  Oliio  Boy  Loses  His 
natch  by  Four  Laps    Other  Races. 


New  York  City,  Jan.  2.— The  ten-mile 
paced  match  race  between  Harry  Bikes 
and  Harry  Gibson,  the  Ohio  ex-amateur 
styled  Michael  No.  2,  which  was  the  prin- 
cipal event  at  the  New  Year's  eve  meet 
at  Madison  Square  Garden,  was  monoton- 
ous and  almost  farcical  in  the  ease  with 
which  the  world's  hour  champion  ran 
away  from  his  competitor.  Gibson  was 
given  a  handicap  of  forty-five  seconds, 
equivalent  to  three  and  a  quarter  laps, 
but  despite  this  Elkes  finished  more  than 
four  and  a  half  laps  in  the  lead.  Gibson's 
pace  was  inferior  to  that  of  Elkes,  but 
owing  to  the  breaking  of  a  chain  the 
New  Yorker  had  to  ride  a  full  lap  un- 
paced.  Elkes'  time  for  the  ten  miles  was 
20:30  1-5,  an  average  speed  of  2:03  to 
the  mile. 

TJio  first  heat  of  the  pursuit  race  be- 
tween tandem  teams  of  brothers  was 
won  b-<'  the  Butler  brothers,  who  passed 
the  Turville  brothers  at  seven  and  three- 
quarters  laps,  or  about  three-quarters  of 
a  mile  from  the  start,  in  1:32  1-5.  In 
the  second  heat  the  Kraemer  brothers  of 
Chicago,  who  have  come  into  prominence 
the  past  year,  defeated  the  Lawson  broth- 
ers, also  of  Chicago,  in  ten  and  three- 
quarters  laps,  the  time  being  2:15  1-5. 
Thl3  brought  the  Butler  and  Kraemer 
brothers  together  in  the  final,  in  which 
the  Boston  team  gained  rapidly  on  the 
Chicagoans  after  the  first  two  laps  and 
overhauled  them  after  going  six  and 
three-quarters  laps  in  1:22  4-5,  the  laps 
being  ten  to  the  mile. 

Brown  and  Adamitz  won  the  two-mile 
amateur  tandem  pursuit  race  by  over- 
taking Schreiber  and  Wahrenburger  just 
as  the  two  miles  were  finished,  the  time 
being  4:14  4-5.  The  defeated  team  rode 
the  last  half  with  a  fiat  tire. 

The  one-mile  professional  handicap 
v^as  a  hot  fight  between  Newhouse,  Ter- 
rill  and  Leonert,  who  finished  in  the  or- 
der named  about  a  yard  apart.  Time,  2:15. 

Jo  3  Downey,  the  Boston  boy  wonder, 
rode  a  mile  exhibition  paced  by  a  tan- 
dem in  2:05  4-5,  doing  the  first  half  in 
:59  2-5,  lowering  the  indoor  record  by 
two- fifths  of  a  second. 


Spalding  on  Racing  Control. 

Concerning  the  mooted  question  of  the 
relinquishment  of  League  control  of  rac- 
ing, A.  G.  Spalding,  whose  long  experi- 
ence in  such  matters  through  his  interest 
in  the  national  sport  of  baseball  entitles 
his  opinion  to  unusual  consideration,  is 
quoted  as  follows: 

The  L.  A.  W.  is  the  natural  body  to  con- 
trol racing,  and,  in  fact,  it  is  the  only  na- 
tional body  organized  today  that  is  com- 
petent to  handle  it.  While  in  the  past  they 
may  have  made  some  mistakes  in  meting 
out  proper  punishment,  yet  I  am  satisfied 
that  the  majority  of  people  in  this  country 
who  take  an  interest  in  cycle  racing  believe 
in  the  honesty  of  purpose  that  prompts  the 
action  of  the  officials  of  the  L.  A.  W.,  and 
without  such  confidence  of  the  public  no 
sport,  especially  professional,  can  be  suc- 
cessfully carried  on  very  long.  I  think  it 
might  be  possible  to  organize  an  associa- 
tion for  the  exclusive  control  of  professional 
cycle  racing,  but  to  be  successful  It  must  be 
national  In  character  and  controlled  by  rep- 
resentative men  in  the  leading  cities  in  the 
country.  Not  only  would  it  require  repre- 
sentative men  in  whom  the  public  has  con- 
fidence, but  It  would  also,  probably,  take 
considerable  capital  to  properly  carry  it  on. 
Until  such  a  representative  association  is 
organized,  I  am  strongly  of  the  opinion  that 
the  L.  A.  W.  is  much  better  equipped  to 
handle    the    racing    of    this    country,    both 


amateur  and  professional,  than  any  other 
organization.  While  to  some  It  may  seem 
incongruous  for  an  amateur  organization 
like  the  L.  A.  W.  to  take  under  its  direction 
and  fostering  care  professional  racing,  yet 
in  order  to  keep  this  sport  clear  from  cor- 
ruption and  misdirection,  and  as  the  ten- 
dency of  all  sport  where  great  skill  is  re- 
quired is  toward  professionalism,  I  think  it 
would  be  a  mistake  for  the  L.  A.  W.,  a 
mistake  for  the  racing  interest,  and  a  mis- 
take for  the  racing  men,  to  give  up  its  con- 
trol of  professional  or  amateur  racing. 


AUSTRAL  Wt:IEEL  MEET  OPENED 


First  Day's  Races  Run  on  Melbourne  Grass  Track 
'■     —Bookmakers  Prominent— The  Races. 


MAY  BE  A  LOVE  FEAST 

Opposition  to  Keenan  Disappears  and  Leaves  a  Clear 
Sky— The  League  Will  Benefit. 


Philadelphia,  Jan.  2.^The  opposition 
to  T.  J.  Keenan,  Jr.,  for  the  presidency 
of  the  L.  A.  W.  has  so  nearly  disappeared 
that  it  is  not  improbable  that  his  name 
will  be  the  only  one  mentioned  in  that 
connection  at  the  meeting  of  the  National 
Assembly  next  month.  The  report  that 
the  majority  of  Pennsylvanians  were  in 
favor  of  Buffalo  for  the  next  League  meet 
undoubtedly  had  its  effect  in  whipping 
the  New  Yorkers  into  line;  and  Presi- 
dent Potter's  refusal  to  run  again  prob- 
abJy  helped  a  little — at  any  rate  the  Em- 
pire state  will  offer  little  or  no  opposi- 
tion to  the  gratification  of  the  Pittsburg- 
er"s  aspirations.  Sams  wil  be  content 
to  wait  till  next  year,  so  that  at  the  pres- 
ent time  everything  appears  favorable  for 
a  veritable  love-feast  at  Providence  next 
Month. 

Thib  is  a  happy  state  of  affairs  for  if 
ever  the  League  stood  in  need  of  a  pull- 
together  policy  it  is  now.  The  heart- 
burnings that  have  followed  every  gather- 
ing of  the  National  Assembly  for  the  past 
half-dozen  years  and  a  convention 
marked  by  an  utter  absence  of  the  usual 
bickerings  and  political  methods  will  do 
lauch  to  bring  about  a  restoration  of  the 
former  good  feeling  and  enable  the 
League  to  present  a  formidable  front  to 
the  foes  that  beset  it. 


Pitman  for  Racing  Board  Chairman. 

Will  R. — more  often  yclept  "Happy 
Days" — Pitman,  one  of  the  founders  of 
the  L.  A.  W.  and  winner  of  the  first  bi- 
cycle race  in  America,  is  being  boomed  by 
his  friends  as  a  candidate  for  the  chair- 
manship of  the  racing  board  of  the 
League  in  opposition  to  "Uncle  Jerry" 
Mott,  the  present  much  criticised  incum- 
bent of  that  office,  and  C.  W.  Means,  of 
Cleveland,  an  aspirant  for  the  honor  of 
wearing  George  Gideon's  big  shoes,  which 
he  believes  he  can  comfortably  fill  now 
since  his  success  as  an  original  Keenan 
man.  Pitman  favors  the  retention  of  rac- 
ing control  by  the  League — of  course — and 
if  appointed  says  he  will  reorganize  the 
racing  department  of  that  body  and  meet 
the  racing  men  half  way,  although  he 
does  not  favor  the  admission  of  the  pros 
to  membership.  He  has  the  backing  of 
Potter,  Gideon  and  Chief  Consul  Belding 
of  the  New  York  division. 


Algerians  Interested  in  Races. 

The  first  meet  of  the  European  winter 
circuit  held  on  African  soil  was  run  at 
Oran,  Algeria,  December  19,  and  drew  an 
immense  attendance.  Banker  won  the 
1,000-meter  handicap  from  scratch  in 
1:24,  with  Tommaselli,  15  meters,  second, 
and  Grogna,  25  meters,  third.  These  three 
also  won  their  heats  in  the  grand  prize  of 
Oran,  the  final  of  which  was  to  be  run 
Christmas. 

M.  Baliff,  founder  and  president  of  the 
Touring  Club  of  France,  has  had  conferred 
upon  him  the  decoration  of  the  Legion  of 
Honor. 


Sydney,  Dec.  3. — The  Austral  Wheel 
race  meet  was  opened  on  Saturday,  No- 
vember 26,  on  the  Melbourne  grass  track, 
in  the  presence  of  15,000  spectators.  The 
second  day's  races  will  be  run  this  after- 
noon and  the  meet  will  conclude  with  the 
events  of  next  Saturday.  The  bookmakers 
attended  the  opening  day  in  large  num- 
bers. All  the  leading  Melbourne  book- 
makers have  opened  books  on  the  Austra]lj 
race,  and  if  any  man  was  lucky  enough 
to  be  able  to  pick  the  winner  he  could  win 
$250,000.  The  Melbourne  Bicycle  Club  has 
also  opened  a  consolation  sweepstake  on 
the  event,  with  $1,000  as  first  priae. 

The  first  event  was  a  1%-mile  handicap 
for  the  Melbourne  B.  C.  plate  and  $250 
first  prize.  The  race  was  run  off  in  thir- 
teen heats  and  a  final.  A.  A.  Middleton, 
who  won  the  Austral  in  1894,  captured 
the  first  prize  in  this  event,  from  40  yards, 
in  3:25  1-5.  The  veteran  led  entering  the 
last  lap  and  won  by  a  wheel  length  from 
A.  E.  Tame,  75  yards,  who  went  nfter  him. 

A.  J.  Berry  took  third  from  100  yards. 
The  one-mile  scratch  race  was  run  off 

in  five  heats  and  a  final.  R.  Mutton  cre- 
ated a  big  sensation  when  he  beat  B. 
Walne  in  his  heat,  though  an  excuse  was 
found  for  the  champion  in  the  fact  that 
he  had  had  a  bad  spill  the  day  before 
while  training.  Jack  Pearson  lost  his  heat 
to  A.  C.  Forbes.  The  final  went  to  W.  C. 
Jackson  in  a  hard  fought  finish  won  by  a 
wheel  length  in  3:17  4-5.  L.  Barker  took 
second,  and  D.  Walker  third. 

The  25-mile  scratch  race  for  $250  first 
prize  had  thirty-nine  starters  who  were 
sent  off  with  a  fiying  start.  In  the  fourth 
and  twelfth  miles  there  were  spills,  in  the 
second  of  which  Middleton  dislocated  a 
shoulder  blade.  Entering  the  last  lap 
Forbes  led  and  Jack  Parsons  went  after 
him,  and  half  a  lap  from  the  tape  passed 
him  momentarily;  but  Forbes  regained 
the  lead  and  rode  in  an  easy  winner,  with 
six  lengths  to  spare.  J.  Carpenter  finished 
second,  and  L.  M.  Jackson  third,  while 
Parsons  came  in  fifth.  Time  was 
1:06:13  4-5.       

Chicago  Club's  Scorch  to  Pullman. 

The  tenth  annual  2:50  club  scorch  to 
Pullman  of  the  Chicago  Cycling  Club  was 
won  last  Sunday  by  Fred  Nelson,  brother 
of  0.  B.  Nelson,  who  won  the  Decoration 
Day  road  race  in  1896.  His  time  from  the 
start  at  Thirty-fifth  street  to  the  finish, 
about  fourteen  miles,  was  45:00,  which  is 
fourteen  minutes  slower  than  A.  J.  Nico- 
let's  time  last  year.  The  rough  and  icy 
condition  of  the  course  and  the  10-above- 
zero  weather  accounted  for  the  great  dif- 
ference in  the  times.  About  thirty  riders 
started.  There  were  several  falls  but  no 
injuries  and  only  one  punctured  tire. 
There  were  no  official  timers,  but  the 
leaders  finished  about  one  minute  apart 
in  the  following  order:   Fred  Nelson,  O. 

B.  Nelson,  W.  B.  Ferguson,  John  Nelson, 
Orlando  Adams,  James  Levy,  N.  B.  Van 
Sicklen,  A.  T.  Helwood,  C.  G.  Sinsabaugh 
and  C.  P.  Root.  E.  Lingenf elder  reached 
Pullman  first,  but  was  disqualified  for 
cutting  the  course. 


Illinois  Would  Admit  Professionals. 

At  a  meeting  of  the  Illinois  division  L. 
A.  W.  held  at  Springfield  last  Thursday 
the  delegates  voted  to  work  for  the  ad- 
mission of  professionals  to  membership 
in  the  League  and  instructed  the  dele- 
gates, to  the  National  Assembly  to  cast 


The  Cycle  Age  and  Trade  Review 


297 


"Orient  Cycles  Lead  the  Leaders" 

THE  LARGEST  RETAIL  BICYCLE 
DEAL  EVER  MADE  ^  ,^  ^  ^  ^  ,^  .^ 

A  letter  from  the  largest  legitimate  retail  bicycle  dealer  in  the 
world  telling-  why  he  wanted  the  ORIENT,  the  recognized 
leader  of  the  High  Grade  Bicycles  of  the  worldj 


New  York,   December  31st,  1898. 

WALTHAM  MANUFACTURING   COMPANY, 

Waltham,  Mass. 
Dear  Sirs: 

We  thank  you  for  your  favor  of  the  28th  inst.  and  for 
your  enclosure  of  an  article  concerning  our  relations  to 
the  retailing-  of  Humber  Bicycles,  clipped  from  a  trade 
paper  of  October  last.  This  is  the  first  information  that 
has  reached  us  that  articles  so  lacking  in  accuracy  and 
sound  reasoning  in  the  matter  of  our  bicycle  business  are 
in  circulation,  and  we  must  also  plead  ignorance  as  to  the 
injury  that  their  injustice  may  have  done. 

We  think  we  could  well  afford  to  allow  the  whole  matter 
to  rest  upon  its  merits  as  already  presented,  and  that  it 
will  probably  be  a  waste  of  time  to  draw  the  question 
from  present  oblivion  that  we  may  dignify  it  by  reply. 

Evidently  you  do  not  share  this  opinion  and  in  deference 
to  your  views  we  add  the  following  to  what  we  have  al- 
ready made  public: 

Every  intelligent  person  at  all  familiar  with  our  affairs 
knows  perfectly  well  that  the  term  "department  store," 
as  contemptuously  used  toward  our  business  by  various 
writers  on  Cycle  subjects,  is  a  misnomer  without  founda- 
tion in  fact  or  reason  in  application.  Our  business  is  con- 
ducted upon  the  soundest  mercantile  principles  that  we 
can  understand,  and  catch-penny  methods  of  any  sort 
whatever  find  no  welcome  here.  If  there  is  one  man  in 
the  United  States  that,  more  than  any  other,  knows  in 
his  inmost  mind  and  heart  the  truth  of  that  assertion,  it 
is  the  late  resident  director  of  the  Humber  Co.  in  Am- 
erica. Through  him  we  made  a  contract  in  the  Autumn 
of  1897  for  twenty-five  hundred  bicycles.  The  Roadster, 
the  most  important  model  in  that  contract,  was  to  be  sold 
at  $100— other  models   to  be  slightly   higher. 

The  early  demand  for  Bicycles  was  disappointing,  and 
an  agreement  was  reached  in  March  for  the  reduction  of 
the  Roadsters  to  $75.00,  and  other  models  in  proportion. 
The  Humber  director  was  more  anxious  than  we  for  this 
reduction.  Rebate  checks  were  sent  by  us  for  the  amount 
of  the  reduction  to  all  previous  buyers,  and  an  allowance 
of  $5  a  wheel  was  made  by  the  Humber  Co.  on  the  entire 
contract.  This  sealed  the  fate  of  expected  profits  on  our 
Humber  bicycle  business,  as  the  margins  were  reduced  be- 
low the  cost  of  distribution. 

Having  implicit  faith  in  the  Humber  Co.,  and  being  as- 
sured of  their  support  we  guaranteed  the  price  of  the 
Humber  wheels  to  all  buyers,  to  the  date  of  the  expira- 
tion of  our  contract  and  fully  expected,  because  of  cer- 
tain additional  assurances,   to  maintain  them  until  now. 

We  accepted  and  paid  for  all  the  wheels  called  for  by 
our  contract,  and  fulfilled  our  obligations  in  letter  and 
spirit.  In  spite  of  a  slow  market  we  held  our  wa3»  firmly 
in  consequence  of  a  verbal  promise  from  the  Humber  Com- 
pany that  none  of  their  wheels  would  be  manufactured 
in  excess  of  orders.  Three  responsible  witnesses  can  at- 
test to  the  truth  of  this  statement. 

Within  a  few  days  of  the  first  of  September  we  were 
astounded   by   the   statement   on   behalf   of   the     Humber 


Company  that  they  had  accumulated  a  stock  of  eight  hun- 
dred and  sixty  bicycles  which  they  demanded  we  should 
buy  for  our  own  protection.  The  promise  not  to  manufac- 
ture wheels  in  excess  of  orders  was  the  rock  upon  which 
we  based  our  firmness  as  to  retail  prices.  We  vainly  urged 
the  demands  of  good  faith  that  required  the  Humber  Com- 
pany at  least  to  carry  their  stock  until  next  Spring,  and 
were  met  with  the  threat  that,  if  we  did  not  buy  them 
they  would  be  offered  elsewhere. 

We  refused,  as  would  any  self-respecting  merchants,  to 
be  coerced.  The  Humber  Company  had  our  good  money. 
We  had  a  large  quantity  of  their  wheels.  Then  followed 
the  suicidal  action  of  the  Humber  Company.  The  wheels 
were  sold  and  on  Saturday,  September  10th,  we  knew  that 
Roadsters  were  to  be  advertised  at  $50.  Our  reputation 
was  at  stake,  and  we  reduced  the  price  to  $40.  We  were 
unwilling  to  be  publicly  compromised  by  another's  loose 
views  of  square  dealing.  Various  transactions  in  Humber 
wheels  of  which  we  were  ignorant  followed,  and  the 
wretched  scramble  about  prices  was  the  result.  We  never 
owned  a  Humber  bicycle  except  such  as  we  bought  di- 
rectly from  the  Humber  Co. 

The  responsibility  rests  solely  on  the  Humber  Co.  for 
our  heavy   losses   and   their   depreciated   trade   mark. 

If  these  statements  be  true,  and  they  cannot  be  denied, 
are  not  the  condemnations  of  trade  journals  of  our  course 
in  the  Humber  Bicycle  business  utterly  unfounded?  The 
much  exploited  recklessness  of  methods  falls  back  with 
crushing  force  upon  the  Company  that  lacked  the  wisdom, 
to  say  nothing  of  the  higher  obligations,  to  conduct  its 
business    with    reason    and   common    sense. 

That  we  should  be  regarded  as  so  lacking  in  ordinary 
judgment  as  to  wilfully  and  recklessly  throw  away  tens 
of  thousands  of  dollars  in  a  competition  of  destruction  is 
not  complimentary  to  our  pride — our  consolation  is  in  the 
dullness  of  the  writers  that  could  imagine  such  a  possi- 
bility. On  the  other  hand  money  considerations  weigh 
little  with  us  when  our  reputation  is  at  stake. 

After  such  a  disappointing  experience  we  naturally  felt 
very  cautious  about  making  another  deal  for  high  grade 
bicycles,  and  from  our  former  experience  saw  that  it 
would  be  necessary  not  only  to  get  a  bicycle  which  was  as 
good  as  the  best,  but  one  that  was  made  by  a  reputable 
company  who  kept  abreast  of  the  times,  and  who  sold 
goods  at  an  honest  price,  and  had  one  price  for  all. 

After  thorough  investigation  we  believe  that  we  have 
found  such  a  wheel  in  the  Orient  and  such  a  company 
in  the  Waltham  Manufacturing  Company.  Therefore  our 
policy  for  '99  will  be  to  advertise  the  Orient  bicycle  as 
our  leader,  and  to  guarantee  the  price  during  the  season 
of  '99.  We  guaranteed  the  price  of  the  Humber  and  up- 
held it  until  we  were  compelled  to  cut  by  the  Humber  Co. 
We  shall  guarantee  the  price  of  the  Orient,  and  do  not  be- 
lieve that  we  shall  be  compelled  to  cut  the  price  on  it  by 
the   Waltham   Manufacturing   Company. 

Very  truly  yours, 

(Signed)    JOHN  WANAMAKBR. 


Mr.  Dealer:— Is  it  not  to  your  interest  to  handle  a  bicycle 
that  is  "as  good  as  the  best"  and  one  that  is  made  by  a  pro- 
gressive company  who  keep  abreast  of  the  times,  and  who 
protect  their  agents  and  hold  up  the  price  and  reputation  of 
their  goods  at  all  hazards?    If  so,  write  to  — 

WALTBAM  MFG.  COMPANY,  315  Crescent  Park,  WALTBAM,  MASS. 


298 


The  Cycle  Age  and  Trade  Review 


their  voLes  and  influence  to  that  end  at 
Providence.  The  action  means  that  the 
west  will  make  a  strong  fight  for  the 
pros  and  will  join  forces  with  the  eastern 
divisions  that  are  interested  in  the  move- 
ment. 

QUESTIONS  THAT  PERLEX 


Movements  of  the  nidget— Is  Riding  Horses  in  New 
Orleans  Now— nrrriage  Affirmed,  j  i^  _a» 

Michael's  double  game  of  cyclist  and 
jockey  is  a  hard  one  to  understand,  ex- 
cept on  the  supposition  that  he  is  forti- 
fying himself  against  the  time  when  his 
phenomenal  ability  as  a  bicycle  rider 
wanes  in  order  that  he  may  still  enjoy 
the  distinction  of  being  rated  as  the  best 
of  his  class  by  the  world,  or  upon  the 
other  less  complimentary  supposition 
that  while  his  inclinations  pull  him  tow- 
ard the  turf  his  friends  and  those  who  ad- 
mire him  as  a  cyclist  influence  him  in 
the  other  direction  so  strongly  that  he 
vacillates  between  them.  Promptly  upon 
the  heels  of  the  report  that  he  had  se- 
sured  Al  Weinig  as  a  trainer  and  would 
enter  into  competition  on  the  cycle 
track  again  this  year  comes  a  telegram 
from  Ne\/  Orleans  this  week  stating  that 
the  pair  arrived  in  the  Crescent  City  on 
Monday,  where  Michael  was  given  a 
jockey's  badge  by  Secretary  Clark,  having 
already  had  a  license  from  the  Turf  Con- 
gress to  ride.  The  Midget  reiterates  his 
intention  to  become  a  jockey,  it  is  said, 
and  will  put  in  his  mornings  at  the  track 
schooling  himself  to  break  from  the  gate. 

Apparently  the  question  of  his  mar- 
riage is  now  definitely  settled  in  the  af- 
firmative by  the  following  statement 
from  a  firm  of  lawyers,  Aberman,  Wales, 
issued  subsequent  to  a  report  in  the  Lon- 
don papers  upon  Michael's  arrival  in  Eng- 
land last  fall  that  the  Welshman  was  not 
married:  "As  the  solicitors  representing 
the  estate  of  the  father  of  the  young 
woman  who  is  Michael's  wife,  we  cannot 
allow  the  statements  to  go  uncontradicted 
any  longer.  We  have  before  us  the  cer- 
tificate of  marriage  dated  March  13,  1896. 
which  proves  that  Michael  is  a  married 
man." 


NEWS  IN  BRIEF. 

The  Paris-Roubalx  road  race  will  be  run 
April  2. 

The  membership,  of  the  Illinois  division 
has  fallen  off  more  than  two-fifths  in  the  last 
year. 

The  Grand  Prix  de  Paris  will  be  run  on 
the  municipal  track  of  Vlncennes  on  June 
18  and  25. 

Willy  Arend,  the  world's  mile  champion 
of  '97,  has  retired  from  the  track  in  Ger- 
many and  gone  into  business. 

Jack  Robertson,  the  Englishman  who  raced 
in  America  last  spring,  has  retired  from  the 
path  to  take  up  the  practice  of  law. 

Orlando  Stevens  Is  visiting  his  team  mate, 
Floyd  McFarlandi,  In  San  Jose,  Cal.,  where 
he  will  await  the  opening  of  the  circuit  In 
the  spring. 

Frank  Kramer,  the  amateur  champion  of 
the  L.  A.  W.,  has  become  an  "outlaw" 
through  competition  at  the  Madison  Square 
Garden   unsanctioned  races. 

The  Paris-Bordeaux  motocycle  race  will 
be  run  May  24.  A  German  sportsman  has 
offered  a  prize  of  $2,000  to  anyone  making 
the  trip  without  stopping  at  intermediate 
towns.  J.  J 

E.  C.  Smith,  one  of  the  contestants  in  the 
December  six-day  race,  has  brought  suit 
aginst  the  management  of  Madison  Square 
Garden  for  ruling  him  out  of  the  race  for 
alleged  disability. 

A  new  motocycle  hour  record  of  30  miles 
2,136  yards  was  established  December  15  by 
Rigal  in  France,  who  three  days  previously 
placed  the  kilometer  standing  start  moto- 
cycle record  at  1:17  4-5. 

Henri  Fournier  is  anxious  to  take  on  an- 
other match  race  similar  to  that  in  which,  his 
motor  (bicycle  broke  down  December  26.    Had 


the  driving  belt  not  broken,  he  says  he  would 
have  tired  out  the  human  pacemakers. 

Arrangements  have  been  completed  by 
Jack  Prince  for  a  southern  indoor  circuit 
during  February  embracing  Atlanta,  Sa- 
vannah and  Jacksonville.  The  meets  will  be 
conducted  by  the  National  Cycle  Racing  As- 
sociation. 

From  a  Mansfield,  O.,  source  it  is  learned 
that  Arthur  Gardiner  may  retire  from  rac- 
ing at  the  request  of  his  father,  who  is  now 
In  Europe  recuperating  his  health,  while 
Arthur  fills  his  position  here,  which  Is  an 
important  one. 

During  1898  the  German  bicycle  tracks  gave 
236  race  meets,  at  which  1,208  races  were 
run  and  1,093  riders  comipeted.  Cash  prizes 
to  the  value  of  $58,018.75  were  given  and 
2,672  medals,  cups  and  other  objects  of  art 
were  put  up  for  amateurs. 

Nat  McDougall  of  Milwaukee,  who  holds 
the  quarter-mile,  one-mile  and  five-mile 
Wisconsin  championships  and  who  defeated 
Earl  Peabody  at  Green  Bay  and  Oshkosh 
last  year,  may  compete  at  the  international 
bicycle  races  to  be  held  at  the  Paris  exposi- 
tion in  1900. 

Harry  Elkes,  through  his  manager,  has 
offered  to  meet  Chase,  Linton,  Huret  or 
Cordang  for  a  purse  of  not  less  than  $2,500, 
stipulating  that  the  race  shall  take  place 
about  Easter  and  that  motor  pacing  shall  be 
barred  since  he  is  not  familiar  with  that 
sort  of  assistance.  If  so  large  a  purse  can- 
not be  raised,  he  is  willing  to  meet  any  one 
of  the  foreigners  in  this  country  for  a 
smaller  prize. 

At  the  races  advertised  to  be  run  last  night 
at  Madison  Square  Garden  by  the  National 
Cycle  Racing  Association,  C.  W.  Miller  and 
Frank  Waller  were  matched  to  ride  a  five- 
mile  paced  contest  and  Joe  Downey  was  to 
be  pitted  against  Harry  Elkes,  in  mile  heats, 
paced  and  unpaced,  the  Boston  schoolboy 
turning  professional  in  the  event.  Twenty 
men  were  entered  for  the  24-hour  race,  the 
list  including  most  of  the  contestants  in 
the  recent  six-day  contest. 

Seven  hardy  road  riders  ran  a  five-mile 
cross  country  chase  in  New  York  city  on 
New  Year's  day  dressed  in  sleeveless  jerseys 
and  linen  trousers  reaching  only  to  the  knee. 
Only  two  of  the  seven  wore  stockings,  al- 
though the  temperature  was  at  14  degrees 
above  zero  and  a  stiff  cold  wind  was  drift- 
ing snow  and  small  bits  of  ice.  As  a  conse- 
quence the  riders  suffered  intensely  and 
made  a  New  Year's  resolution  not  to  repeat 
their  folly.  Out  of  consideration  for  those 
who  took  part  their  names  are  suppressed 
in  the  hope  that  it  may  help  them  stick  to 
the  resolution. 

George  Banker  says  he  believes  that  It  Is 
but  a  question  of  a  short  time  until  the  new 
racing  association  of  America  will  gain 
recognition,  at  least  in  France.  He  says  in 
a  letter  to  a  friend  in  Pittsburg  that  at  the 
outset  of  the  trouble  of  the  racing  men  with 
the  L.  A.  W.  he  believed  the  breakaway  a 
mistake  and  certain  to  fail.  The  unity  of 
purpose  among  the  riders,  however,  did 
much  to  strengthen  his  opinion  of  their 
power,  and  the  recent  converting  of  so  many 
additional  amateurs  and  professionals  at  the 
Madison  Square  Garden  races  quite  sweeps 
the  field  and  wins  the  day. 

Regarding  the  present  condition  of  racing 
affairs  in  the  United  States  a  prominent 
French  racing  man  writes  that  the  cracks  In 
France  are  following  the  fight  between  the 
professionals  and  the  L.  A.  W.  with  much 
interest  and  sympathy.  He  thinks  the  mat- 
ter will  resolve  itself  into  a  condition  in 
which  the  professionals  will  all  unite  and 
form  an  international  union  of  their  own 
and  the  amateurs  will  organize  a  separate 
association,  while  the  non-racing  men  will 
be  left  in  the  League  or  will  form  a  tour- 
ing club.  It  may  be  some  time  before  these 
changes  are  effected,  as  the  riders  of  all 
countries   must  work  together  to   that  end. 

Crane  is  a  Great  Rhymester. 
Charles    S.    Crane,   the   general    passenger 
agent  of  the  Wabash.   Is  quite  a  poet,   and 
has  written  many  nice  things.    Recently  he 
read  the  poem  on  the  "Music  of  the  Wheels," 
written  by  E.   E.   Coyle,   for  the   Baltimore 
Morning  Herald,  which  runs  as  follows: 
MUSIC  OF  THE  WHEELS. 
When  you're  riding  on  the  railroad 

At  a  mile-a-minute  crack. 
Did  you  ever  note  the  rhythm 

Of  the  wheels  along  the  track? 
Is  there  any  great  composer 

Of  sharps  and  flats  and  bars 
Can  equal  In  his  cadences 
The  music  of  the  cars? 

I 
Whether  dashing  through  the  meadow, 

Or  the  tunnel's  choking  grime. 
You  will  never  hear  them  falter 

From  the  measured  beat  of  time; 
Charging  wildly  'mongst  the  mountains. 


Or  by  the  river's  bank. 
You  will  always  find  them  playing— 
Cllck-cllckety-cllck-clank. 

Every  air  that  has  been  written 

Since  the  days  of  wicked  Cain 
Finds  a  fit  and  perfect  setting 

In  the  rhythm  of  the  train; 
From  opera  to  comic  song,  i 

From  Pattl  down  to  Cllne, 
You  can  hum  all  sorts  of  ditties 

While  rushing  down  the  line. 

After  reading  the  above  Mr.  Crane  got  his 
typewriter  In  order,  and  by  screwing  up  the 
poetical  lever  ground  off  the  following: 

It's  too  bad  to  spoil  the  story 

Told  In  cadence  sentimental. 
But  It's  not  so  on  the  Wabash 

With  Its  famous  "Continental." 

If  you  are  about  to  travel 
Please  note  the  following  points, 

The  Wabash  track  Is  perfect, 
And  you  cannot  count  the  joints. 

In  Its  wheels  there  Is  no  music,. 

At  a  mlle-a-mlnute  gait; 
And  of  course  there  Is  no  rhythm 

On  a  track  that's  up-to-date. 

There  Is  no  measured  beat  of  time; 

In  fact  It  can't  be  measured. 
We  beat  our  rivals  every  time, 

A  fact  that  should  be  treasured. 


MISCELLANEOUS. 

AlTertlsementB  nnder  this  head  6  cents  per  word  flrat 
insertion,  8  cents  per  word  each  insertion  thereafter.  Cash 
with  order.  Express  orders,  postoffice  orders,  or  stamps 
received. 


WANTED 


SITITATION  WANTED— Traveling  salesman, 
six  years'  experience,  knows  entire  wholesale  and 
retail  hardware  and  sport  ng  goodx  trade  of  United 
States  and  Canada.    C.  A.  Damon,  Fenton,  Mich. 

WANTED- Mall  us  electros  of  su'  dries  for  new 
catalogue.  The  Novelty  and  Eepaie  Shop,  Mllford, 
Ohio. 


FOR  SALE 


F  FOR  SAI;B— What  you  have  been  looking  for: 
Repair  stand,  holds  wheel  a^semb  ed,  will  adjust  to 
true  wheels.  For  particulars  apply  to  E.  E.  Stanton, 
cycle  dealer,  Huntington,  Mass. 

EOR  EXCHANGB— High  class  hubs  and  two- 
piece  hangers  for  machinery.  Address  C.  H.  B.,  care 
Cycle  Age. 

REFEREE  BICYCI/ES  are  money  making 
blcyi'lf  8  Wtiy?  Because— be>t  material,  best  work- 
manship, elegant  finish,  prompt  dellveri-  s,  prices 
right.  Investigate  and  fecure  exclusive  territory. 
Referee  Cycle  Co..  3u9  56  Flith  Ave.,  Chicago. 

FOR  SAI,E 

10,000  feet  Brazed  Interlocked  Tubing,  assorted,  %-in., 
%-In.,  1%-in.,  IK-In. 
260  pair  Seamless  Fork  Sides. 
250  sets  Frame  Connections. 
5  Screw  Machines. 
4  Lathf'S. 
H  Oil  Extractor. 
.6  Drill  Presses. 
1 1  Tool  Grinder. 

rs  Bicycle  Trunks  In  good  condition. 
Write  for  information  and  special  prices  to 

The  Fred  J.  Meyers  Mfg.  Co., 

Hamilton,  Ohio.— 1 

FOR  SAl^E— Sprockets.  6,000  Billings  &  Spencer 
sprocket  lorgings,  2000  seat  post  clusters;  very  cheap. 
Shelby  Cycle  Mfg.  Co.,  Shelby,  Ohio.- 1. 


AGENCIES  WANTED. 

AUSTRALIA  AND  NEW  ZEALAND. 

Prank  Grimley,  263  and  264  Clarence  St.,  Sydney, 
NSW..  Importer  of  bicycles  and  their  accessories, 
bicycle  makers'  materials  and  tools,  for  trade  buyers. 
Is  open  to  negotiate  for  exclusive  agency  for  manu- 
facturers of  those  lines  and  to  introduce  aud  push  the 
sale  of  their  goods  throughout  Australia  and  New 
Zealand  on  manufacturers'  account  or  to  purchase 
right  out.  Quotations  and  samples  of  novi  Itles  in- 
vited: Unquestionable  references  on  application  to 
the  proprietors  of  this  journal. 


JOBBERS, 

Send  for  electros 
and  prices. 


INSTANTANEOUS 

Pump  Chuck 

For  Foot  Pumps. 

Samples  sent 
prepaid,  40  cts. 


VEHICLE  PUMP 
CO.,  1556  Fnttoa 
St.,  Chlcajo,  III. 


The  CiraE  Age 

And  Trade  review 


Vol.  XXII— No   11. 


CHICAGO,  JANUARY  12,  1899. 


New  Sekies  No.  60. 


TO  CONTROL  RUBBER  SUPPLY 


TIRE    MAKERS     NOT    AFFECTED 


Difficult  Task   Which  Rubber  Manufac= 

turers  Have  Set  Themselves — Re= 

duction  in  Prices  imminent. 


Though  no  tire  makers  will  confess  to 
knowledge  of  the  intentions  or  operations 
of  the  recently  reported  combination 
among  rubber  firms,  yet  it  is  said  to  be 
part  of  the  plan  of  the  combination  to 
control  crude  rubber  prices.  The  India 
Rubber  World  claims  to  be  in  possession 
of  information,  deemed  trustworthy,  to 
the  effect  that  the  new  organization  is 
meant  to  include  all  branches  of  the  trade 
other  than  rubber  boots  and  shoes  and 
hard  rubber  goods.  The  footwear  trade  is 
largely  in  the  hands  of  the  United  States 
Rubber  Co.,  and  three  of  the  four  Amer- 
ican manufacturers  of  hard  rubber  formed 
a  consolidation  only  a  few  months  ago. 

No  list  has  yet  been  given  out  of  the 
manufacturers  who  have  signed  the  agree- 
ments drawn  up  by  the  promoters,  but  it 
is  stated  that  the  signatures  have  been 
obtained  of  concerns  doing  a  business  of 
$10,000,000  per  year,  out  of  an  estimated 
total  annual  business,  by  the  companies 
considered  eligible,  of  $25,000,000. 

To  Cut  Prices  7^  Per  Cent. 

A  cut  of  7%  per  cent,  in  prices  is  prom- 
ised as  soon  as  the  combination  takes  ef- 
fect. As  for  the  lines  on  which  it  is  pro- 
posed to  conduct  the  industry,  it  is  sug- 
gested that  benefits  would  accrue  from 
so  differentiating  the  work  of  manufac- 
ture as  to  confine  each  branch  to  certain 
factories,  instead  of  each  attempting  to 
produce  a  variety  of  goods.  Again,  with 
factories  in  different  states,  a  division  of 
trade  could  be  made  on  a  territorial  basis, 
■  whereas  now  every  important  concern  is 
trying  to  sell  goods  in  every  part  of  the 
country.  Not  the  least  of  the  advantages 
claimed  under  the  new  arrangement  is 
that  crude  rubber  may  be  purchased  more 
economically  by  the  manufacturers  work- 
ing together  than  is  now  the  case. 

How  Crude  Stock  Can  be  Controlled. 

While  individual  concerns,  with  small 
capital,  could  effect  little  in  the  way  of 
influencing  crude  rubber  prices,  it  is 
claimed  that  the  total  production  of  rub- 
ber is  so  small,  and  is  confined  to  such 
narrow  geographical  limits,  that  the  in- 
vestment of  say  $8,000,000  of  capital  would 
make  possible  its  complete  control.  This 
would  involve  co-operation  in  European 
markets,  of  course,  since  prices  of  such  a 
commodity  cannot  be  fixed  in  a  single 
country;  but  it  is  held  that  this  will  not 
be  an  insurmountable  difficulty  in  these 
days  when  cabled  market  reports  enable 
the  whole  situation  to  be  known  in  any 
important  center. 


In  answer  to  suggestions  regarding  the 
ability  of  small  manufacturers  who  may 
be  left  outside  this  combination  becom- 
ing strong  enough  in  time  to  prove  for- 
midable competitors,  it  is  claimed  that 
they  will  be  permanently  at  a  disadvan- 
tage (1)  from  the  lack  of  the  peculiar 
economies  of  production  and  the  superior 
channels  of  distribution  possessed  by  the 
big  company,  and  (2)  from  their  inability 
to  buy  rubber  on  so  favorable  terms.  The 
proposed  control  of  the  crude  rubber  mar- 
ket is  expected  to  afford  a  marked  relief 
from  the  present"  conditions  of  high  priced 
material. 

If  any  hope  is  entertained  of  keeping 
the  Para  rubber  production  under  control 
on  account  of  the  scarcity  of  labor  along 
the  Amazon,  it  may  be  suggested  that  new 
operators  in  the  field  would  have  open  to 
them  the  entire  coolie  labor  market  of  the 
Bast  Indies.  Already  in  Trinidad,  Ja- 
maica, British  Guiana,  Bast  Africa  and 
Australia  coolies,  "indentured"  for  a  term 
of  years,  are  employed  on  a  large  scale. 
People  of  the  same  type  have  been  the 
making  of  Java,  where  they  have  shown 
their  fitness  for  rubber  gathering,  and 
there  is  every  reason  to  believe  that  they 
could  be  introduced  with  success  into 
South  America. 


Harry  Rouse  Resumes  Cycle  Building. 

The  machinery  of  the  old  Rouse,  Haz- 
ard &  Co.  plant  in  Peoria,  111.,  has  been 
sold  by  the  Peoria  National  bank  and 
Joseph  Miller  &  Sons,  to  Harry  Rouse, 
who  took  one  half  of  it  and  to  the  Peoria 
Rubber  &  Mfg.  Co.,  which  took  the  other 
half.  Harry  Rouse,  of  the  old  firm  of 
Rouse,  Hazard  &  Co.  took  possession  of  the 
plant  last  Monday,  and  will  immediately 
work  into  complete  bicycles  the  material 
now  in  the  factory.  As  soon  as  this  is  fin- 
ished he  will  remove  his  machinery  down 
town  and  engage  in  a  general  bicycle  busi- 
ness, and  the  Rubber  company  will  take 
possession  of  the  Rouse  factory  and  put 
in  the  plant  for  the  manufacture  of  Dur- 
year  motor  vehicles. 


Overproduction  in  Austria. 

A  cablegram  from  "Vienna  announces 
rather  vaguely  that  a  crisis  has  begun  in 
the  bicycle  trade  there  owing  to  over-pro- 
duction. 


CONTENTS. 


Brazing  by  Immersion     = 
Editorial         =       -       =        = 
Fear  American  Competition     - 
Buffalo's  Large  Blacklist    = 
The  Chicago  Cycle  Show 
Commerce  in  Foreign  flarkets 
Fast  Freight  Suits  Dealers 
Subjects  of  General  Interest 
Recent  Patents  .    -       - 
Hertel  Gasoline  Carriages 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

300 
302 
306 
306 
307 
313 
3t4 
316 
318 
320 
324 
334 


CO=OPERATIVE  BICYCLE  PLANT 


UNION  LABEL  TO  BE  PROMINENT 


International  Union  of   Bicycle  Workers 

Develops  a  Plan  for  Making 

Cheap  Machines. 


Out  of  Toledo  comes  the  report  that 
the  International  Union  of  Bicycle  Work- 
ers intends  to  enlist  capital  for  the  oper- 
ation of  a  bicycle  factory  conducted  on 
the  co-operative  plan,  the  product  of 
which  will  be  branded  with  the  union  la- 
bel and  will  be  sold  direct  to  riders— ^prin- 
cipally those  who  are  in  sympathy  with 
labor  movements.  The  story  receives  con- 
firmation from  President  Mulholland  of 
the  International  Union,  who  asserts  that 
there  is  an  abundance  of  capital  at  his 
command  the  moment  he  gives  the  signal 
for  launching  the  enterprise. 

Pronounce  the  Scheme  a  Bluff. 

By  those  in  Chicago  whom  the  news 
has  reached  it  is  believed  that  the  Inter- 
national Union  is  far  more  desirous  of  im- 
plying competition  to  those  who  oppose 
the  adoption  of  the  union  label  than  of 
actually  engaging  in  such  competition.  In 
any  event,  the  dangers  attending  such  an 
enterprise  would  be  so  great  in  the  pres- 
ent crowded  state  of  the  industry  that  un- 
usual courage  would  be  required  of  finan- 
ciers asked  to  risk  capital  in  the  under- 
taking. Speaking  of  the  project,  Mulhol- 
land says: 

'  Plan  a  Long  Time  Hatching. 

"For  some  time  we  have  felt  that  we 
should  start  a  co-operative  bicycle  plant , 
for  the  benefit  of  our  men,  as  well  as  for 
the  people  in  general  who  ride  wheels. 
To  understand  the  situation,  you  must 
remember  that  some  wheels  are  so  poorly 
constructed  that  they  will  scarcely  sup- 
port their  own  weight,  and  they  are  sold 
for  prices  at  which  you  could  not  expect 
the  raw  material  to  be  bought. 

Criticizing  Cheap  riachines. 

"The  people  want  cheap  wheels,  and 
they  purchase  where  they  can  get  them 
cheapest,  never  stopping  to  think  of  how 
they  are  made.  There  are,  of  course,, 
some  good  cheap  wheels  on  the  market, 
but  how  is  the  public  to  know  if  they  are 
put  up  by  skilled  mechanics?  The  only 
guarantee  the  public  could  have  would  be 
to  demand  a  wheel  with  the  union  label. 

"We  believe  that  by  starting  a  factory 
on  the  co-operative  plan,  putting  nothing 
but  first-class  material  into  the  wheels 
and  selling  direct  to  the  purchasers,  the 
enterprise  would  net  big  returns.  In 
this  country  there  are  three  million  or- 
ganized laborers  whose  patronage  would 
be  given  to  such  a  plant." 

Organized  labor  will  buy  its  bicycles  as 
it  buys  its  merchandise — where  it  can  get 
the  best  value  for  the  money. 


300 


The  Cycle  Age  and  Trade  Review 


BRAZING  BY  IMIVIERSION 


Elementary    Facts  and    Ideas    Pertaining  to  the   flodern 
Brazing  Method — Economy  in  Fuel 


With  watch  in  hand  the  time  consumed 
in  brazing  the  two  head  connections  of 
a  bicycle  frame  by  the  dip-brazing  meth- 
od was  found  to  measure  38  seconds,  with 
variations  of  less  than  5  seconds  in  two 
trials.  The  crank  hanger  joints  required 
48  seconds.  The  time  for  changing  from 
one  joint  to  another  was  about  30  sec- 
onds; occasionally  more.  The  seat  mast 
cluster  and  the  rear  fork  ends  required 
about  the  same  time  as  the  head  connec- 
tions. Total  for  the  "four  corners"  of  a 
bicycle  frame,  including  four  changes  of 


are  not  yet  fully  understood  and  mas- 
tered by  anybody.  Ultimately  several 
distinct  styles  may  prevail,  each  for  its 
own  class  of  work. 
At  one  point  the  saving  by  dip-brazing 
in  comparison  with  flame  brazing  is  so 


'heat  economically  instead  of  wasting 
nearly  all  of  it  on  empty  space.  One  dol- 
lar's worth  of  hard  coal  suflaees  for  keep- 
ing spelter  that  is  selected  in  a  crucible 
up  to  its  proper  temperature  for  a  work- 
ing day,  while  seven  or  eight  dollars' 
worth  of  gas  must  be  blown  in  to  the  air 
by  the  fliame-brazing  method  to  heat 
joints  and  fuse  spelter  for  a  similar 
amount  of  work.  The  difference  is  due 
not  only  to  the  nature  of  the  fuel  used, 
but  much  more  to  the  sinful  waste  of 
fuel  which  takes  place  when  joints  are 
required  to  absorb  heat  from  a  rapidly 
moving  current  of  burning  gas  mixture,, 
of  which  no  part  remains  in  contact  with 
the  work  for  more  than  a  small  fraction 
of  a  second. 


Dipping  the  Bottom  Bracket— Front  View  of  Fulton  Furnace. 


one-half  minute  each.  4  minutes  42  sec- 
onds. 

The  Process  in  Operation. 

The  occasion  was  a  visit  to  the  Fulton 
Machine  "Works,  of  Chicago. 

With  a  working  day  of  8%  hours,  allow- 
ing 1%  hours  for  starting  the  furnaces 
and  getting  ready,  this  makes  110 
frames  for  a  10-hour  working  day  with 
one  furnace. 

By  starting  the  furnace  before  the  bra- 
zier arrives  and  by  convenient  arrange- 
ment of  the  frames  to  be  brazed,  similar 
or  better  results  may  be  obtained  with 
a  shorter  working  day;  and  with  shifts 
of  braziers  and  continual  work — as  in 
the  busy  season — the  efficiency  may  be 
still  further  increased,  time  being  taken 
for  replenishing  the  crucible  with  spel- 
ter as  often  as  required. 

The  accompanying  pictures  show  an 
"old  style"  furnace.  The  styles  change 
rapidly  in  new  forms  of  work.  Small 
alterations  in  the  form  of  crucibles,  the 
direction  of  draft,  the  dimensions  of  the 
opening  between  the  crucible  and  the 
fire  brick,  etc.,  mean  savings  of  waste  in 
a  hundred  and  one  waysi,   all  of  which 


pronounced,  however,  that  no  retrogres- 
sion seems  possible.    This  saving  comes 


Temperature  of  the  Spelter. 

In  dip-brazing  furnaces  the  heat  is  reg- 
ulated by  the  forced  draft  at  will.  One 
illustration,  which  gives  a  front  view  of 
the  Fulton  furnace,  shows  a  draft  pipe 
entering  on  the  opposite  side  and  pro- 
vided with  a  check  within  easy  reach  of 
the  operator.  It  has  been  found  unne- 
cessary to  make  frequent  changes  in  the 
draft,  however,  and  in  the  new  style  the 
regulating  is  done  from  the  rear  of  the 
furnace,  which  is  shown  in  the  second  il- 
lustration. Stoking  and  feeding  of  the 
fire  is  also  done  from  the  rear,  so  that 
the  operator  when  working  is  not  ex- 
posed to  the  heat  from  the  furnace  doors. 
The  small  box  shown  at  the  right  hand 
side  of  this  view  contains  hard  coal;  it 
holds  about  one  and  a  half  bushels,  and 
two  such  box-fulls  are  ordinarily  suffi- 
cient for  a  day's  work. 

Burning  of  Steel  Impossible. 

It  is  found  by  practice  how  strong  the 
draft  must  be  to  keep  the  spelter  in  the 
proper  condition.  When  work  is  not  be- 
ing done,  as  in  the  dinner  hour,  it  may 
be  almost  entirely  shut  off,  but  at  other 
times  when  heat  is  being  absorbed  by  the 
bicycle  tubing  and  lugs,  the  draft  is  ad- 
justed to  produce  a  steady  accession  of 
heat  to  balance  against  that  which  is 
taken  away  in  the  work.  No  difficulty  is 
experienced  in  obtaining  uniform  results 
in  this  respect. 

When  the  spelter  has  reached  the  most 
favorable  temperature  small  bubbles  are 
observed  along  the  edge  of  the  crucible. 
These  bubbles  indicate  occluded  gases 
which  are  being  expelled  from  the  molten 
mass.  When  the  heat  becomes  too  great 
the  fact  is  readily  noticed  by  blue  fumes. 
Which  indicate  that  the  zinc  in  the  spel- 
ter is  being  burned.  If  the  operator 
should  fail  to  notice  the  blue  fumesi — 
which  is  hardly  conceivable — another 
safeguard  against  too  high  temperature 
prevents  all  possibility  of  doing  bad 
brazing;  for  when  so  much  zinc  has  been 
burned  out  as  to  allow  the  temperature 
to  rise  toward  the  fusion  point  of  cop- 
per, 1,996  degrees  Fahrenheit,  the  spelter 


Sample  Work,  Showing  How  Deeply  Tubes  are  Immersed. 


in  by  the  opportunity  which  heating  of 
spelter  in  a  furnace  offers  for  using  hard 
coal    instead    of   gas    and    utilizing   the 


becomes  unmanageable.  It  leaves  a  thick 
deposit  on  the  outside  of  tubing  and  re- 
fuses to  flow. 


The  Cycle  Age  and  Trade  Review 


301 


By  reason  of  these  safeguards  tlie  dip- 
brazing  method  is  self-regulating  and — 
far  from  presenting  new  dangers^ — offers 
a  guarantee  against  all  burning  of  steel 
tubing,  which  it  has  never  been  possible 


sible.  The  spelter  must  flow  Into  ev- 
ery crevice  by  the  laws  of  gravitation.  It 
is  partly  for  the  purpose  of  assisting  this 
action  that  the  movements  of  the  opera- 
tor in  dipping  are  slow  and  gradual,  so 


Rear  View  of  Furnace,  Showing  Doors  and  Feed  Box. 


to  obtain  by  the  flame-brazing  method. 

As  soon  as  sufficient  publicity  shall 
have  been  given  to  this  important  point 
of  superiority  of  dip-brazing,  it  is  to  be 
expected  that  every  bicycle  manufacturer 
who  works  with  the  dipping  process  will 
be  anxious  to  make  the  fact  known,  so 
that  agents  and  the  public  may  learn 
that  breakages  of  fork  stems  and  crowns, 
such  as  were  commonly  reported  during 
1898  and  were  usually  charged  to  bad 
brazing  and  burning  of  steel  tubing,  are 
extremely  unlikely  to  occur  with  their 
product. 

The  same  natural  laws  which  prevent 
burning  of  the  tubing  in  dip-brazing  also 
insure  economy  in  the  filing  department, 
for  the  spelter  when  used  in  its  proper 
condition  leaves  only  a  very  thin  coat- 
ing on  the  outline  of  tubes  and  one  which 
may  be  much  more  readily  removed  by 
the  combined  effect  of  chemicals  and  fil- 
ing, than  the  hard  and  heavy  lumps 
which  form  so  readily  when  the  tubing, 
with  the  spelter  adhering  to  it,  is  turned 
around  in  a  gas  fiame  and  allowed  to  cool 
irregularly. 

Spelter  Penetrates  to  Every  Point. 

The  regularity  of  the  temperature, 
which  affects  all  parts  of  the  joints  sim- 
ultaneously, when  dipped,  also  has  the 
effect  of  making  dip-brazing  uniform  and 
reliable.  The  weight  of  the  molten 
spelter  in  which  the  joint  is  immersed 
assists  capillary  attraction.  When  the 
simplest  precautions  are  observed  to  per- 
mit the  escape  of  air,  the  formation  of 
air  pockets  in  the  joints  becomes  impos- 


upwardly  while  the  spelter  forces  its  way 
that  all  air  may  have  a  chance  to  escape 


this  peculiarity,  which  has  been  brought 
out  as  an  argument  against  the  dipping 
method,  is  now  by  its  advocates  turned 
about  and  used  as  an  argument  against 
joints  of  such  special  formation.  It 
is  believed  that  constructors  will  be 
obliged  to  change  their  designs  of  joints 
to  conform  to  the  requirements  of  dip- 
brazing,  but  not  vice  versa. 

Depth  of  Dipping. 
In  the  illustration  showing  three 
frames,  the  extent  to  which  the  tubing  is 
immersed  is  indicated  by  the  spelter  ad- 
hering to  the  tubing.  When  the  spelter 
becomes  low  in  the  crucible  ingots  of 
spelter  are  added  ajjd  are  readily  fused. 
It  is  not  practicable  to  add  pure  zinc, 
and  if  the  contents  of  the  crucible  have 
been  watched  there  is  no  necessity  for  it. 
The  depth  of  dipping  is  not  a  very  es- 
sential feature  in  the  process,  and  it  is 
found  in  practice  that  sufficient  spelter 
may  be  added  in  course  of  the  work  to 
keep  the  depth  of  the  molten  metal  so 
nearly  uniform  that  there  is  no  practical 
difference  between  the  joints  brazed  dur- 
ing a  day's  work.  As  the  slushing  of 
the  metal  against  the  sides  of  the  cruci- 
ble tends  somewhat  to  wear  away  the 
graphite,  of  which  the  crucibles  are  made, 
it  is  not  even  desirable  to  keep  the  depth 
of  the  spelter  absolutely  uniform.  The 
crucibles  will  last  longer  if  a  certain 
range  of  variation  is  allowed. 

strength  of  the  Joint. 

It  has  been  said  that  the  joints  pro- 
duced by  dipping  are  less  substantial 
than  those  made  by  fiame-brazing.  An 
amusing  incident  is  mentioned  in  this 
connection.  A  manufacturer  who  was  be- 
ing initiated  in  the  dipping  method  took 
up  a  joint  just  finished  and  cooled,  struck 
the  lug  open  with  a  cold  chisel,  placed 
the  tubing  in  a  vise  and  with  a  pair  of 
tongs  forced  a  part  of  the  lug  to  one 
side,  laying  the  spelter  bare,  as  shown 
in  the  last  illustration.  "Do  you  call 
that  brazing?"  he  said,  contemptuously, 
and  no  argument  would  convince  him  that 
the  brazing  was  perfect  just  because  the 
spelter  separated  into  two  films,  one  ad- 
hering to  the  lug  and  the  other  to  the 
tubing.  Probably  he  expected  that  the 
spelter  would  tear  away  with  it  a  scale  of 
the  steel  tubing,  as  it  frequently  does 
when  the  tubing  has  been  burnt  in  a 
gas  flame. 

The  smaller  one  of  the  two  seat  cluster 
joints,  shown  in  the     illustration,     was 


Results— The  piece  to  the  Right  was  Brazed  by  Dipping;  that  on  the  Left  was  Brazed  by  Flame. 


into  the  joint  from  beneath. 

With  certain  forms  of  construction  it 
is,  on  the  other  hand,  difficult  or  even 
impossible  to  make  the  spelter  leave  the 
joints  properly,  but  so  great  is  the  econ- 
omy claimed  for  the  dipping  process  that 


brazed  carefully  by  the  fiame-brazing 
method,  and  it  is  characteristic  that 
when  it  was  torn  open  it  showed  good 
brazing  only  at  one  of  the  lugs,  while 
no  spelter  at  all  had  adhered  to  one  side 
of  the  other  lug. 


302  The  Cycle  Age  and  Trade  Review 


no  Double  'i  $bow  Goods 


IT'S  a  pleasure  to  show  them,  and  talk 
about  them  and  write  about  them.  That's 
one  of  the  good  thing's  about  good 
goods,  goods  that  don't  have  to  be 
apologized  for  (our  kind).  It's  a  pleasure, 
down-right  enjoyment,  to  talk  or  write  about 
them,  dilate  upon  their  beauty,  explain  their 
points  of  elegance  in  construction  and 
contour. 

If  you  haven't  seen  our  lines   for   '99. 

write  us  and  we  will  see  that  you  have  a 
chance  to  do  so  as  quickly  as  our  repre- 
sentative can  reach  you. 


mrite  a$,  Hmm 


Ask  questions,  make  suggestions,  criti- 
cise— anything  you  like,  so  we  have  a  chance 
to  talk  our  goods  to  you. 

Let  us  hear  from  you  and  we  will  show 
you  the  handsomest  and  best  goods  ever 
offered  since  saddles  were  made;  and  prices 
are  right. 


Catalogs  and  Booklets  for  the  Asking 


K.  B.  mcmtiikn  $  €0.         Cbe  Garford  mfg.  €o.,  €lyria,  Obio. 

Sales  Agents 

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Mention  The  Cycle  Age 


I  [ 


The  Cycle  Age  and  Trade  Review 


303 


THECfCLEASE 

AND  TRADE  REVIEW 

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Copyrighted,  1898.    All  rights  reserved. 


Quite  unexpectedly  the  Wheel  has  heard  from 
MAKING  another    superintendent— this     time    of     the 

"THE  WHEEL"  proper  kidney— on  the  subject  of  brazing  by 
RIDICULOUS  immersion.  His  views  are  not  in  consonance 
with  those  held  by  our  scatter-brained  con- 
temporary, but  by  as  much  as  they  disagree  do  they  accentuate 
his  ability  to  trim  its  ignorant  pretensions.  The  editor  of 
the  Wheel,  driven  to  despair  in  defending  an  untenable  posi- 
tion, seizes  upon  this  sarcasm  of  his  correspondent  and  admir- 
ingly proclaims  it  "interesting"— much  in  the  same  manner  as 
he  might  snifC  at  a  nettle  and  laud  it  for  a  narcissus: 

I  wish  to  convince  you  that  ihe  much  lauded  brazing  by  immersion  looks  well 
on  the  outside  and  also  that  it  look^  better  on  the  iDsid  . 

By  this  is  implied  that  an  effective  joint  can  be  obtained  by 
dip  brazing,  and  also  that  stripping  the  joint  by  means  of  chisel 
and  mallet  will  afford  conclusive  proof  of  the  thoroughness  with 
which  the  parts  were  once  united. 

Since  the  Wheel  saw  fit  to  challenge  the  soundness  of  the 
opinions  expressed  in  the  Cycle  Age  concerning  dip  brazing  we 
herewith  parallel  its  stupid  criticism  and  the  essence  of  what 
was  said  in  this  paper,  comparing  both  with  the  judgment  of  an 
experienced  factory  worker: 


From  the  Cycle  Age  of 
Dec.  15— 

There  are  now  very  few 
American  bicycle  manu- 
facturers who  have  not  ex- 
perimented with  liquid 
brazing,  and  a  large  num- 
ber of  them  have  finally 
adopted  the  method  for  a 
part  of  the  brazing  work  m 
their  factories.  Among  all 
theuncertaintiesanddraw- 
backB  to  the  method  of 
which  some  of  the  experi- 
menters have  complaint  d, 
this  one  fact  stands  out  pre- 
eminent—that several  fac- 
tory men  whose  judgment 
on  such  things  it  is  impossi- 
ble to  set  aside  as  incompe- 
tent, pronounce  the  process 
of  brazing  by  immersion  a 
success  mechanically  and 
satisfactory  as  an  improve- 
ment in  shop  economics. 
And  they  continue  to  em- 
ploy the  process.  This  one 
fact  is  preeminent  because 
it  overbalances  all  indica- 
tions that  point  in  the  op- 
posite direction,  just  in  the 
same  manner  as  the  pro- 
ducement  of  a  missing  per- 
son alive  and  well,  dis- 
proves at  once  all  rumors 
or  theories  according  to 
which  he  should  be  dead. 

Under  tfce  circumstances 
the  process  of  liquid  braz- 
ing may  therefore  now  un- 
hesitatingly be  declared  a 
success.  The  statement 
may  be  qualified  by  saying 
that  it  is  a  success  only  un- 
der the  proper  co  dltions 
and  when  properly  done, 


From  the  Wheel  of 
Dec.  29— 

Prom  employes  of  several 
factories  it  is  learned  that 
the  process  of  dipped  braz- 
ing, to  which  our  Chicago 
contemporary  gave  appro 
bation  last  week,  isproving 
far  from  satisfactory.  It  is 
claimed  that  unless  the 
parts  to  be  joined  fit  per- 
fectly, the  brass  does  not 
flow  and  the  job  Is  poorly 
done.  The  employes  state 
that  a  considerable  propor- 
tion of  the  work  now  going 
out  of  the  factories  in 
which  they  are  employed 
is  unreliable,  and  is  bound 
to  give  trouble  later  on. 

One  superintendent,  who 
had  used,  but  is  not  com- 
mitted to  the  process,  states 
that  thus  far  it  has  proven 
unsatisfactory,  and  consid- 
erably more  expensive 
than  another  process  he 
now  uses.  He  showed  The 
Wheel  a  number  of  frames 
which  he  had  cut  open, 
and  they  were  imperfectly 
brazed.  They  look  all  right 
from  the  outside,  but  the 
brass  did  not  flow  through- 
out the  entire  joint.  This 
superintendent  states  tnat 
the  terrific  heat  of  the  mol- 
ten brass  is  liable  to  burn 
the  metal,  weakening  it  at 
the  joints.  He  also  states 
that  the  process  wastes  a 
very  large  amount  of '  rass 
and  spelter,  which  are  ex- 
pensive, and  that  the  ex- 
pense of  filing  frames  and 
the  time  required  is  much 


From  The  Wheel  of 
Jan  5 — 

"I  have  carefully  read 
your  article  on  dipped  braz- 
ing in  The  Wheel  of  Decem- 
ber 29.  I  wish  to  say  that 
dipped  brazing  can  be  done 
succes  fully,  and  brazing 
by  this  process  can  be  done 
better  and  at  a  much  lower 
cost  than  it  can  be  done  by 
the  old  way. 

"If  at  any  time  the  brass 
gets  hot  enough  to  burn  the 
metal  immeised,  then  the 
zinc  would  at  once  burn 
out  of  the  brass,  and  it  is 
Impossible  to  do  any  kind 
of  work  with  the  metal  in 
this  shape.  Brass  melts  at 
a  much  lower  temperature 
than  steel,  and  in  order  to 
burn  the  st.el  the  brass 
mubt  be  heated  far  more 
than  it  ever  should  be. 

"A  crucible  of  correct 
pattern  will  last  from  two 
to  three  wet  ks.  T  hese  cru- 
cibles cost  $7. 

"One  man  and  a  boy 
helper  can  braze  100  com- 
plete frames  in  ten  hours. 
We  are  saving  six  cents  per 
viheel  on  brazing  al.ne, 
and  87  a  day  on  fuel.  We 
use  just  $1  worth  of  hard 
coal  a  day,  an"!  last  year 
our  gas  bill  for  the  brazing 
forges  was  from  $7  to  $8  per 
day. 

"In  the  filing  room  we 
are  saving  12  cents  per 
frame  as  compared  with 
last  year's  piece  prices,  and 
last  year  a  filer  i  ever  made 
over  $2  a  day  and  had  to 


but  that  is  a  limitation  that 
may  be  appliid  to  every- 
thing. *  *  *  Liquid 
brazing  saves  work  and 
money  for  those  best  versed 
in  the  applicati  n  of  the 
process.  No  iuference  is 
left,  then  for  those  who 
have  arrived  at  a  diflerent 
result  but  that  they  are  not 
well  versed  in  the  process, 
or  else  that  the  conditions 
in  their  factories  are  very 
different  from  those  pre- 
vailing in  the  factories 
where  success  has  been  ac- 
complished. *  *  *  Man 
ufact  rers  who  have  al- 
ready made  the  process  a 
success  have  no  great  in- 
ducement to  publish  the 
details  of  shop  practice  by 
which  they  have  accom- 
plished so  much.     *    *    * 


pay  for  his  files  out  of  that. 
This  year  the  filers  make 
just  about  the  same  amount 
if  not  a  little  more,  but  we 
have  many  filers  less  than 
we  had  In  '97,  to  turn  out 
100  frames  and  forks  a  day. 
"I  wish  to  say  right  here 
that  anyone  who  under- 
takes this  kind  of  a  job 
must  have  some  faith  in  it 
or  else  he  might  as  well 
quit  right  now.  We  had 
just  as  much  bad  luck  as 
anycne  at  the  start  and 
were  discouraged  for  a  long 
time,  but  we  never  at  any 
time  lost  faith,  and  for  that 
reason  alone  we  are  doing 
excellent  work  with  this 
process,  and  every  day  sav- 
ing a  good  round  sum  for 
the  compsmy."— Extracts 
from  a  letter  written  by 
G.  C.  Worthington,  Super- 
intendent of  Fay  Mfg.  Co. 

The  Wheel  emerges  from  the  comparison  shorn  of  some  of 
its  cheek  and  conceit — losses  it  can  readily  repair. 

Not  since  the  days  when  another  dunce  undertook  to  deter 
folks  from  using  pneumatic  tires  has  there  been  witnessed  such 
an  impudent  attempt  to  forcibly  arrest  the  progress  of  the  cycle 
industry  as  vanity  and  malice  toward  the  Cycle  Age  impelled 
our  declining  contemporary  to  essay. 


greater  than  even  in  the  old 
process  commonly  used. 
Another  great  objection  is 
that  the  crucibles  burn  out 
frequently.  He  has  used 
the  process  oft  and  on  for 
five  we^ks  and  has  burned 
up  three  crucibles,  costing 
about  810  each.  He  says 
he  will  experiment  a  Jittle 
more,  but  he  is  confident 
the  process  will  never 
prove  satisfactory.  He 
blames  those  journalists 
who  boomed  it  b  fore  it 
was  thoroughly  tested,  and 
claims  that  the  majority 
of  the  factories  have  taken 
it  up  because  they  have 
been  led  to  believe  that  it 
was  cheaper  and  better. 
He  criticised  very  freely 
the  editorial  on  the  subject 
wu  ich  appeared  in  our  con- 
temporary last  week. 


EXORBITANT 

EXPRESS 

RATES 


If  every  bicycle  dealer  who  sells  200  bicycles 
per  annum  has  an  average  expense  of  $350 
for  express  charges,  and  every  repairman 
pays  an  even  much  larger  percentage  of  his 
gross  income  to  express  companies,  it  is  evi- 
dent that  the  retail  bicycle  trade  is  interested  to  the  extent  of 
very  large  aggregate  amounts  in  an  equitable  system  by  whcih 
the  exorbitant  rates  now  paid  for  express  shipment  may  be  re- 
duced one-half  or  more.  The  total  amout  now  thrown  into  the 
maws  of  the  four  large  express  companies  by  the  cycle  trade 
cannot  be  much  short  of  one  and  one-half  million  dollars  annu- 
ally. A  saving  of  one-half  would  mean  the  addition  of  more 
than  seven  hundred  thousand  dollars  to  the  purchasing  capacity 
of  the  retail  trade.  Manufacturers  who  think  that  they  can  afford 
to  stand  aside  and  throw  away  the  chance  for  such  a  betterment 
in  the  general  condition  of  the  trade,  and  who  will  forego  all 
effort  for  bringing  it  about  because  they  do  not  pay  the  charges 
themselves,  have  only  learned  the  ABC  of  commerce.  It  was 
through  neglect  of  work  for  bettering  the  general  condition  of 
the  trade  along  such  and  similar  lines  that  the  National  Board 
of  Cycle  Manufacturers  came  to  its  death. 

Among  the  substitutes  for  express  service  which  have  been 
proposed,  shipment  by  fast  freight  is  foremost,  but  it  is  anfor- 
tuuately  practicable  only  between  large  centers  of  commerce. 
The  majority  of  the  cycle  trade,  being  located  in  towns  of 
smaller  size,  cannot  take  advantage  of  the  work  of  fast  freight 
associations.  They  have  only  Hobson's  choice  between  one  or 
another  express  company.  Their  position  is  further  aggravated 
by  the  sixty  day  guarantee  which  is  another  of  the  evils  that  the 
National  Board  failed  to  abolish  and  which  compels  the  agent  to 
ship  repair  parts  both  ways  in  a  great  many  cases  when  one 
shipment  of  a  part  for  replacement  should  be  sufficient. 

The  large  majority  of  the  trade  has  nothing  to  hope  for  from 
fast  freight,  but  must  rely  for  relief  upon  legislation  by  which 
either  the  express  business  may  be  reorganized  on  a  basis  consist- 
ent with  modern  business  requirements,  or  urge  the  United  States 
government  to  take  it  into  its  own  hands  to  organize  a  parcels 
post.  The  concentration  of  industry  jointly  with  the  diffusion  of 
civilized  requirements  in  small  towns  and  rural  districts,  in- 
creases the  volume  of  express  service  rapidly  from  year  to  year, 
and  the  regulation  of  charges  for  transportation  of  parcels  is 
therefore  gradually  growing  into  a  problem  of  acute  national  im- 
portance. The  cycle  trade  is  financially  interested  in  its  proper 
solution  more  than  perhaps  any  other  branch  of  trade,  and  its 
members  should  therefore  receive  the  movement  which  has  now 
been  started  in  New  York  for  entering  the  problem  upon  the 
arena  of  local  and  national  politics  with  all  the  attention  to  which 


304 


The  Cycle  Age  and  Trade  Review 


It  is  entitled.  It  may  be  labeled  the  Parcel  Post  movement,  or  it 
may  become  known  under  another  name.  Under  whichever 
name  it  shall  appear  in  politics  it  is  well  to  remember  that  it 
spells  hard  dollars  for  the  cycle  retail  trade. 

*        «        *        • 

In  many  parts  of  the  country  it  is  believed  that  sales  of 
bicycles  will  not  increase  in  consequence  of  the  reduction  in  list 
values.  A  dealer  in  West  Virginia  while  voicing  this  opinion 
has  remarked: 

The  trade  is  governed  now  by  the  natural  laws  of  supply  and  demand.  I  don't 
think  the  reduction  in  price  will  cause  much  of  a  boom  in  the  business.  If  it  had 
come  two  years  ago  when  the  fever  was  raging  it  would  have  done  lots  of  good. 
As  many  people  ride  nowadays  as  before,  but  they  are  not  so  anxious  to  have  a  new 
model  every  year.  They  ride  a  machine  until  it  wears  out.  To  tell  the  truth  the 
bicycle  business  has  got  to  be  just  like  the  buggy  business.  It  is  on  the  same  basis 
and  will  continue  to  be  steady  from  now  on.  There  is  more  money  now  in  repair- 
ing bicycles  than  there  is  in  selling  them.  There  will  always  be  a  good  business  in 
repairing  bicycles. 

Demand  is  so  largely  a  matter  of  purchasing  capacity  that 
one  unhesitatingly  rejects  this  forecast  of  retail  trade  for  the 
coming  year.  If  it  shall  be  proven  that  the  buying  capacity  of 
the  mass  of  people  is  as  great  as  is  cautiously  inrerred  from  the 
general  revival  in  business,  then  assuredly  bicycles  will  be  sold 
in  greater  numbers,  and  their  temptingly  low  prices  will  con- 
tribute powerfully  to  that  end. 


If  the  United  States  foreign  parcels  post  service  was  equal 
to  that  of  Great  Britain  in  scope,  weight  limit  on  packages  to 
be  transmitted,  or  rates,  makers  of  cycle  parts  and  sundries 
would  be  benefited  greatly  in  their  quest  for  foreign  trade.  The 
limited  range  of  our  foreign  parcels  post  service  is  hardly  less 
of  a  hindrance  to  the  wide  distribution  of  these  goods  than  the 
provision  in  the  laws  of  the  United  States  laws  which  makes  it 
impossible  in  many  cases  to  use  this  service  for  packages  weigh- 
ing more  than  one  pound.  From  Great  Britain  11-pound  pack- 
ages can  be  shipped  to  almost  any  part  of  the  world  and,  con- 
sidering distance,  much  more  cheaply  than  they  can  be  sent 
from  this  country  to  markets  in  which  each  nation  has  equal 
postal  facilities.  To  illustrate  by  the  aid  of  countries  to  which 
we  make  extensive  cycle  shipments:  British  Guiana  is  1,700 
miles  from  us  and  5,200  miles  from  England,  yet  on  a  pair  of 
pedals  forwarded  to  that  point,  weighing  one  pound,  our  postal 
rates  would  be  12  cents,  while  the  English  charge  would  be  20 
cents,  or  twice  as  much,  for  carrying  the  package  three  times  as 
far.  Our  cycle  trade  with  the  Hawaiian  Islands  is  bound  to  be 
extensive,  and  yet  with  only  2,240  miles  separating,  as  compared 
with  8,500  miles  from  England,  a  saddle  packed  so  as  to  weigh 
not  more  than  one  pound  would,  if  shipped  from  this  country, 
cost  12  cents,  as  against  24  cents  from  England.  A  package 
weighing  three  pounds  can  be  sent  from  the  United  States  to 
Mexico  at  a  postal  charge  of  36  cents,  while  from  England,  5,000 
miles  away,  the  same  package  will  only  cost  24  cents. 


Shippers  of  bicycles  and  parts  are  in  merry  mood  over  the 
announcement  of  the  intention  to  press  the  amendment  of  the 
Interstate  Commerce  Law  and  if  possible  secure  a  uniform  clas- 
sification of  freights.  There  are  three  freight  classification  as- 
sociations to  whose  edicts  the  bicycle  shippers  must  bow — East- 
ern, Western  and  Southern — and  although  avowedly  they  act  in 
harmony  with  each  other,  yet  the  stubborn  fact  remains  that 
they  reserve  to  themselves  the  privilege  of  doing  as  they  see  fit. 
From  time  to  time  they  alter  freight  rates  in  various  territories 
and  regard  such  changes  as  without  the  control  of  the  joint  in- 
terests. It  was  in  conformity  to  such  license  that  last  spring 
the  Southwestern  Traffic  Association,  which  exercises  control 
over  freight  south  of  St.  Louis  and  Washington,  D.  G.,  estab- 
lished a  new  custom  and  charged  double  first-class  rates  on  bi- 
cycles. Later,  at  the  solicitation  of  the  National  Cycle  Board  of 
Trade,  the  classification  was  changed  to  one  and  a  half  times 
first  class^ — the  rate  in  vogue  with  the  other  two  associations. 


Freight  classification  is  determined  by  three  factors — value, 
weight  and  bulk,  rank  being  given  the  importance  of  each  fac- 
tor in  the  order  named.  Bicycles  sell  at  $50  nowadays.  Buggies 
and  vehicles  are  more  expensive.   But  buggies,  which  are  K.  D. 


(knocked  down)  in  classification,  are  given  the  same  rating  as 
bicycles,  and  yet  there  is  no  such  thing  as  K.  D.  to  a  bicycle. 
Chairs,  on  the  other  hand,  are  marked  S  .U.  (set  up).  They  are 
cheaper  than  bicycles,  and  yet  the  rate  is  the  same  as  on  bi- 
cycles. Desks  ditto.  There  is  enough  confiict  among  the  arti- 
cles enumerated  to  prove  the  need  for  a  thorough  revision  of 
freight  classifications.  The  fact  that  75  per  cent,  of  bicycle 
shipments  go  by  express  is  not  an  argument  for  the  retention  of 
the  present  system  of  discrimination.  On  the  contrary,  with  the 
prospect  of  increased  use  of  freight  cars  for  such  shipments  there 
is  all  the  more  need  for  making  the  charges  right.  The  rail- 
roads have  firmly  held  to  a  belief — founded  years  ago  when  the 
profits  of  the  industry  were  large — that  bicycles  can  stand  a 
heavier  freight  assessment  than  any  other  article  of  merchan- 
dise, and  not  content  with  this  assumption,  in  spite  of  steadily 
declining  price,  they  have  carried  their  discriminating  practices 
to  all  the  branches  of  manufacture  which  have  to  do  with  cycle 
building  and  forced  them  to  accept  unjust  classifications. 


Even  after  drawing  upon  the  prominent  tire  markets  for 
denials  concerning  their  alleged  participancy  in  the  formation 
of  a  rubber  trust,  one  is  not  at  liberty  to  infer  that  its  opera- 
tions, provided  it  is  formed,  will  not  affect  the  bicycle  industry. 
It  is  part  of  the  plan  to  control  the  world's  crude  rubber  supply. 
There  are,  however,  certain  difficulties  in  the  way  of  accomplish- 
ing this  part  of  the  programme  which,  to  use  the  language  of 
the  India  Rubber  World,  would  not  be  easily  overcome  by  a 
single  company.  While  the  growth  of  rubber  is  confined  to  cer- 
tain countries,  the  amout  of  territory  involved  is  enormous.  The 
area  known  to  produce  Para  rubber  is  reported  at  more  than 
1,000,000  square  miles,  of  which  probably  not  more  than  one- 
fourth  has  ever  been  worked.  Furthermore,  the  older  districts 
never  become  "worked  out,"  but  constantly  Increase  their  pro- 
eduction.  These  forests  are  reached  by  means  of  thousands  of 
miles  of  navigable  rivers,  on  which  hundreds  of  steam  vessels 
ply,  representing  an  investment  of  millions  of  capital. 
The  proposition  to  monopolize  the  rubber  supply  looks 
rather  to  controlling  the  market  at  Para,  as  operators  in  wheat 
deal  with  accumulations  of  stocks  rather  than  with  individual 
farmers.  But  a  company  which  should  gain  control  of  all  the 
rubber  now  existing,  and  even  of  all  the  producers  now  at  work, 
ers  in  new  fields,  who  would  enter  the  business  in  such  numbers 
that  any  attempt  to  control  all  of  them  would  call  for  constant 
additions  to  the  capital  of  the  trust. 


None  of  the  manufacturing  firms  which  lately  received  letters  from  The  Cycle 
Age  asking  for  opinions  on  the  show  question  will  dare  to  taint  their  honor  by 
avowing  that  the  printed  replies  were  "faked."  For  The  Cycle  Age  has  the  origi- 
nals in  its  possession.— r?te  Cycle  Age. 

That  doesn't  constitute  a  denial  that  the  anti-show  letters  run  in  the  Chicago 
paper  were  written  last  summer  or  were  addressed  to  the  Board  of  Trade's  secre- 
tary. The  Cycle  Age  sneaks  out  of  a  direct  answer.  Let  us  ask  what  right  the 
Cycle  Age  has  to  hold  letters  not  addressed  to  it.e\f.—The  Cycling  Gazette. 

By  the  right  arising  out  of  this  fact:    The  letters  in  question 
were  addressed  to  the  Cycle  Age. 


-~^ 


,.€■• 


The  Cycle  Age  and  Trade  Review 


305 


Bicycle  Time 


This  is  the  time  of  year  when  people  begin  to  talk  Bicycle.    Are  you  goingf  to  buy 
one  ?    If  so  call  on  our  local  agent  in  your  locality  and  examine  the 


Many  improvements  shown  in  the  '99  models  that  ARE  improvements — not  mere 
CHANGES. 

Our  unequalled  factory  facilities  and  enormous  output  enable  us  to  offer  Crescents  at 
the  following"  list  prices  : 


JUVENILE  (24-'nch  wheels) 

C2iAIN  MODELS, 

BEVEL  GEAR  CHAINLESS  MODELS, 


$25. 
$35. 
$60. 


....CHICAGO— WESTERN  WHEEL  WORKS,  "akers— new  york 


r 


NEW    TESTIMONIALS     EACH    WEEK. 


«M 


MILWAUKEE  TIRES 

PUNCTURE  PROOF 


Pneumatic 
Single  Tube 

Sheboygan,  Wis.,  Dec.  11, 1898. 

Milwaukee  Patent  Pdnctuke- Proof 
TiEE  Co.,  Milwaukee,  Wis. 

Gentlemen — I  would  like  to  say  in  r^ard  to 
your  Patent  Puncture-Proof  Tire,  that  they  are 
everything  they  are  represented  to  he,  and  have 
given  me  entire  satisfaction. 

Previous  to  getting  your  tire  I  had  ridden  five 
different  sets  in  two  months.  Your  tire  has  stood 
all  the  tests  in  rough  handling  and  riding.  They 
are  a  soft,  easy  riding  tire,  and  I  vnU.  ride  no 
other  but  the  Milwaukee  Patent  Puncture-Proof 
Tire.  Yours  truly. 

(Signed)    Arthub  F.  Stehn. 

Manistiqtje,  Mich.,  Dec.  5, 1898. 

MlLWAiTKEE  Patent  Puncture-Pboof  Tike  Co., 
Milwaukee,  Wis. 
Gentlemen— Replying  to  your  favor  of  19th  ult.,  will  say,  that  I  have 
ridden  one  of  your  tires  1128  miles  on  the  rear  wheel  of  my  bicycle  with- 
out a  single  puncture,  the  same  being  ridden  over  streets  where  some 
miscreants  had  put  pounded  glass  and  carpet  tacks,  and  others  were 
constantly  being  annoyed  with  punctures  and  bad  cuts.  Hence,  will 
simply  say  that  it  has  given  perfect  satisfaction  in  every  respect  and  I 
would  recommend  them  to  all  riders.    Yours  respectfully, 

(Signed)       A.  Van  Habteb. 


Resilient 
Easy  Riding 

Huntington,  W.  Va.,  Nov.  28, 1898. 
Milwaukee  Patent  Punctube-Pboof 
TiEE  Co.,  Milwaukee,  Wis. 
Gentlemen — I  have  been  riding  yovir  tire  since 
the  first  of  September  and  judging  from  the  satis- 
faction it  has  given  me,  1  can  truthfully  say, 
"  I  regard  it  as  the  best  tiee  on  the  market." 

My  vocation  is  such  as  to  keep  me  on  my  wheel 
a  good  portion  of  each  day  and  in  all  kinds  of 
weather,  and  in  your  puncture-proof  tire  I  have 
found  such  an  article  as  to  meet  fully  the  de 
mands  of  a  constant  rider  and  all  conditions  of 
roads. 

Have  ridden  many  other  makes  of  tires,  but 
now  cheerfully  recommend  yours  as   the   best 
which  has  thus  far  come  under  my  observation. 
Very  truly  yours, 

(Signed)       J.  C.  Lb  Sage, 

Carrier  No.  2. 

L.  J.  FLOTOW,  Contractor  and  Builder. 

OcoNOMOwoc,  Wis.,  Dec.  6, 1898. 
Milwaukee  Patent  Punctube-Proof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen  I  have  used  your  puncture-proof  tires  on  my  wheel  for 
about  8  months.  I  do  not  know  how  many  mUes  I  have  traveled  on  them, 
but  with  a  view  of  testing  them  to  my  own  satisfaction,  used  them  reck- 
lessly, but  find  them  unphased,  and  consider  them  as  good  to-day  as 
when  I  commenced  to  use  them.       Respectfully, 

(Signed)       L.  J.  Flotow. 


Representatives  Wanted.       Write  for  Prices  and  Other  Information. 

I  MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO.,  MILWAUKEE,  WIS,,  U.  S.  A.   . 


306 


The  Cycle  Age  and  Trade  Review 


FEAR  AMERICAN  COMPETITION 


FRENCH  INDUSTRIES  IN  DANGER 


Bicycle  flakers  Try  to  Save  Themselves 

With  American  Machinery— Our 

Motor  Vehicles  Best. 


After  having  been  denied  admittance  to 
the  Paris  cycle  show  the  French  firm 
which  represents  several  of  the  leading 
American  bicycle  manufacturing  compa- 
nies appealed  to  the  president  of  the 
show,  but  he  upheld  the  former  decision. 
The  American  agents  then  decided  to 
open  an  exhibit  in  their  own  store,  and 
two  French  houses  offered  the  use  of 
their  rooms  for  displays.  These  offers 
were  accepted  and  the  thirty-nine  differ- 
ent models  of  American  machines,  repre- 
senting five  different  makes,  were  put  on 
exhibition.  These  displays  were  free.  If 
a  fair  comparison  can  be  made  in  such  a 
case  the  private  exhibition  was  better  at- 
tended than  the  national  show,  especially 
by  agents  coming  from  all  parts  of  Eu- 
rope, who  examined  the  American  goods 
critically  and  placed  many  good  orders. 

Customers  Demand  American  Qoods. 

There  was  much  discussion  in  the  daily 
press  regarding  the  Franco-American  in- 
cident, and  the  comment  was  not  by  any 
means  unanimously  in  favor  of  the 
Frenchmen.  One  paper  observed  that  it 
was  much  to  be  regretted  that  "such  a 
good  opportunity  was  given  the  Ameri- 
cans to  show  their  goods."  The  discus- 
sion had  also  given  too  good  an  opportu- 
nity to  many  dealers  in  European  coun- 
tries to  voice  their  opinion  of  American 
made  machines.  One  prominent  Belgian 
dealer  stated  in  print  that  during  the 
many  years  he  had  been  in  the  cycle  trade 
he  had  handled  French,  German,  English, 
Austrian,  Belgian  and  American  bicycles 
and  a  line  of  bicycles  made  by  himself, 
but  now  he  sells  none  but  American  made 
bicycles,  as  his  customers  prefer  them  be- 
cause they  are  stronger,  better  made  and 
cause  less  annoyance  than  any  of  the 
others.  Another  big  dealer  in  Berlin 
wrote  that  it  is  almost  impossible  for  him 
to  get  enough  American  bicycles  to  sup- 
ply the  demand,  and  that  unless  the  gov- 
ernment takes  serious  steps  towards  in- 
creasing the  duties  the  Americans  will, 
inside  of  two  years,  be  the  masters  of  the 
bicycle  market  in  Germany  and  have 
killed  the  competition  of  the  home 
makers. 

Using  American  riachinery  and  Material. 

The  same  complaint  is  made  by  the 
French  makers.  One  of  the  latter  says: 
"We  do  not  pretend  to  make  the  best  bi- 
cycles in  the  world,  but  we  tell  our  cus- 
tomers that  what  constitutes  the  quality 
of  the  machine  is  the  science  of  the  work- 
man and  the  material  employed;  that  we 
make  use  of  the  best  machinery  obtaina- 
ble, and  if  there  is  any  that  we  have  not 
we  will  send  for  it.  We  are  using  ma- 
chinery from  ten  firms  in  the  United 
States  and  last  year  bought  $20,000  worth 
of  American  material,  and  are  willing  to 
get  more  if  there  is  any  of  good  quality 
which  we  have  not.  Then  we  will  see  if 
we  cannot  produce  as  good  bicycles  as  the 
Americans  make." 

Automobile  Trade  Threatened. 

A  Paris  daily  paper,  after  pointing  out 
the  supremacy  of  our  bicycles  in  the  mar- 
kets of  Europe,  asks  how  it  will  be  with 
automobiles.  "We  have  received  news 
from  our  countrymen  in  Boston.  New 
York  and  Chicago,  saying  that  the  auto- 
mobiles seen  there  were  much  better,  finer 
and  less  clumsy  than  any  French  automo- 
biles and  that  the- Americans  were  well 
prepared  to  compete  in  every  respect  with 
French  or  European  motor  vehicles.  It 
is  to  be  hoped  that  some  measures  will  be 
taken  to  prevent  the  American  makers 


from  dominating  the  French  trade  in  au- 
tomobiles as  they  have  had  the  opportu- 
nity to  do  with  their  bicycles.  Even  if  we 
do  not  make  these  vehicles  as  handsome 
and  neat,  it  should  not  be  an  excuse  for 
letting  our  own  industry  die  out." 


CYCLE  ENGINEERS'  INSTITUTE 


In  England  the  Cycle  Engineers  have  Finally  Agreed 
Upon  the  Qualifications  for  Hembers. 


The  preliminary  work  of  forming  the 
Cycle  Engineers'  Institute  in  England  is 
at  an  end.  Candidates  for  admission  as 
active  members  must  "be  persons  not  un- 
der twenty-five  years  of  age,  who,  having 
occupied  for  at  least  four  years  a  respon- 
sible position  in  connection  with  the 
science  or  practice  of  cycle  engineering, 
or  having  done  service  which  may  be 
deemed  equivalent,  and  being  at  the  time 
of  their  application  actually  engaged  in 
the  science  or  practice  of  cycle  engineer- 
ing, may  be  considered  qualified  for  elec- 
tion." 

Candidates  for  admission  as  associate 
members  must  possess  practically  the 
same  qualifications,  except  that  the  clause 
as  to  having  occupied  for  four  years  a  re- 
sponsible position  is  omitted,  and  "hav- 
ing been  engaged  in  such  work  as  is  con- 
nected with  the  science  or  practice  of  cy- 
ccle  engineering"  is  substituted.  They 
may  afterwards  be  transferred  to  the 
class  of  members. 

Graduates  are  defined  as  "persons  not 
under  eighteen  years  of  age,  who  are,  or 
have  been,  pupils  of,  or  who  are  pro- 
posed by  corporate  members;"  while  can- 
didates for  admission  as  associates  "must 
be  persons  not  under  twenty-one  years  of 
age,  who,  from  their  position  in  connec- 
tion with  the  science  or  practice  of  cycle 
engineering,  may  be  considered  eligible." 

There  is  another  clause  which  provides 
that  "candidates  for  admission  as  mem- 
bers, associate  members,  or  graduates 
may  be  called  upon  to  prove  by  examina- 
tion their  knowledge  of  the  principles  of 
cycle  engineering,"  but  this  clause  will 
only  be  enforced  in  exceptional  cases. 


HOLIDAY  SIDE  LINE  TRADE 


Buffalo  Cycle  Dealers  Pleased  with  Christmas  Sale 
of  Athletic  and  Photographic  Qoods. 


The  value  of  a  good  side  line  in  a  cycle 
store  was  most  thoroughly  demonstrated 
during  the  holiday  season  in  Buffalo, 
where  every  establishment  with  a  side 
stock  did  a  very  gratifying  business.  A 
heavy  trade  was  done  in  athletic  and 
amateur  photographic  goods,  particularly 
in  the  latter,  much  to  the  disgust  of  the 
exclusive  photographic  supply  people.  A 
very  satisfactory  business  was  also  done 
in  the  bicycle  trade,  more  machines  hav- 
ing been  sold  than  ever  before  at  Christ- 
mas time,  which  is  looked  upon  as  a  good 
omen. 

Speaking  on  the  question  of  side  lines, 
a  bicycle  dealer  said:  "Sell  a  person  a 
camera  and  he  is  sure  to  come  back  to 
your  store  for  supplies.  We  give  our  cus- 
tomers the  privilege  of  our  dark  room, 
and  where  it  is  desired  we  do  the  printing 
and  devolping  for  them,  making  a  charge 
to  cover  materials  used.  We  catch  those 
that  do  their  own  work  and  those  that  do 
not,  and  in  this  way  scores  of  young  peo- 
ple visit  our  store  daily.  They  are  all 
wheelmen  and  wheelwomen,  and  the 
chances  are  even  that  when  the  riding 
season  approaches  we  will  be  able  to  in- 
terest them  in  our  bicycles.  It  is  a  busi- 
ness that  is  growing  rapidly.  It  knows 
no  'dull  periods'  and  yields  a  good  profit." 


The  plant  of  the  McKaig-Dorntge  drop 
forging  company  of  Buffalo  was  destroyed 
by  fire  January  2,  at  a  loss  of  about  $25,- 
000,  which  is  partially  covered  by  insur- 
ance. 


BUFFALO'S  LARGE  BLACKLIST 


SECOND    HAND    STOCK   COHflON 


Fifteen  Hundred  "Bad  Pay"  Customers 

-Cause  Dealers  Heavy  Loses — Ma= 

chines  Misrepresented. 

Buffalo,  Jan.  9. — The  names  of  more 
than  1,500  persons  of  this  city  appear  on 
lists  that  have  been  submitted  to  the 
local  board  of  trade  by  dealers,  to  be  list- 
ed in  the  record  of  bad  accounts  that  is 
made  up  yearly  and  furnished  to  those  of 
the  trade  that  hold  membership  for  their 
guidance  in  selling  on  the  credit  system. 

Concerns  that  sold  on  the  long-time- 
payment  plan  and  those  that  handled 
cheap  grades  are  the  heaviest  losers,  more 
than  two-thirds  of  those  whose  names  ap- 
pear on  the  list  being  customers  of  these 
establishments. 

Many  of  the  persons  whose  names  grace 
this  document,  it  is  said,  bought  under 
misrepresentation.  Inferior  grades  of  bi- 
cycles were  sold  them  at  high  grade  prices 
and  when  they  discovered  the  trick  they 
discontinued  their  payments  and  the  ma- 
chines were  either  returned  voluntarily 
to  the  seller  or  the  buyers  suffered  them 
to  be  taken  from  them. 

Dealers  Forget  the  List. 

With  some  hundreds  of  others  on  the 
list  it  has  been  the  custom  to  secure  a 
mount  on  the  long-time-payment  contract 
and  after  paying  $10  or  $15,  which  under 
this  plan  would  be  about  the  amount  paid 
at  the  close  of  the  season,  refuse  to  make 
further  payments  and  the  dealer  would 
be  forced  to  take  back  the  machine  which 
would  then  be  second  hand  and  which  had 
to  be  sold  at  a  loss.  These  people  appear 
on  the  list  each  year  and  it  would  seem 
that  dealers  would  profit  by  the  experience 
of  others,  but  in  the  eagerness  of  the  av- 
erage dealer  to  make  a  sale  the  "slow 
pay"  or  "dead  beat"  characters  on  the  list 
are  overlooked. 

As  a  result  of  these  conditions  there  are 
many  second  hand  bicycles  going  into 
stock  on  which  much  loss  will  be  sus- 
tained.   

Rex  Cycle  Co.  in  Sheriff's  Hands. 

The  factory  and  stock  of  the  Rex  Cycle 
company  of  Chicago,  which  manufac- 
tured three-wheeled  anti-vibration  bicy- 
cles at  Seventy-second  and  Wallace 
streets,  was  taken  possession  of  by  the 
sheriff  last  Saturday  morning  on  an  at- 
tachment writ  for  $27,456.67.  The  claim 
is  for  money  advanced  on  notes  and  the 
assets  of  the  company.  The  retail  store 
at  280  Wabash  avenue  was  vacated  about 
a  month  ago. 


Spaulding  Screw  Plant  in  Operation. 

The  Spaulding  Machine  Screw  plant  of 
Buffalo  is  being  operated  by  Mr.  Keim, 
wt  recently  bid  it  in  at  foreclosure  sale. 
It  is  not  known  whether  he  will  operate 
it  permanently  or  not.  A  large  number  of 
orders  remained  unfilled  and  with  those 
received  since  the  sale  there  is  now 
enough  work  to  keep  the  plant  busy  for 
some  time. 


Will  Purchase  a  Going  Business. 

Mr.  Samuel  Snell  is  desirous  of  pur- 
chasing a  going  business  of  moderate  size. 
He  would  not  object  to  buying  an  interest 
in  a  concern  whose  directors  appreciate 
the  value  of  an  experience  in  the  cycle 
trade  such  as  he  possesses.  Any  firm  de- 
sirous of  communicating  with  Mr.  Snell 
is  at  liberty  to  address  him  at  Toledo. 


The  attendance  at  the  Paris  cycle 
show,  which  closed  December  26,  was  al- 
most 70,000,  the  greatest  daily  attendance 
having  been  22,000,  admitted  on  Wednes- 
day, December  18. 


The  Cycle  Age  and  Trade  Review 


307 


THE  CHICAGO  CYCLE  SHOW 


Sundries    and    Accessories    More   Fully  Represented  than 
Bicycles — The  Exhibition  in  Detail 


Last  Saturday  evening  the  Chicago  cy- 
cle show,  promoted  and  managed  by  N. 
H.  Van  Sicklen,  was  opened  to  visitors 
in  the  Keith  building  on  Wabash  avenue. 
It  occupies  two  floors  and  comprises  be- 
sides bicycles,  cycle  sundries  and  acces- 
sories, also  motor  vehicles. 

A  portion  of  the  space  is  set  aside 
where  the  exhibitors  of  the  motor  vehi- 
cles may  drive  up  and  down,  steering 
their  way  adroitly  around  pillars  and 
other  obstacles.  The  same  space  is  uti- 
lized by  riders  of  the  Giraffe  bicycle,  car- 
rying an  advertisement,  and  other  bicycle 
riders  who  are  showing  special  machines 
such  as  one  of  the  Cantilever  pattern  and 
one  geared  to  324,  and  by  anybody  who 
desires  to  try  other  exhibits,  especially 
saddles,  by  actual  riding.  This  depart- 
ment absorbs  much  of  the  public's  atten- 
tion, but  It  is  stated  by  many  exhibitors 
that  the  show  is  also  giving  satisfactory 
results  from  a  trade  standpoint. 

Local  Tone  Apparent. 

In  general  effect  it  is  in  no  way  to  be 
compared  with  the  National  shows  of  for- 
mer years. 

The  limited  space  alone  effectually  pre- 
vents any  general  impression  of  splendor 
and  magnificent  proportions.  The  ab- 
sence of  the  majority  of  cycle  manufac- 
turers who  are  not  identified  with  Chica- 
go, imparts  a  distinctly  local  character  to 
the  exhibition.  It  is  a  local  Chicago  show, 
where,  however,  many  wholesale  dealers 
in  sundries  find  it  convenient  to  con- 
gregate to  compete  for  the  trade  of  deal- 
ers. The  net  results  of  the  show,  con- 
sidered as  a  trading  ground,  cannot  yet 
be  estimated. 

The  public's  attendance  has  been  small 
in  the  daytime,  but  suificient  to  fill  the 
space  comfortably  in  the  evenings.  No 
great  enthusiasm  has  been  manifested  by 
the  visitors,  but  the  mere  fact  that  sev- 
eral thousand  Chicago  people  have  proved 
willing  to  pay  an  admission  to  see  cycles 
and  cycle  accessories  in  the  month  of 
January,  appears  to  have  inspired  the 
trade  in  Chicago  with  more  hopes  for  a 
brisk  spring  retail  trade  than  were  en- 
tertained before  the  show  was  opened. 

The  early  consummation  of  wholesale 
deals  has  been  one  of  the  chief  topics  of 
conversation  among  the  exhibitors.  By 
comparison  of  notes  it  seems  to  have  been 
found  that  nearly  all  manufacturers  had 
disposed  of  an  unusually  large  percent- 
age of  their  products  before  January  i  ^ 

From  the  following  brief  account  of  the 
show,  the  trade  at  large  will  be  enabled 
to  form  an  estimate  of  its  general  char- 
acter, and  of  the  scope  of  the  business  of 
each  exhibitor.  In  several  instances  it 
was  found  impossible  to  make  the  list 
absolutely  complete,  nobody  being  pres- 
ent at  the  stand  when  The  Cycle  Age  re- 
porter called;  but  the  few  omissions 
which  are  due  to  this  cause,  are  of  small 
significance  for  forming  a  generally  cor- 
rect idea  of  the  character  of  the  exhibi- 
tion as  a  whole. 

American  Chainless  Wheel  Co.,  Chicago. 

Stand  155. — The  exhibitor  is  located  at 
53  Dearborn  street,  Chicago,  and  shows 
an  anti-shock  bicycle  with  one  28-inch 
driving  wheel,  a  16-inch  trailing  wheel 
and  a  20-inch  steering  wheel.  The  weight 
of  it  is  to  be  reduced  to  about  22 
lbs.    The  model  shown  weighs  32  lbs.    It 


is  similar  to  the  Rex  bicycle  in  principle 
but  shorter. 

Acme  Mfg.  Co.,  Reading,  Pa. 

Stands  7  and  8. — Exhibits:  Stormer  and 
Pennant  bicycles  and  Mars,  a  $25  model, 
and  a  double  diamond  tandem  convertible 
to  combination.  Several  points  of  equip- 
ment which  were  formerly  used  on 
Stormers  only  are  now  also  features  of 
the  Pennants. 

Retail    Wt., 

Model.  Style.    Price.       lbs. 

Stormer  men's  25 Chain        $40     24 

Stormer  ladies'  26 Chain  40     25% 

Pennant  men's  21 Chain  35     26 

Pennant  ladies'  22 Chain  35     26% 

Mars.   27 Chain  25      26 

Mars   28 Chain  25     27 

Stormer  juvenile  1  and  2 20 

Stormer  juvenile  3  and  4 25 

Stormer  tandem Combination  60     48 

American  Electric  Vehicle  Co.,  Indianapolis. 

Stand  62. — The  vehicles  manufactured 
by  this  firm  are  driven  by  storage  batter- 
ies and  are  mainly  of  the  light  road  wag- 
on pattern  mounted  on  bicycle  pattern 
wheels. 

Retail   Wt., 

Model.  Style.    Price,      lbs. 

Runabout  Electric    $1,000       900 

C.  K.  Anderson,  Chicago. 

Stand  121.— Exhibit:  E-Klips  toe  clips, 
Chalfant  saddle  clamps,  Collin's  child's 
seat,  mother  of  pearl  grips.  Ventilated 
Grip  Co.'s  sponge  rubber,  flexible  Perfec- 
tion and  Relief  grips  in  several  styles  and 
coverings,  Frederick's  adjustable  handle 
bar,  Dexter  parcel  and  camera  carriers, 
Red  Cross  cements,  enamels,  supplies, 
ovens,  vulcanizers  and  brazers,  Shirley's 
detachable  dress  guards,  Lobdell  maple 
single  piece  rims  and  guards,  and  Climax 
pumps. 

Ariel  Cycfe  nfg.  Co.,  Goshen,  Ind. 

Stand  121. — Several  models  of  men's 
and  ladies'  Ariels  all  having  flush  jonts 
and  nickeled  arch  crowns  are  exhibited. 
The  hanger  parts  hubs,  etc.,  are  of  home 
manufacture.  The  company  also  make  a 
pair  of  machines  fitted  with  the  Sager 
roller  gear. 

Retail    "Wt., 

Model.  Style.    Price.       lbs. 

Men's  50  30  in,   wheels         $65      25y2 

Racer  51   Chain  60     2iy2 

Men's  52    Chain  50     24% 

Ladies'  53  Chain  50      24% 

Men's  54   Chain  40     25 

Ladies'  55  Chain  40      25% 

Tandem  56  Double  diamond  75      46 

Tandem  57  Combination  75      48 

Men's  58 Sager  Chainless  75     26% 

Ladies'  59  Sag-er  Chainless  75     26% 

Eugene  Amstein,  Chicago. 

Stand  5. — This  firm  exhibits  in  a  gen- 
eral way  a  representative  collection  of  its 
large  sundry  line,  which  is  recognized  as 
one  of  the  most  complete  from  which  the 
retail  dealer  may  draw  his  supplies.  The 
firm  expects  no  special  results  from  the 
show,  but  is  represented  merely  to  avoid 
invidious  comparisons.  Location  of  ex- 
hibitor, 86  and  88  West  Lake  street,  Chi- 
cago. 

Artemis  Plating  Works,  Chicago. 

Stand  70 — Exhibits:  Many  styles  of 
plain,  ram's  horn  and  adjustable  bars, 
seat  posts  and  Artemis  hubs,  and  rat  trap 
and  combination  Runaway  pedals.  Bar 
stems  are  shown  with  and  without  ex- 
panders. 

Badger  Brass  nfg.  Co.,  Kenosha. 

Stand  73. — The  well  known  Solar  lamp 
exhibited  here,  while  not  so  small  and 
light  as  some  of  the  more  recent  acetylene 
lamps  placed  on  the  market,  merits  the 


distinction  of  being  very  reliable  and  safe 
in  its  operation  and  of  burning  for  a  long 
time  without  recharge.  The  two  styles  of 
carriage  lamps  also  exhibited  are  in  oper- 
ative principle  but  enlarged  patterns  of 
the  cycle  lamp. 

Retail    Wt., 
Model.  Style.    Price.       oz. 

Solar  cycle  lamp Acetylene       $3.50  31 

Solar  coach   lamp Acetylene       15.00  pair. 

Solar  dashb'd  lamp.. Acetylene         9.00  pair. 

Beckley-Ralston  Co.,  Chicago. 

Stand  41— Exhibits:  D.  &  J.  and  Fau- 
ber  hangers,  Thompson  frame  sets  and  fit- 
tings, Crosby  &  Mayer's  fittings,  Bridge- 
port and  Baldwin  chains,  Gordon  and 
Brooks'  saddles.  Solar,  Pony  and  Brilliant 
acetylene  lamps,  20th  Century  gas  and  oil 
lamps,  Excelsior  spokes,  Claus  handle 
bars,  rigid  handle  bars.  Star  and  Record 
pedals,  W.  &  E.  hubs  and  expanders, 
Smith  hubs  Diamond  tires  and  Shelby 
steel  tubing. 

David  Bradley  nfg.  Co.,  Chicago. 

Stand  63. — The  line  of  bicycles  displayed 
has  as  its  leader  the  well  known  truss 
frame  America.  The  company  is  acting 
along  the  same  line  as  are  many  other 
makers  in  that  it  builds  several  cheaper 
priced  patterns  so  that  agents  handling 
the  America  need  not  buy  their  lower 
priced  machines  from  other  houses.  A 
30-inch  wheeler  is  also  shown. 

Retail  Wt., 

Model.                                   Style.    Price.  lbs. 

America  men's  27 Truss  frame         $50  24 

America  ladles'  28.. Truss  frame          50  25 

Oriole   men's  29    Chain            35  24 

Oriole   ladies'    30    Chain          35  25 

Bradley  men's  31 Chain          40  24 

Bradley  ladies'  32 Chain          40  25 

Bradley  sipecial 30.  in.  wheels          45  24 

Tandem  25 Double  diamond         100  45 

Tandem.   26 Combination         100  48 

A.  D.  Brewster,  Chicago. 

Stand  137.— This  firm  handles  Lloyd's 
two-piece  hanger  fittings  and  makes  a 
specialty  of  frame  sets  ready  for  assemb- 
ling. He  also  carries  the  following  fin- 
ished bicycles: 

Retail    Wt., 

Model.  Style.    Price.       lbs. 

Men's  and  ladies 30  in.  wheels         $40        25 

Brown-Lewis  Cycle  Co.,  Chicago. 
Stands  33  and  40. — This  company  has 
acquired  control  of  the  Marion,  Ind.,  bicy- 
cle factory  where  Halladay  bicycles  were 
made.  This  name  will  be  continued  by 
Brown-Lewis  company.  They  also  make 
Syrian  bicycles  and  have  the  Western 
agency  for  Keating  bicycles,  which  are 
recognized  as  one  of  the  most  popular  in 
the  East  among  high-grade  machines. 
Two  models  of  Windsor  bicycles  of 
Charles  H.  Sieg's  manufacture  are  also 
marketed  by  them  as  during  the  past 
year. 

Retail    Wt., 
Model.  Style.    Price.       lbs. 

Syrian    special 30   in.    wheels         $45         24 

Hallady  men's Chain  40 

Hallady   ladles' Chain  40 

Syrian  men's  and  ladies Chain  40 

Windsor  men's  and  ladies.. Chain  45 

Winfield  A  (2).. 28  &  30  in.  wheels  35 

Winfield  B  (2) 30 

Winfield   special    22.50 

Keating  special 30  in.  wheels  75        21 

Keating  men's  90 Chain  50        22 

Keating  ladies'   91 Chain  50        22 

Keating  men's  80 Chain  40         22 

Keating  ladies'   81 Chain  40         20 

Mattabasett  (2)    Chain  35         25 

W.  J.  Buckley  &  Co.,  New  York. 

Stand  149.— W.  J.  Buckley  &  Co.  who 
hold  the  Electro  company's  western  agen- 
cy make  an  attractive  sale  exhibit  entire- 
ly devoted  to  demonstrate  the  virtues  of 
the  well-known,  small-sized  Electro  acety- 
lene lamp. 

Retail   Wt., 

Model.  Style.    Price.       oz. 

Eleotra    lamp    Acetylene       $3.50  14 

Bullis  Ball  Gear  Co.,  Rochester. 
Stand  154.— The  company  exhibits  the 
Bullis  ball-roller  gear,  which  was  recent- 
ly described  in  this  paper,  and  also  Duck- 
worth chains,  and  C.  &  T.  one-piece  hang- 


308 


The  Cycle  Age  and  Trade  Review 


ers,  C.  &  T.  expanders  and  C.  &  T.  seat 
post  clusters. 

Retail  Wt., 

Model.  Style.  Price.  lbs. 
Si>alding-  roadster.. Bullis  Ball  Gear. 

O.  K.  men's Chain         $40  24 

O.  K.  ladies'   Chain          40  26 

O.  K.  men's 30  in.  rear,  28  in. 

front          50  24 

O.  K.  ladies 30  in.  rear,  28  in 

front          50  26 

O.  K.  men's   30  in.  wheels          40  26 

Cantilever  Cycle  Works,  Chicago. 
Stand  156. — The  exhibitors  who  are  lo- 
cated at  30  B.  Washington  street,  Chica- 
go, have  the  sole  U.  S.  agency  for  the 
Pedersen  Cantilever  bicycle,  somewhat 
modified,  which  is  being  built  to  order  for 
$75  at  937  Western  avenue.  The  capacity 
of  the  factory  will  depend  upon  orders, 
The  handlebar  in  the  new  model  is  ad- 
justable. The  makers  will  use  pedals, 
hubs  and  hangers  of  substantial  construc- 
tion, and  the  bicycle  will  weigh  complete 
17  to  18  lbs, 

Betail  Wt., 
Model.  Style.       Price,    lbs. 

Men's  roadster Cantilever  frame    $75     17 

Men's  roadster Cantilever  frame     75     18 

Men's  roadster Cantilever  frame     75     19 

Ladies'  roadster.. Cantilever  frame     75     15% 

Carlisle  nfg.  Co.,  Chicago. 
Stand  142. — The  Carlisle  company  con- 
tinues to  make  a  specialty  of  racing  ma- 
chines fitted  with  30-inch  rear  and  28- 
inch  front  wheel,  among  their  other  mod- 
els. They  are  building  up  a  considerable 
trade  in  completely  equipped  juvenile 
machines  and  exhibit  "the  smallest  bicy- 
cle in  the  show." 

Retail    Wt., 
Model.  Style.    Price.       lbs. 

Carlisle   men's    Tandem        $80     44 

Carlisle  men's .Chain  50     22% 

Ciarlisle  men's  30  in.  wheels  50     23 

El  Mahdi  men's  Chain  40     23 

El  Mahdi  ladies'  Chain  50     22% 

Dart  men's   Chain  30     23 

Dart  ladies'    Chain  30     23% 

Carlisle   racer Chain  65     19 

Chicago  Handle  Bar  Co.,  Chicago. 
Stand  34. — The  principal  novelty  of  in- 
terest to  the  trade  is  an  addition  to  the 
company's  large  variety  of  bars  repre- 
senting its  own  construction  in  the  form 
of  the  well  known  Ideal  pattern  which  the 
company  is  now  prepared  to  manufacture 
under  Pope  license. 

H.  W.  Coolidge  &  Co.,  Chicago. 
Stand  52. — The  exhibiting  firm  is 
western  representative  of  Kokomo  Rub- 
ber Co.,  who  make  Defender  Special, 
Clover-Leaf  and  Oxford  tires,  the  Newark 
Cycle  Specialty  Co.  and  the  Frank  E. 
Bundy  Lamp  Co.  The  exhibitor's  loca- 
tion is  135-137  East  Lake  street,  Chicago. 
Further  details  of  the  lines  carried  by 
this  firm  will  be  given  in  a  subsequent 
issue  of  this  paper. 

Retail    Wt., 
Model.  Style.    Price.       ITds. 

Defender  Sipecial  Road     $7.50       4 

Clover  Leaf  Road       9.00      3% 

Oxford   (unguaranteed)    — Road      5.00       4 

Defender   Cactus       8.00      4% 

Defender    Tandem       8.50      4% 

Clover  Leaf   Tandem     11.00       4 

Clover  Leaf  Racer       9.00       3% 

Retail   Wt., 
Model.                                   Style.    Price.       oz. 
Bundy  lamp   Gas       $3.50  20 

Cushman  &  Denison,  New  York. 

Stand  47. — The  leading  oiler  in  the  ex- 
hibit is  the  "Perfect."  which  is  in  the 
form  of  a  small  round  cylinder  when 
closed  and  is  fitted  with  an  oil  stop  ar- 
rangement so  that  it  is  impossible  for  the 
oil  to  leak  out  into  the  tool  bag  or  rider's 
pocket. 

Model.  Retail  price. 

Perfect  oilers  $0.25 

Star  oilers   10 

Leader  oilers  10 

Gem  oilers  05 

G.  W.  Cole  &  Co.,  New  York. 

Stand  49 — Exhibit:  Cole's  well-known 
"3-in-one"  cycle  oil,  puncture  healing 
fluid,  chain  lubricant,  and  such  cycle 
equipments    and   sundries   as   toe    clips. 


baby  seats,  luggage  carriers,  nipple 
wrenches  and  spring  seat  posts.  All  ar- 
ticles are  of  Cole  manufacture. 

Cutting  &  Kaestner,  Chicago. 

Stand  165. — Saddles  and  toolbags  form 
the  exhibit.  The  firm  is  dealing  partly 
through  wholesalers  and  partly  through 
bicycle  manufacturers.  Lately  the  com- 
pany has  also  built  up  a  considerable  ex- 
port trade. 

Retail  wt., 

Model.  Style     Price.       oz. 

Cutting   A Racing       $2.50       16 

Cutting   B Racing        2.75       17 

Cutting  C Felt  padded        3.00      17% 

Cutting  D Pelt  padded        3.25       18 

Cutting  E Felt  padded         2.00       16 

Cutting  F Felt  padded         2.25       17 

Cutting  G Leajther  top         1.50       15 

Cutting  H Wood  base         1.75       16 

Cutting  I Felt  padded         2.00       16 

Cutting  J Pelt  padded         2.25       16 

Cutting  P... Wood  base,  padded         3.00       17 
Cutting  R... Wood  base,  padded,        3.25       18 

Cutting    I Pneumatic         5.00       15 

Cutting  2 Pneumatic        5.00       15 

Cutting  3    Pneumatic         7.00       16 

Nine  other  patterns.. Steel  base  $l-$2.25      15-18 

Edmonds  &  Wetzel,  Chicago. 
Stand  138.— This  firm  shows  the  Per- 
petual Pedal,  which  consists  of  only  four 
parts.  The  bearings  are  similar  to  hub 
bearings  at  both  ends  of  the  spindle,  spin 
perfectly  and  are  well  adapted  to  resist 
wear.  The  company  is  located  at  115 
Monroe  street,  Chicago.  A  description  of 
their  pedal  will  be  found  in  a  subsequent 
issue  of  this  paper. 

Retail.   Wt., 
Model.  Style.    Price.       oz. 

Men's    Rat-trap       $3.00  12 

Ladies'   iComfbinaition        3.10         14 

Excelsior  Supply  Co.,  Chicago. 
Stands  17  and  25. — Exhibits:  Every- 
thing for  building  bicycles.  Having  built 
up  a  very  substantial  trade  with  dealers 
and  builders  who  operate  on  a  large 
scale,  the  Excelsior  company  has  found 
the  show  a  good  opportunity  for  proving 
to  the  trade  that  they  have  acquired  ex- 
ceptional facilities  for  reaching  a  large 
class  of  trade,  whom  jobbers  usually  fail 
to  secure.  Thus  Thompson  fittings,  Shel- 
by tubing,  Gilliam  saddles,  Aurora  fit- 
tings, etc.,  are  found  represented  in  their 
exhibit,  notwithstanding  other  repre- 
sentation of  the  same  lines. 

Fanning  Cycle  Mfg.  Co.,  Chicago. 

Stand  23.— Exhibits:  Fanning  bicycles. 
The  leading  color  in  frame  and  equip- 
ment is  cardinal  red.  Among  construc- 
tion details  a  new  two-piece  hanger  with 
hollow  axle  and  a  simple  form  of  fasten- 
ing is  noticeable.  The  "Trilby"  sprocket 
design  is  used  throughout  and  is  patent- 
ed. A  new  system  for  securing  cups  in 
hanger  and  hubs  is  employed. 

Retail    Wt., 

Model.  Style.    Price.       lbs. 

Men/s   L Chain         $40        24 

Ladles    M Chain  40         25 

Men's   J Chain  35         24 

Ladies    K Chain  35         25 

Suburban  men's Chain  30        24 

Suburban  ladies' Chain  30        25 

Roadster 30  in.  wheels  50         ^ 

Racer    Chain  50         21 

W.  H.  Fauber,  Chicago. 

Stands  38  and  45.— The  exhibit  of  the 
Fauber  one-piece  hanger  is  sufilciently 
imposing  to  leave  a  lasting  impression  on 
everyone  who  sees  it,  representing  the 
well-known  patented  Star  design  of 
sprocket  together  with  the  hanger  in 
colossal  size  and  a  new-clover-leaf  de- 
sign of  sprocket  carried  by  a  statuary  fig- 
ure. The  whole  forms  a  rotating  monu- 
ment of  one-piece  hanger  success.  The 
application  of  one-piece  hangers  to  mul- 
tiple machines  is  shown  in  another  part 
of  the  exhibit. 

Fischer  Equipment  Co.,  Chicago. 
Stands  55,  56  and  57. — The  exhibit  of 
Woods'  Motor  Vehicles  comprise  an  elec- 
tric hansom,  an  electric  Stanhope  and  an 
electric  Runabout,  all  equipped  in  this 
company's  excellent  style.  On  the  second 
floor  of  the  show  building  an  opportu- 


nity is  given  visitors  to  ride  in  another 
carriage  of  this  manufacture  and  ascer- 
tain how  much  superior  they  are  to  horse- 
drawn  vehicles  in  regard  to  easy  manage- 
ment, steering  and  stopping. 

Retail   Wt., 
Model.  Style.    Price,     lbs. 

Hansom  Electric    $3,050    2,600 

Stanhope  Electric     1,625    1,250 

Road  wagon Eleotric        750   1,100 

Fowler  Cycle  Works,  Chicago. 
Stands  1.  2.  9  and  10.— Frank  Fowler's 
large  exhibit  is  a  bright-colored  spot  in 
the  show.  Sunbeam  spokes,  Thompson 
diamond  forks,  red  enamel,  good  nickel- 
ing profusely  employed,  and  effective 
decoration  and  sale  tickets  combine  to  at- 
tract the  eye.  It  is  said  that  Mr.  Fowler 
will  very  soon  have  his  entire  product 
for  next  season  ready  at  the  factory  and 
will  then  commence  to  astonish  the 
world  by  pushing  the  sale  department. 

Retail  Wt., 

Model.                                  Style.  Price,  lbs. 

Sunbeam  men' s  Chain  $41.50  25 

Sunbeam  ladies'   Chain  43.00  25 

Fowler  men's  8  Chain  33.50  25 

Fowler  ladies'  8  Chain  35.00  25 

Fowler  men' SI  7  Chiain  28.00  25 

Fowler  ladies'  7 Chain  28.00  25 

Fulton  Machine  Works,  Chicago. 

Stand  54. — The  exhibit  comprises  a  full 
line  of  Thistle  bicycles  handsomely  fin- 
ished in  dark  enamels.  The  machines 
have  the  same  tasty,  rakish  lines  and 
general  appearance  which  have  made 
Thistle  cycles  attractive  in  the  past. 
Models  bearing  the  nameplate  title  Ful- 
ton complete  the  exhibit. 

Retail    Wt, 

Model.  Style.    Price,     lbs. 

Thistle   racer    Chain         $50         20 

Thistle  ladies'    Chain  50        24 

Pulton  Men's  (2)   Chain  40        23 

Fulton  ladies'   Chain  40        24 

B.  F.  Goodrich  Co.,  Akron. 

Stand  48. — The  Goodrich  company  ex- 
hibit a  full  complement  of  the  tires  of 
their  manufacture  as  scheduled  below. 
They  are  confident  of  reaping  the  benefit 
of  a  policy  which  refused  to  mix  rubber 
with  foreign  substances  to  such  an  ex- 
tent that  repair  of  tires  became  imprac- 
ticable. As  a  result  some  of  the  Good- 
rich tires  are  this  year  specified  even  for 
cheap  bicycles. 

Retail 
Model.                                             Style.    Price- 
Palmer   Quad     $16.00 

Palmer  Tandem       15.00 

Palmer Plank  roadi       15  00 

Palmer  Road       12.00 

Palmer  Light  racer       12.00 

Palmer  Mexican       15.00 

Goodrich  Road       10.00 

Goodrich   Semi-road       10.00 

Goodrich   Tandem       15.00 

Goodrich   (999)    Quad       14.00 

Goodrich   Triplet       14.00 

Goodrich  Tandem       14.00 

Goodrich  Road         9.00 

G.  &  J.  (diertachable) Heavy  tread       11.00 

G.  &  J.  (detachaJble) Tandem       11.50 

G  &  J.  (detachable) Road       10.00 

Goodrich  (M.  &  W.) Road         9.00 

Buckeye   (detachable) Sulky       10.00 

Bailey    (non-slipping) Road       10.00 

Goodyear  Rubber  Co.,  Akron. 
Stand  148. — The  exhibit  is  in  charge  of 
A.  T.  Kastler,  Chicago,  representative  of 
the  company  and  E.  J.  Welch  who  takes 
care  of  the  company's  interests  west  of 
Pittsburg.  Aside  from  the  tires  the 
Straus  curved  plug  which  conforms  na- 
turally to  the  inner  curve  of  tires  is  of 
interest  in  the  exhibit.  A  demonstration 
is  made  of  a  vulcanized  repair  of  the  com- 
pany's cheapest  tire. 

Retail   Wt., 
Model.  Style.    Price,      lbs. 

Ajax    Corrugated    $10.00       4 

Goodyear  light  roadI Smooth     10.00       3^4 

Pathfinder  Corrugated       8.00       3% 

Climax Corrugated       6.00       3% 

Tip-Top  Unguaranteed       5.00       3% 

Strauss  pedal  rubber 35 

Graham  Cycle  Co.,  Chicago. 

Stand   163. — This    company   has     until 

lately  been  known  only  locally,  occupying 

a  prominent  position  on  the  West  Side  of 

;  Chicago.    The  company  is  now  establish- 


The  Cycle  Age  and  Trade  Review 


309 


ing  agencies  throughout  the  western 
states  and  is  soliciting  business  on  the 
merit  of  its  construction. 

Retail    Wt., 
Model.  Style.    Price.       lbs. 

Graham    C    men's Chain         $50        22 

Graham'  D  ladies Chain  50        24 

Graham  mens  Tandem  75        35 

Graham  1 30  in,  wheels  60        26 

Hartford  Rubber  Works  Co.,  Hartford. 
Stand  6. — U.  M.  Penrose,  manager  of 
the  Chicago  branch,  is  in  charge  of  the 
company's  exhibit,  which  is  shown  and 
explained  with  chief  reference  to  the  rep- 
utation for  high-class  production  pre- 
viously earned  by  the  company.  A  special 
vulcanizer  is  part  of  the  exhibit. 

Retail  Wt., 

Model.                                  Style.  Price,  lbs. 

Hartford  70   Road  $8  4 

Hartford  80  Light  road  10  i 

Hartford  75  Racing  10  2 

Hartford  77   Regular  road  10  4 

Hartford  77  H Tandem  10  41/2 

Hartford  juvenile   

Hine=Wyatt  Mfg.  Co.,  Chicago. 

Stand  146. — The  acetylene  gas  lamps 
here  exhibited  have  as  their  main  feature 
the  water  regulation  which  is  controlled 
by  the  pressure  of  the  gas  in  the  generat- 
ing chamber  and  is  therefore  automatic. 
The  lamp  may  be  turned  out  and  set 
away  and  then  relit  without  any  surplus 
gas  having  escaped. 

Retail 

Model.  Style.    Price.     Wt. 

Octagon  lamp  Self-reg.  gas       $4.00    llh. 

Octagon  lamp Self-reg.   gas        2.50  14  oz. 

Independent  Supply  Co..  Chicago. 

Stand  69 — This  firm,  which  jobs  cycle 
supplies  and  fittings  of  all  kinds,  has  in 
its  exhibit  a  display  of  Independent  ex- 
panders, Glaus  adjustable  bars,  Crosby  & 
Mayer's  frame  sets  and  fittings,  Fauber, 
D.  &  J.  and  Lloyd  hangers,  Standard  elec- 
trically welded  seat  posts,  New  Depart- 
ure bells,  Baldwin  chains.  Standard  and 
Independent  saddles.  Smith  and  Stockton 
hubs,  Record,  Velox  and  Bennet  pedals 
and  the  Whitely  exerciser. 

Iven-Brandenburg  Co.,  Chicago. 
Stands  12,  13,  14  and  15. — This  firm  ex- 
hibits the  Sager  Gear  Co.'s  chainless  bi- 
cycle gear  as  incorporated  in  Orient 
chainless  machines,  Aurora  Automatic 
Machine  Co.'s  fittings,  Brandenburg  ped- 
als, Tucker  wood  rims,  the  Morse-Keefer 
company's  spokes,  Lefever  Arms  Co. 
chains,  Sager  saddles,  the  Hertel  motor 
carriage  made  by  the  Oakman  Motor  Ve- 
hicle Co.  of  Greenfield,  Mass.,  with  Chi- 
cago office  at  131  Lake  street.  Location  of 
exhibitor,  Chicago  and  New  York. 

Retail    Wt., 


Model. 


Style.    Price,     oz. 


Sager  men's  1  Semi-flexihle  $3.00  18 

Sager   ladies'    2    Flexible  3.30  19 

Sager  men's  4  Flexible  3. 30  20 

Sager  men's  11  ....Hair  padded  2.20  18 

Sager  men's  12  

Hair  padded   loop   spring  2.40  19 

Sager  ladies'   14   

Hair  padded  loop  spring  2.50  22 

Sager  ladies'  15  

Hair  padidedi  coii   spring  2.50  24 

Sager   men's  34   Hardtop  2.70  15 

Sager  men's  33   Padded  2.80  16 

Several  cheaper  steel  base  saddles. 

Jenkins  Cycle  Co.,  Chicago. 

Stand  36. — As  familiar  to  Chicago  riders 
as  the  distinguished  general  from  whom 
they  derive  their  name,  the  royal  blue 
Napoleon  bicycles  at  this  exhibit  are 
shown  as  representatives  of  conservative 
highgrade  cycle  building.  The  Josephine 
ladies'  models  are  exhibited  in  two  pat- 
terns. 

Retail    Wt., 

Model.  Style.    Price.       lbs. 

Napoleon  Chain         $50        24 

Josephine  Chain  50         25 

Napoleon  A Chain  40        23 

Josephine  A Chain  40         25 

Napoleon  B Chain  30 

Judd  Leiand  &  Stevens  flfg.  Co. 

Stand  137 — ^In  this  exhibit  are  fourteen 

styles    of   foot   pumps,    one   hand   pump, 

and  a  power  pump  and  tank  for  repair 

men  who  desire  to  inflate  tires  from  a 


tank  of  compressed  air.  Pump  leathers 
for  all  sorts  of  air  pumps  are  also  shown. 
The  exhibitors'  location  is  Clifton 
Springs,  N.  Y. 

Kells  nfg.  Co.,  Cleveland. 
Stand  11.— Exhibits:  Kelly  handlebars 
and  Kells  saddles.  C.  E.  Weaver  is  in 
charge.  The  best  display  of  Kelly  bars 
is  not  at  this  stand,  but  on  the  numerous 
bicycles  at  the  show  to  which  they  are 
fitted. 

Retail 
Model.  Style.    Price. 

Mens'  60 Anatomical       $2.00 

Ladies  70 Anatomical         2.00 

Men's  10 Wood  tree,  hard  top         2.50 

Men's  11 Wood  tree,  padded         2.50 

Ladies'  12 Wood  tree,  padded         2.50 

Racer  13 Small  tree,  hard  top        2.00 

Racer  14 Small  tree,  padded        2.00 

Kirk  nfg.  Co.,  Toledo. 
Stand  37. — In  the  Yale  bicycles  exhibit- 
ed is  incorporated  a  new  construction  of 
two-piece  hanger  in  which  the  modern 
principle  of  locking  the  free  crank  by 
means  of  the  sprocket  wheel  is  employed. 
By  a  clever  special  device  perfect  regis- 
try between  the  holes  on  the  sprocket 
ring  and  those  in  the  crank  flange  or  spi- 
der is  secured.  The  company's  special 
bracket  construction  makes  a  very  sub- 
stantial flush  connection  with  the  frame 
tubes  possible. 

Retail    Wt., 
Model.  Style.    Price.      lbs. 

Tale  men's   and  ladies Chain         $50        24 

Tale  racer   (to   order) Chain  60        21 

Tale  special  30  in.  wheels  60        26 

Tale  men's  and  ladies Chain  %        24 

C.  H.  Larson,  Chicago. 
Stands  3  and  4. — Exhibits:  Sterling  bi- 
cycles, which  are  represented  locally  with 
reference  to  the  retail  trade,  and  Trinity 
bicycles,  wholesale  and  retail.  Trinitys 
are  before  the  visitors  to  the  show  as  a 
line  in  which  modern  design,  such  as 
three-crown  construction  and  direct,  un- 
bent spokes,  is  maintained  in  all  patterns 
down  to  the  price  of  $35.  Location  of  ex- 
hibitor, 119  Dearborn  street,  Chicago. 

Retail  Wt., 

Trinity  Models.                Style  Price,  lbs. 

Men's  G Chain  $65  23 

Ladies'    H    Chain  65  24 

Racer  I Chain  65  21 

Men's  J Chain  50  24 

Ladies'  K Chain  50  25 

Men's  L Chain  35  24 

Ladies'  M Chain  35  25 

Tandem Double  diamond  100  40 

Retail  Wt., 

Sterling  Models.              Style.  Price,  lbs. 

Roadster  C Chainless  $75  .. 

Ladies'     Chainless  75 

Racer  90 Chain  65  20 

Roadster  52 Chain  50  221/2 

Ladles'  Diamond  42   Chain  50  22 

Ladies'  82 Chain  50  23 

Tandem  16 Convertible  S5  40     . 

Tandem  26 Double  diamond  75  38 

H.  A.  Lozier  &  Co.,  Toledo. 
Stand  16. — Aside  from  the  models  ex- 
hibited the  chief  feature  of  the  stand  is 
an  ingenious  arrangement  with  billiard 
balls  for  illustrating  the  advantages  of 
the  Burwell  ball  separating  device  which 
is  used  in  the  hubs  and  hangers  of  Cleve- 
land bicycles.  The  demonstration  never 
fails  to  convince  on-lookers  of  the  merit 
of  a  ball-bearing  system,  by  which  the 
revolving  of  each  ball  in  a  bearing  is 
prevented  from  antagonizing  the  revolv- 
ing of  the  adjacent  balls.  The  company 
will  shortly  place  a  Cleveland  pattern 
fitted  with  Sager  gear  in  the  market. 

Retail  Wt., 

Model.                                   Style.    Price.  lbs 

Men's  61 Chain          50  U 

Ladies  62 Cham          50  ^ 

Msn's  66 Cham          75  24 

Ladies'   67 ...Cham          75  25 

Men's69 30  In.  wheels          75  27 

Men's  64 Chain          75  21 

Ladles'   65 Chain          75  21 

Racer  68 Cham          75  19 

Liberty  Cycle  Co.,  Bridgeport. 

Stand  53.— In  a  mechanical  way  the  five 

bearing  tooth  sprocket  which  is  fitted  to 

all  Liberty  cycles  and  the  special  sharp 

cornered  semi-arch  fork  crowns  are  the 


most  notable  features  of  the  models  ex- 
hibited. There  are  no  medium  grade  ma- 
chines in  the  line. 

Retail   Wt., 
Model.  Style.    Price.      lbs. 

Liberty   men's   (61) Chain         $50     23% 

Liberty  tandem.. Double  diamond  75     44 

Liberty   racer Chain  60     21% 

Liberty  ladies' Chain  50     24% 

Manson  Cycle  Co.,  Chicago. 
Stand  64. — The  3-crown  frame  which 
has  been  a  feature  of  Manson  bicycles 
since  their  introduction  in  the  market  is 
a  prominent  feature  of  this  exhibit.  Low- 
er priced  patterns  without  the  3-crown 
construction  are  displayed  and  also  a 
three-wheeled  cycle  ambulance.  Forgings 
and  sheet  metal  fittings  are  used  in  the 
makeup  of  the  frames. 

Retail    Wt., 
Model.  Style.    Price.       lbs. 

3  Crown   racer Chain         $60     20 

3  Crown  ladies' Chain  50     25 

2  Crown  roadster Chain  40     24% 

2  Crown  ladies Chain  40     25 

Model  31   (2) Chain  30     23       > 

March=Davis  Cycle  Mfg.  Co.,  Chicago. 

Stand  21. — Exhibits:  March-Davis  and 
Admiral  bicycles,  which  are  manufac- 
tured principally  for  the  jobbing  trade, 
with  the  equipment  which  may  be  de- 
manded on  each  case.  They  show  an  in- 
teresting forging  for  a  one-piece  hanger 
mechanism. 

Retail    Wt., 

Model.  Style.    Price,    lbs. 

March-Davis,  men's  and 

ladies  Chain    $40    23%-24% 

Admiral  men's  and  ladles. Chain     30  23% 

Mead  Cycle  Co.,  Chicago. 
Stand  72. — Exhibit  bicycles  at  low  pri- 
ces. The  company  has  just  jurchased  the 
factory  and  stock  formerly  known  as  the 
Iroquois  Cycle  Works  and  will  turn  out 
Iroquois  bicycles  of  the  construction  gen- 
erally known  to  the  trade. 

Retail    Wt., 
Model.  Style     Price,      lbs. 

Stearns   special  Chain         $60       21 

Iroquois    Chain  50       26 

Sentinel  special CThain  40       25 

Sentinel  A  Chain  35       22 

Albatross  A  Chain  30       24 

Albatross  B  25       24 

Albatross    30-in.    wheels  40       27 

Tuscon   20       25 

Dayton  road  racer  32   Chain  75       22 

Dayton   racer   33    Chain  75       20 

Dayton  ladies'  31  Chain  75       24 

Dayton  men's  35   Chain  50       24 

Dayton  ladies'  36  Chain  50       22 

Victor  men's  43  Chain  50       23%     . 

A.  D.  Meiselbach,  No.  Milwaukee. 

Stands  27,  28  and  29. — The  exhibit  com- 
prises a  large  number  of  sizes  of  Earl 
models  in  grades  A  and  B.  They  are  all 
fitted  with  Kundtz  rims.  This  and  a  new 
hanger  for  grade  A  are  about  the  only 
new  points  in  construction.  The  details 
of  fittings  and  manufacturing  methods - 
are  laid  open  for  all  visitors  in  so  far  as 
possible. 

Model.  Style. 

Earl   men's  A Flush   joint. 

Earl   ladles'   A Flush   joint. 

Earl  Men's  B Outside  joint. 

Earl  ladles'  B Outside  joint. 

Earl  boys' 20.  in.  wheels. 

Earl   girls' 20  in.  wheels. 

Earl  boys' 24  in.  wheels. 

Earl  girls' 24  in.  wheels. 

Montgomery  Ward  &  Co.,  Chicago. 
Stands  122,  123, 124— Exhibits  an  assort- 
ment of  guns,  ammunition    and    sports- 
men's goods. 

Monarch  Cycle  Mfg.  Co.,  Chicago. 

Stand  46. — The  only  notable  new  fea- 
tures in  the  construction  of  the  Monarchs 
exhibited  are  the  handle  bar  expander 
and  the  seat  cluster  and  rear  fork  con- 
struction whereby  the  appearance  is  made 
neater  than  heretofore.  The  new  double 
diamond  tandem  may  be  readily  changed 
from  double  to  single  steering  and  pre- 
sents as  neat  an  appearance  when  the 
steering  connections  are  removed  as  when 

they  are  in  place. 

Retail    Wt., 
Model.  Style.    Price,      lbs. 

Monarch  ladies'  67  Chain        $50       25 

Monarch  men's  68  Chain  50       25 

Cooper  Special  Chain  60  19-21 


310 


The  Cycle  Age  and  Trade 


VlE'h' 


Retail  Wt., 

Model.  Style.    Price.  lbs. 

Men's  tandem  Chain  75  43 

Defiance  ladies'  63    Chain  35  25 

Defiance  men'si  64  Chain  35  25 

King- Chain  ..  25 

Queen Chain  ..  25 

M.  H.  Naber  &  Co. 

Stand  128. — The  exhibitor  has  com- 
menced the  manufacture  of  saddles  in 
which  the  spring  is  arranged  in  a  new 
and  seemingly  very  appropriate  manner, 
the  details  of  which  cannot  be  published 
at  present,  foreign  patents  being  pending. 
The  maker  is  located  at  56  Fifth  avenue, 
Chicago. 

Retail    Wt., 

Model.  Style.    Price,     oz. 

Large  men's  

Torsion  Spring  Support         $3.00       18 

Small  men's  

Torsion   Spring  Support  3.00       16 

Ladies  Torsion  Spring  Support  3.50       16 

National  Cement  &  Rubber  Co.,  Rochester. 

Stand  65 — In  the  exhibit  are  two  pat- 
terns of  High  Pressure  brazers,  a  double 
walled  enameling  oven,  steam  vulcaniz- 
ers,  and  a  full  line  of  the  firm's  rubber 
and  wood  rim  cements. 

O.  P.  Nelson,  Chicago. 
Stand  157. — The  exhibitor  who  is 
known  as  the  winner  of  the  Chicago  road 
race  in  1896  shows  a  number  of  $50  bi- 
cycles of  his  own  manufacture  and  a 
quadruplet. 

Retail    Wt., 
Model.  Style.    Price.       lbs. 

Nelson  Special 30  in.  wheels         $55         24 

Nelson  Special Chain  50         22 

Nelson    ladies'     Chain  50         23 

Tandem  80         40 

Quad  175         90 

Newark  Cycle  Specialty  Co.,  Newark. 

In  the  saddles  shown  in  this  exhibit  no 
especial  attempt  at  novelty  in  design  has 
been  made,  it  being  the  plan  of  the  com- 
pany to  furnish  two  popular  patterns  of 
saddles  in  substantial  form  at  moderate 
figures. 

Retail.    Wt., 

Model.  Style.    Price.       oz. 

Oaks    Brooks  pattern       $2. 00  18 

Newark    special Padded         1.50  16 

Otis  Bicycle  Co.,  Chicago. 

Stand  26.— Exhibits:  Otis  bicycles  in 
three  grades.  Thirty-inch  wheels  are  a 
prominent  feature  in  the  highest  price, 
the  $50  model,  for  men  and  women.  The 
hubs  in  these  patterns  are  of  Tazewell 
manufacture,  in  which  the  ball  travel  is 
reduced  to  the  least  possible,  thereby  re- 
ducing friction.  The  hanger  is  the  Ewald 
pattern,  with  eccentric  chain  adjustment. 

Retail  Wt., 

Model.                                   Style.    Price.  ITds. 

Men's  special 30  in.   wheels    $50.00  25 

Ladies'   special 30.   in   wheels     50.00  25 

Men's   A Chain      35.00  23 

Ladies  A Chain     35.00  24 

Leader  men's Chain      27.50  23 

Leader  ladies' Chain     27.50  24 

Overman  Wheel  Co.,  Chicopee  Falls. 

Stand  43.^ — Exhibits:  Victor  bicycles. 
These  are  made  with  all  parts  inter- 
changeable when  possible.  Only  one 
grade  is  produced,  and  a  great  economy 
is  thereby  effected.  Nuts,  washers,  axles, 
etc.,  from  the  diamond  frame  model  may 
be  used  for  the  drop  frame  model  or  for 
a  diamond  frame  of  different  size.  Every 
effort  is  made  to  save  by  economical  shop 
practice  what  is  expended  in  high-class 
material.  In  these  words  the  company's 
whole  policy  is  expressed. 

Retail    Wt., 

Model.  Style.    Price,      lbs 

Victor  men's  (43) Chain         $50     23% 

Victoria  ladies'   (44) Chain  50         25 

Paul!  nig.  Co.,  Chicago. 
Stand  164.— The  exhibit  is  the  Pauli 
Bright  Light  acetylene  lamp,  which  is  so 
constructed  that  the  water  has  but  one 
fixed  ratio  of  feed,  so  far  as  any  action 
of  the  rider  is  concerned.  He  cannot  in- 
crease or  diminish  the  flow,  but  the  gas 
pressure  regulates  the  flow  automatically 
through  back  pressure  operating  by 
means  of  an  air  pocket  and  water  lock. 


A  complete  description  of  this  feature  will 
be  found  in  a  subsequent  issue  of  this 
paper. 

Retail    Wt., 
Model.  Style.    Price.       oz. 

Pauli  lamp  Acetylene         $3.50  21 

Park  City  Mfg.  Co.,  Chicago. 

Stand  135 — The  exhibit  is  composed  of 
the  company's  D.  &  J.  two-piece  crank 
hangers  in  which  the  parts  divide  at  the 
right  end  of  the  axle.  Hangers  for  single 
machines  and  for  multiplets  are  also 
shown,  the  display  including  groups  of 
hangers  built  into  the  lower  parts  of  mul- 
tiplet  frames. 

K.  Peterson  and  F.  A.  Hastings  &  Co.,  Chicago. 

Stand  22. — Mr.  Peterson  exhibits  Bald- 
win chains,  P.  &  F.  saddles,  Kirkpatrick 
saddles  and  Worcester  Ferrule  &  Mfg. 
Co.'s  fittings,  Columbia  Mfg.  Co.'s  lap- 
brazed  tubing.  The  Hastings  Co.  exhib- 
its goods  made  by  Stockton  Mfg.  Co., 
Louis  Rastetter  &  Son,  the  line  carried 
by  Hermann  Boker  &  Co.,  and  the  grips 
made  by  Grand  Rapids  Grip  company. 
The  two  exhibiting  firms  are  populariz- 
ing these  lines  with  wholesale  dealers. 
Location  of  exhibitors,  159  Lake  street, 
Chicago. 

Plew  Saddle  Co.,  Chicago. 

Stand  71.— The  Plew  soft-nosed  saddle 
is  still  the  principal  article  made  and 
marketed  by  this  firm.  But  around  this 
nucleus  a  considerable  sundries  business 
has  been  built  up  comprising,  as  shown 
by  the  exhibit,  Duthie  chains.  Excelsior 
balls,  Eli  and  Elyria  pedals,  Indiana 
chains,  India  tires,  Collmer  hubs,  Behse 
wood  guards.  Perfection  chain  guards, 
and  Robinson  grip  fasteners. 

Retail    Wt., 

Model.  Style.    Price.       oz. 

Plew  men's.. Pneumatic  pommel     $2.50  16 

Plew  ladies'. Pneumiatic  pommel       2.50  16 

Pope  nfg.  Co.,  Hartford. 
Stands  30,  31  and  32.— The  Chicago 
branch,  which  is  now  also  distributing 
center  for  supplying  agents  throughout 
a  large  western  territory,  makes  a  repre- 
sentative exhibit  of  all  the  company's 
models,  among  which  the  bevel-gear 
chainless  attracts  most  attention.  The 
New  Departure  brake  which  is  optional 
on  nearly  all  the  patterns  also  arouses  the 
interest  of  agents. 

Retail    Wt., 

Model.  Style.    Price.       lbs. 

Columbia    men's    50 Chainless         $75     26% 

Colum^bia  ladies'  51 Chainless  75     26% 

Columibia  men's  57 Chain  50     23% 

Columbia    ladies'    58 Chain  50     24 

Columibia   racer   49 Chain  40     22 

Columbia  men's  61.. 30  in.  wheels  60     24 

Hartford  men's  19   Chain  36     24 

Hartford  ladles'  20    Chain  35     25 

Vedette   men's  21    Chain  25     25 

Vedette   ladles'    22    Chain  26     26 

Columbia   tandem   47    

Double    Dlamo'nxi  75 

Columbia  tandem  48   Combination  75 

W.  W.  Rathbun,  Chicago. 

Stand  120.— The  flexible  rim  wheel 
called  The  Rathbun  is  fitted  to  a  bicycle 
at  this  stand.  It  consists  of  a  very  rigid 
inner  wheel  built  on  the  suspension  prin- 
ciple. Surrounding  this  concentrically  at 
a  distance  of  about  one  inch  is  a  fiexible 
rim  held  by  sliding  bolts  in  such  manner 
that  it  can  be  pressed  toward  the  inner 
rigid  rim  at  any  one  point,  but  cannot  be 
pulled  away  from  it  at  any  pont.  Con- 
sequently, the  outer  flexible  rim  yields 
and  flattens  at  the  point  of  ground  con- 
tact, giving  an  elastic  support  to  the 
rider.  The  device  is  intended  to  supplant 
the  pneumatic  tire. 

Retail 

Model.  Style.    Price.  Wt. 

Men's Flexible  rimp  $100.00       24  lbs. 

Ladies'  Flexible  rims    100.00       25  lbs. 

Absorbent  grip .50 

Equalizing    saddle     3.50       16  oz. 

W.  R.  Rollins  Mfg.  Co.,  Harvard  III. 

Stands  161  and  162. — This  company  is 
interesting  dealers  on  very  cheap  pro- 
positions, cash- in  hand  being  a  sine  qua 
non.    Three  crown  frames,  stripped     of 


tires,  saddles,  toolbags  and  pedals  are  of- 
fered at  prices  which  scandalize  that  part 
of  the  public  who  do  not  stop  to  figure 
and  bicycles  of  ordinary  frame  construc- 
ton  at  33  percent  less.  The  company  is 
subsidized  by  the  town  where  it  is  located. 

Sanford  &  Pollow.  Chicago. 

Stand  153 — The  leading  article  shown 
is  the  Solitaire  acetylene  lamp,  which 
burns  four  hours,  and  weighs  but  8 
ounces.  Webb  Double  Grip  adjustable 
handle  bars,  Webb  expanders,  Flexa  re- 
pair kits,  and  a  line  of  New  Brunswick 
tires  are  also  exhibited. 

Schumacher  Acetylite  Lamp  Co.,  Chicago. 

Stand  60.  Positive  water  regulation, 
long  period  of  btlrning  without  recharg- 
ing the  carbide  chamber,  non-disturb- 
ance of  flame  by  jars  and  light  weight 
are  features  of  the  lamp  shown  in  this 
exhibit. 

Retail.    Wt., 

Model.  Style.  Price.  oz. 
Acetylite    lamp Gas       $3.75       14% 

Snell  Cycle  Fittings  Co.,  Toledo. 

Stands  35  and  42. — Forged  connections 
and  sprockets  and  a  highly  attractive  fin- 
ish and  design  are  among  the  features 
which  make  agents  linger  at  the  Snell 
stand. 

Wt., 
Model.  Style.       lbs. 

Snell  special  36 Chain       23% 

Snell  special  38 30  in.  wheels       24% 

Snell  ladies'  37 Chain       23% 

Snell  men's  34 Chain       24 

Snell  ladies'  35 Chain       24 

Ensign  men's  32 Chain       24 

Ensign    ladies'    33    Chain       24 

Snow  Wire  Works,  Rochester. 
Stand  147. — The  company  controls  the 
manufacture  of  all  wall  and  fioor  stands 
in  which  the  main  feature  is  a  pair  of 
parallel  wires  for  supporting  the  bicycle 
wheel.  The  entire  business  interests  and 
rights  for  the  manufacture  of  the  "Securi- 
ty" holder  were  recently  purchased  from 
the  Jewell-Wescott  Co. 

Model.  Retail  price. 

Repair  stand  $5.00 

Cycle  holder  per  doz.    5.50 

Rack   2.50 

Mud  guards  50 

Carrier  basket   1.25 

A.  G.  Spalding  &  Bros.,  Chicago. 

Stand  18. — Exhibits:  Spalding  bicycles, 
Christy  saddles  and  a  punching  bag  ar- 
rangement. Special  attention  is  given  the 
Spalding  bevel  gear  chainless  with  the 
central  position  in  the  crank  hanger  of 
the  main  driving  gear.  A  new  style  of 
Christy  saddle  is  adjustable  as  to  width. 

Retail  Wt, 

Model.                                      Style.  Price,  lbs. 

Men's  21  Chainless  $75  26 

Ladies  22   Chainless  75  27 

Men's  19  Chain  50  22 

Ladies'  18  Chain  50  23 

Racer    Chain  60  19 

1  Retail 

Model.  Style.       Price. 

Christy  saddle  Several  pattern  springs    $2 

Christy    saddle    Adjustable      3 

Christy    saddle    Racer     2 

George  G.  Spencer,  Chicago. 

Stand  60 — The  exhibit  comprises  the 
line  of  plain  handle  bars  in  round  and  oc- 
tagon tubing,  and  the  adjustable  bar  made 
by  the  exhibitor.  Some  of  the  patterns 
shown  are  finished  in  fancy  effects.  Ex- 
hibitor's location  is  1(55  Jackson  street, 
Chicago. 

star  nfg.  Co.,  Carpentersville,  III. 

Stand  165 — In  this  exhibit  is  shown  the 
"Best"  wrench  intended  for  the  use  of 
cyclists.  It  is  a  combination  tool  com- 
prising a  light  wrench,  screw  driver,  nip- 
ple grip,  caliper  rule  and  alligator  wrench. 
It  is  not  designed  for  repair  shop  use.  A . 
light  bench  and  adjustable  alligator 
wrench  is  also  shown. 

Chas.  E.  Sterner  &  Co.,  Chicago. 

Stand  136. — Janesville  spokes,  Merri- 
man  rim  washers,  Greencastle  rims,  El- 
lis chain  adjusters  and  oil  cans,  Noonan 
repairers'  tools,  form  the  principal  sun- 


The  Cycle  Age  and  Trade  Review 


3J1 


THESES 
jTARE    THE 

ONLY 
POOLS  YOl/uJ 

NEED. 


TRADE 
MARK     l^ 


TMESE^ 
^ARE     THE 

ONLY 
IjoOLS  YOl/llJ 

NEED. 


M 


-54- 

MANUFACTURERS   ARE   FURNISHING 

Dunlop  Detachable  Cire$ 

On  tteif  wheek  AT  NO   EXTRA  COST,  either  wholesale 
or  retul.<^<^<^<^.»t<^ 

Agents  should  see  that  the  manufacturers  whom  they  repre- 
sent are  among  this  number.    Write  us  about  it.Jt<Mi^<^it<^it<^ 

1899  IS  GOING  TO  BE  A  DUNLOP  YEAR^^ 

Cbe  Jlitierican  Dunlop  Cire  eotnpany 


t^t^ 


i^i^ 


134  Cake  Street,  GMcago. 


M^ 


Belleville,  (Hortb  newark)  n.  3. 


TRADE 
MARK 


36-3$  Combard  St.,  toronto. 


TMESE^ 
^ARE     THE 

ONLY 
POOLS  YOl/lU 

NEED. 


The  Sterling 


(( 


BUILT  LIKE  A  WATCH 


i» 


The  well  known  STERLING  QUALITY  that  won  these 
Handsome  Medals  wiU  be  ABSOLUTELY  MAINTAINED  in  our  J899  Models. 


A  Sterling  Agency  has  Intrinsic  Value.    Correspondence  Invited. 


STERLING  CYCLE  WORKS, 
ke:is[osh>4.,  avis. 


312 


The  Cycle  Age  and  Trade  Review 


dries  articles  handled  and  exhibited  by 
this  firm,  which  also  does  a  nicliel-plat- 
ing  business  and  handles  the  following 
bicycle  models: 

Retail    Wt., 

Model.  Style.    Price.       lbs. 

Export  men's  and  ladies.. Chain         $35         25 

Export  men's  and  ladies.. Chain  25        24 

Export  men's  and  ladies.. Chain  20        24 

Swanson  &  Ashbaugfh,  Chicago. 

Stand  61 — This  company  does  enameling 
and  nickeling  for  the  trade,  and  makes  a 
specialty  of  contract  work  for  factories.  It 
has  on  exhibition  samples  of  tubing 
enameled  and  nickeled  in  various  colors 
and  effects. 

Truscott  Boat  flfg.  Co.,  St.  Joseph. 
Stands  58  and  59. — This  stand  contains 
a  gasoline  motor  launch  made  at  St.  Jo- 
seph, Mich.  The  exhibitor  finds  that  cy- 
cle shows  offer  very  good  opportunities 
for  getting  orders  for  his  line  of  goods. 
The  launch  exhibited  is  priced  at  $300. 

Tugwell  nfg.  Co.,  Chicago. 

Stand  138. — The  exhibitors  make  exclu- 
sively the  Tugwell  hubs,  in  which  the 
cones  revolve  with  the  hub  shell,  while 
the  cups  are  secured  on  the  axle.  This 
reversal  of  the  usual  relative  position  of 
the  bearing  members  reduces  the  travel 
of  the  bearing  balls  and  thereby  the  fric- 
tion. 

Retail.    Wt., 

Model.               ■  Style.    Price.       oz. 

T.  M.  C.  high  grade Cone  re- 
volving      $5.00  26 

Racer   Locked    cone         4.00  20 

T.  B 2.50  26 

U.  S.  Battery  Co.  New  York. 
Stand  145. — At  this  exhibit  are  the  only 
electric  lamps  in  the  show.  The  brillian- 
cy of  the  light  thrown  by  the  lamps  is 
demonstrated  to  visitors  through  the  me- 
dium of  a  darkened  canopy. 

Retail    "Wt., 
Model.  Style.    Price.       oz. 

U.  S.  lEunps  Electric         $3.75  18 

Veeder  Mfg.  Co.,  Hartford. 

Stand  50. — In  the  rapid  development  of 
its  cyclometer  business  the  Veeder  com- 
pany has  now  arrived  to  the  point  of  es- 
tablishing a  western  distributing  center 
for  the  shipping  of  its  goods.  T.  H.  Crans- 
ton &  Co.,  60  Wabash  Ave.,  Chicago,  have 
been  appointed  such  western  representa- 
tive. The  company's  new  trip  cyclometer 
is  attracting  attention  as  an  important 
novelty  in  their  line. 

Retail.    Wt., 

Model.  Style.    Price.       oz. 

Veeder  cyclometers  .  .10,000  mile 

and  repeat       $1  1 

Veeder   cyclometers Trip        2  2 

Velox  Machine  Works,  Chicago. 

Stand  61.  Easy  and  accurate  adjust- 
ment coupled  with  the  fact  that  the  pin 
may  be  removed  from  the  pedal  body 
and  replaced  without  distrubing  the  ad- 
justment of  the  bearings  are  notable  fea- 
tures in  Velox  pedal  construction.  Other 
points  which  enable  the  makers  to  ask 
the  seemingly  high  price  placed  on  their 
goods  a,re  quality  of  material,  light 
weight,  handsome  design  and  finish  and 
accurate  workmanship. 

Retail    Wt., 

Model.  Style.    Price,     oz. 

Velox  3  patterns Rat  trap        $4.00      13 

Velox  10  patterns  Racer  5.00       12 

Velox  5  patterns  RuTJber  4.50       15V^ 

Von  Lengerke  &  Antoine,  Chicago. 

Stands  19  and  20. — Exhibits:  Crescents, 
of  Western  Wheel  Works  manufacture. 
The  exhibit,  is  for  Chicago  retail  pur- 
poses, and  is  in  charge  of  R.  S.  Chase. 
A  diamond  frame  fitted  with  mudguard 
and  intended  for  women  riders  indicates 
the  manufacturers'  idea  of  the  tendency 
among  female  cyclists.  The  Crescent 
chainless  is  a  prominent  part  of  the  ex- 
hibit. 

Retail    Wt, 

Model.  Style.    Price.       lbs. 

Crescent   men's   17 Chainless         60     25% 

Crescent   ladies'    18 Chainless  60     26 

Crescent  men's  15 Chain  35     25% 


Crescent  ladies'  16 Chain  35     25% 

Crescent  tooys'  3 24  in.  wheels  25     21 

Crescent    girls'    6    ..24  in.  wheels  25     22 

Vim  Bicycle  Co.,  Chicago. 

Stand  165. — Exhibit:  A  large  line  of 
medium  and  low  priced  machines  in  men's 
and  women's  patterns.  The  cycles  shown 
are  built  on  present  popular  lines  and 
from  standard  styles  of  fittings. 

Retail  Wt., 

Model.  Style.    Price.  libs. 

Vim  men's  30 Chain         $35  22 

Vim  women's  31 Chain  35  23 

Vim  Men's   10 Chain  35  22 

Vim  women's  11 Chain  35  23 

Vim    men's   C Chain  35  22 

Vim.  women's  A Chain  35  23 

Vim  men's  E 30  in.  wheels  35  22 

Vim  men's  B Chain  25  22% 

Vim  women/s  D Chain  26  23% 

F.  S.  Waters  Mfg.  Co.,  Chicago. 
Stand  57.^ — The  company  is  making  an 
attractive  display  of  bicycles  finished  in 
white  and  of  patterns  equipped  with  30- 
inch  wheels  or  30-inch  rear  wheel  and  28- 
inch  front  wheel. 

Retail    Wt., 
Model.  Style.    Price.       lbs. 

White  searcher  (2)   Chain  $40     24 

White  scorcher 28  in.  front,  30 

in.  rear  36     23% 

Aztec   Chain  28     23% 

Autocrat    Chain  23     23% 

Western  Camera  Hfg.  Co..  Chicago. 

Stand  139 — The  exhibit  comprises 
twelve  patterns  of  Cyclone  cameras,  all 
adapted  for  use  by  cyclists.  The  prices 
on  these  cameras  range  from  $3.50  to  $50. 

Wheeler  Saddle  Co.,  Detroit. 

Stand  24. — The  exhibit  shows  a  great 
variety  of  finish,  but  the  line  of  the 
Wheeler  company,  as  marketed,  includes 
only  four  styles,  the  Wheeler  Extra,  wom- 
en's and  men's,  the  Corktop  racing  sad- 
dle, and  the  Special  semi-racer.  These 
are  all  finished  in  tan  or  black,  except 
that  a  special  finish  in  Scotch  plaid,  is 
obtainable  at  an  additional  price.  The 
company  aims  to  produce  a  line  which 
will  cover  all  needs  of  the  bicycle  manu- 
facturer without  incumbering  him  with 
a  needless  variety  of  stock.  T.  J.  Beau- 
vien  and  F.  S.  Wheeler  are  in  charge  of 
the  exhibit. 

Retail.    Wt., 

Model.  Style.    Price.       oz. 

Men's  extra Hair  padded     $1.40         22 

Women's  extra Hair  padded       1.50         24 

Men's   special.. Wool  felt  padded       1.40         21 
Men's  cork  top  racer,  Cork  pad'd       1.40         20 

F.  C.  Wilson,  Chicago. 

Stand  129 — ^Exhibits  a  complete  acety- 
lene gas  generating  machine  for  lighting 
dT^ellings.  The  machine  shown,  called 
the  Acetogen,  is  listed  at  $90,  and  is  guar- 
anteed to  supply  twenty  burners  with 
dry  gas  constantly.  The  machine  is  in 
operation  at  the  stand. 

Allen  Winch,  Chicago.    . 

Stand  129 — Exhibits:  Dazzle  acetylene 
lamps,  built  in  the  form  of  combined 
house  and  cycle  lamps.  The  water  reser- 
voir being  below  the  combustion  chamber, 
the  latter  can  be  removed,  and  an  or- 
dinary lamp  shade  substituted.  There  is 
no  danger  of  the  lamp  tipping  over  when 
being  used  on  a  table.  Exhibitor's  ad- 
dress is  P.  O.  box  1209,  Chicago. 


Rules  for  Calcium  Carbide  Trade. 

With  a  view  to  preventing  possible  ex- 
plosions of  acetylene  gas  at  fires  as  a  re- 
sult of  water  from  the  fire  hoses  coming 
in  contact  with  calcium  carbide,  the  fire 
commissioners  of  New  York  have  formu- 
lated rules  governing  the  storage  and  sale 
of  the  carbide.  These  regulations  require 
that  all  calcium  carbide  in  transit  through 
the  city  and  in  storage  must  be  in  her- 
metically sealed  iron  receptacles  and 
marked  plainly  "Calcium  Carbide.  Dan- 
gerous if  not  kept  dry."  No  single  pack- 
age must  exceed  100  pounds.  Not  more 
than  20  pounds,  either  in  bulk  or  in  cart- 
ridges, can  be  stored  or  kept  in  any  build- 
ing used  for  a  dwelling  or  mercantile  pur- 


pose, and  this  amount  can  only  be  kept  on 
a  permit  obtained  from  the  fire  depart- 
ment, which  will  provide  that  quantities 
in  cases  of  two  pounds  shall  be  in  tight 
metal  packages  and  kept  elevated  at  least 
six  inches  from  the  floor  in  a  fireproof 
safe  above  the  street  grade.  The  manu- 
facture, transportation,  storage,  selling  or 
use  of  liquefied  acetylene  is  absolutely 
prohibited  within  the  city  limits.  Provi- 
sion is  made  for  the  storage  of  calcium  in 
sealed  receptacles  in  quantities  not  ex- 
ceeding 100  pounds  in  isolated  buildings 
of  fireproof  construction.  The  storage 
must  also  be  with  a  permit  from  the  fire 
department,  and  the  entire  quantity 
stored  must  not  exceed  500  pounds  in  the 
aggregate. 

AMERICAN  AND  ENGLISH  EXPORTS 


Shipments  from  New  York  to  Northern  Europe  Con= 
tinue  Heavy— English  Machines  Qo  to  Australia. 


Exports  of  bicycles  and  bicycle  mate- 
rials from  the  port  of  New  York  for  the 
week  ending  January  3  are  recorded  as 
follows: 

Bicycles.  Materials. 


France   $  9,526 

Germany  8,067 

Denmark  2,108 

Sweden  1,170 

England  827 

Italy  200 

Canada  

British   East  Indies 1,920 

British  West  Imdlies.... ".....    1,229 

Dutch  East  Indies 1,275 

Belgium   


$  6,945 
7,015 
5,171 
5,886 
2,924 
4,081 
4,915 


140 


Africa 

Mexico    

Brazil  

Ecuador  

Holland   

Egypt    

Dutch  Guiana  

Austria  

Ireland   

Dutch  West  Indies 
Haytl  


828 

663 

515 

500 

220 

350 

344 

64 

97 

70 


945 

4 

25 

110 


256 


170 


18 


Totals    $29,973 


$38,605 


The  values  of  the  exports  of  bicycles 
and  materials  from  Great  Britain  for  the 
week  ending  December  24  are  recorded 
as  follows: 

Adelaide    $  1,447 

Bom'bay  3,067 

Bordeaux   121 

Boulogne   242 

Calcutta   342 

Colombo  : 97 

Durban    871 

Flushing  750 

Hong  Kong   242 

Jamaica  58 

Kurrachee  Ill 

Lyttelton   237 

Melbourne 6,079 

Port   Elizabeth    2,710 

Rotterdam  910 

Shanghai   242 

Singapore   726 

Sydney  82 

Wellington  358 

Yokohama  68 


Total $18,740 


Syracuse  Board  of  Trade  Election. 

At  the  annual  meeting  of  the  Syracuse 
Cycle  Board  of  Trade  the  following  were 
elected  members  of  the  board  of  directors: 
H.  E.  Maslin,  A.  R.  Peck,  W.  H.  Olmsted, 
William  Spalding,  J.  W.  Gould,  A.  R. 
Dickinson,  D.  McCarthy,  W.  D.  Andrews, 
J.  C.  Bowe,  Charles  W.  Wood  and  William 
P.  Butler.  The  oflGlcers  named  were:  Pres- 
ident, H.  E.  Maslin;  vice-president,  Wil- 
liam Spalding;  secretary,  W.  D.  Andrews; 
treasurer,  W.  H.  Olmsted. 


Must  Cancel  Stamps  With  Date  of  Use. 

Washington.  Jan.  9. — It  has  been  dis- 
covered that  old  documentary  and  adhe- 
sive internal  revenue  stamps  were  being 
reused,  and  the  commissioner  of  internal 
revenue  has  therefore  issued  a  regulation 
which  requires  all  such  stamps  to  be  can- 
celed with  the  day  of  the  month  as  well 
as  the  initials  of  the  user,  and  the  month 
and  year. 


The  Cycle  Age  and  Trade  Review 


313 


COnnERCE  IN  FOREIGN  HARKETS 


Queer  impressions  of  the 

ENGLISH  TRADE     American  cycle    industry 
IS  find  lodgment  in  the  nod- 

HARD  HIT  dies  of  the  people  who  at 

this  moment  are  busy  in 
the  endeavor  to  persuade  the  English 
trade  that  it  is  suffering  more  from  over- 
production than  overcapitalization  of 
manufacturing  concerns.  So  bitter  has 
been  the  disappointment  of  the  past  year 
that  the  Britons  are  ready  to  swallow 
any  statement  which  is  intended  to  dis- 
tract their  attention  from  the  ruin  that 
threatens.  One  of  the  American-hating 
trade  papers  spreads  this  surprising  bit  of 
information  before  its  readers: 

There  was  no  promoting  boom  in  the  States 
and  the  majority  of  the  factories  were 
worked  on  very  moderate  capital.  Still 
disaster  came,  ajid  earlier  than  it  came  to 
England,  and  much  direr.  Scarcely  half  a 
dozen  of  the  concerns  have  shown  any  kind 
of  a  return  and  the  number  of  failures  has 
been  enormous.  The  tire  trade  is  even 
worse,  not  a  firm  having  come  within  many 
figures  of  the  earnings  of  the  leading  Eng- 
lish companies.  We  need  scarcely  point  ouit 
that  in  America  there  are  no  monopolies, 
so  to  speak,  and  every  gaspipe  makes  makes 
his  hose-pipe  tire  as  well — or  as  badly^as 
he  likes. 

Overproduction  has  been  the  bane  and  sui- 
cidal price-cutting  has  followed.  Most  of 
the  companies  had  tout  small  capital;  hence 
few  of  them  weathered  the  storm.  Amer- 
ica, with  its  smart  business  style,  is  not 
slow  in  seeking  relief  for  the  pressure  and 
indefatigable  efforts  are  being  made  to  open 
up  new  markets.  England,  in  a  similar  con- 
dition, is  losing  hold  in  the  foreign  markets 
and  is  beaten  almost  on  her  own  ground. 

The  accompanying  table  shows  how 
badly  some  of  the  English  cycle  making 
companies  fared  last  year  in  comparison 
with   1897:  Net  profit.  Net  profit. 

1897.  1898. 

Coventry  Cross $58,765  $    9,190 

Centaur   101,305  91,295 

Humber  313,800  100,715 

Premier   390,665  248,650 

Singer 380,590  135,265 

Swift   317,850  169,725 

Triumph   114,040  70,300 

Townsend    61,490  9,155 

Progress 34,585  14,290 

Raglan   173,430  77,605 

Rudge-Whitworth   241,330  105,U5 

J.  K.  Starley 109,725  63,945 

Biley   54,160  23,210 

Though  our  bicycle  trade 

MEXICAN  with  Mexico  is  not  to  be 

TRADE  sneezed  at,  yet  it  will  be 

CONDITIONS         some  time  before  it  grows 

to  very  large  proportions. 

The  rich  Mexicans  are  ready  buyers  of 

our  goods. 

Our  exporters  are  not  paying  the  same 
attention  to  the  commercial  customs  of 
the  republic  that  is  given  by  manufactur- 
ers of  other  nations,  principally  England, 
France  and  Germany.  The  business  con- 
ditions of  Mexico  are  noteworthy,  and  it 
will  be  of  much  pecuniary  benefit  to  our 
exporters  to  study  them.  In  the  first 
place,  there  are  very  few  concerns  doing 
business  there  that  have  not  ample  capi- 
tal to  carry  out  all  contracts  into  which 
they  may  enter.  Failures  are  very  rare 
indeed,  and  when  they  do  occur  are  care- 
fully investigated  by  the  authorities  in 
the  interests  of  creditors,  and  any  at- 
tempts to  defraud  are  severely  punished. 
Book  entries  are  regarded  as  sacred;  all 
books  kept  by  business  houses  are  known 
and  small  stamp  taxes  paid  on  them,  and 
thus  a  sort  of  surveillance  is  kept  over 
them  by  government  authorities.  All  this 
tends  to  keep  up  a  high  standard  of  com- 
mercial credit;  and,  now  that  the  com- 
mercial agency  of  R.  G.  Dun  &  Co.  has 
extended  its  operations  to  the  republic, 
exact  knowledge  of  the  standing  of  the 
business  houses  may  be  obtained. 

As  the  terms  of  American  sellers  are 
often  very  rigid,  it  is  hard  to  reach  an 
agreement,  and  much  trade  which  by  the 


exercise  of  a  little  tact  and  judgment 
could  be  handled  by  American  merchants 
goes  elsewhere.  For  instance,  terms  usu- 
ally offered  by  European  merchants  are 
four  to  six  months'  time,  whereas  Ameri- 
can houses  often  require  that  the  total 
amount  of  their  invoices  be  placed  in 
some  bank  in  the  United  States,  before 
the  goods  are  shipped.  Mexican  buyers 
are  desirous  of  dealing  with  the  United 
States  and  would  do  so  more  extensively 
than  at  present,  if  trading  facilities  were 
offered  them. 

A  few  words  as  to  the  value  of  con- 
tracts in  Mexico.  Once  an  absolute  un- 
derstanding is  had  between  buyer  and 
seller,  and  the  agreement  reduced  to 
writing,  there  is  seldom  any  controversy, 
as  a  contract  or  a  preliminary  contract  is 
regarded  as  binding,  even  though  the  only 
legal  forms  required  in  a  preliminary  con- 
tract are  the  affixing  of  a  50-cent  stamp 
and  the  depositing  of  it  with  a  notary 
public  to  be  reduced  to  a  public  deed, 
when  one  of  the  interested  parties  re- 
quires it. 

Sweden  has  made  more 
THE  progress  during  the  past 

KLONDIKE  OF  two  years  than  probably 
EUROPE  auy  other  country  in  Eu- 

rope. That  great  expanse 
of  timber  and  iron  land  in  the  northern 
part  of  Sweden  that  formerly  was  the 
home  of  the  Laplander  and  his  reindeers 
is  just  being  opened  up  to  civilization.  It 
has  in  times  past  been  thought  to  be  a 
worthless  stretch  of  territory,  but  explo- 
ration has  brought  to  light  some  of  the 
finest  mineral  land  in  the  world.  Great 
things  are  in  store  for  Sweden  during  the 
coming  years,  and  her  wants  are  to  be 
many  and  varied.  Our  makers  can  find 
an  outlet  for  almost  any  product  that  a 
new  country  is  liable  to  require.  It  is  a 
land  that  is  going  to  be  the  Klondike  of 
Europe. 

A  great  mistake  our  exporters  make  is 
in  not  having  the  goods  properly  packed 
before  shipping.  Many  articles,  such  as 
machinery  and  bicycles,  fail  to  find  a 
ready  sale  on  account  of  their  poor  ap- 
pearance on  arrival.  Many  orders  are 
placed  from  samples,  and,  to  the  disap- 
pointment of  the  buyer,  the  merchandise 
is  frequently  some  grades  below  the 
sample  which  brought  the  order.  A  mer- 
chant who  has  been  disappointed  in  this 
manner  is  loath  to  venture  a  second  time. 

Sweden  has  to  a  great  extent  been  over- 
looked by  our  makers  .  In  a  great  meas- 
ure, the  American  goods  are  forwarded 
through  German  and  English  houses,  thus 
making  the  importations  expensive. 

American  bicycles  domi- 
OUR  CYCLE         nate  the  Argentine  mar- 
TRADE  ket,  and  one  make  alone 

IN  ARGENTINA  has  a  yearly  sale  amount- 
ing to  about  2,000  ma- 
chines. This  trade  has  been  gained  by 
being  content  with  small  profits  at  first; 
indeed,  it  is  not  thought  there  was  any 
profit  at  all  on  the  early  American  busi- 
ness in  the  republic.  American  makers 
must  remember  that  a  good  finish  and 
nice  appearance  are  absolutely  indispen- 
sable— in  many  cases  everything — even  in 
the  cheaper  lines  of  goods,  and  it  is  in 
this  direction  that  the  largest  demand 
arises.  Too  great  care  cannot  be  given 
on  every  and  any  detail  which  may  be 
asked  for,  no  matter  how  unimportant  it 
may  seem  to  the  manufacturer.  The  Ar- 
gentine Republic  is  one  of  the  natural 
markets  for  United  States  exporters,  and 
it  will  be  their  own  fault  if  they  let  the 
trade  slip  away  from  them  permanently. 


CHEAP 

BICYCLES  IN 

ENGLAND 


English  agents  are  re- 
garding the  manufacture 
of  cheap  bicycles  with 
alarm.  The  makers,  too, 
are  nervous  with  appre- 
hension. A  little  more  than  a  year  ago 
a  prominent  firm  set  the  ball  rolling  in 
the  direction  of  cheap  prices,  and  as  this 
particular  firm  reaped  much  advertise- 
ment from  its  action  it  was  successful  in 
obtaining  an  enormous  amount  of  the  pa- 
tronage of  buyers  in  1898,  with  the  result 
that  at  the  end  of  the  year  a  big  profit 
had  been  made  and  the  handsomest  bal- 
ance sheet  of  the  season  presented  to 
gratified  shareholders.  The  example  set 
by  the  Rudge-Whitworth  company  has 
induced  the  majority  of  the  leaders  of  the 
cycle  industry  to  reduce  their  prices. 
Many  have  done  it  reluctantly,  others 
with  avidity.  What  the  result  will  be  the 
balance  sheets  of  next  year  alone  will 
tell.  Anyway,  it  goes  without  saying  that 
the  move  has  been  viewed  with  consider- 
able alarm  by  a  most  important  body  of 
men — the  British  cycle  agents. 

The  consensus  of  opinion  seems  to  be 
that  unless  an  enormous  trade  is  done 
during  1899  the  agents  will  suffer  consid- 
erably, as  the  altered  condition  of  things 
renders  the  profit  on  each  bicycle  so  small 
as  to  scarcely  pay  depot  expenses.  Many 
agents,  and  prominent  agents,  too,  an- 
nounce that  they  will  drop  agencies  for 
prominent  makes,  or  even  if  they  do  not 
drop  them  will  not  stock  considerably, 
but  will  push  a  local  cheap  bicycle  made 
up  of  parts. 

The  outlook  for  trade  in 
BRIGHT  South    Africa    next    year 

PROSPECTS  IN      favors  our  manufacturers. 

SOUTH  AFRICA  The  advantageous  freight 
rates  between  New  York 
and  South  African  ports  are  to  a  great  ex- 
tent responsible  for  the  growing  trade  an- 
ticipated. Though  British  manufacturers 
still  lead  in  the  South  African  trade,  the 
persistent  efforts  which  the  Americans 
are  making,  combined  with  the  favoritism 
shown  for  their  wares,  it  is  thought  will 
do  much  towards  securing  a  still  larger 
share  of  the  business.  The  British  manu- 
facturers have  the  advantage.  However,  in 
their  credit  system,  which  is  in  many 
ways  similar  to  that  employed  at  home. 
The  eagerness  of  American  manufactur- 
ers to  transact  business  in  South  Africa 
for  cash  is  a  decided  drawback.  There  is 
a  credit  system  in  South  Africa  which, 
when  properly  understood,  leads  experi- 
enced manufacturers  to  conclude  that  sell- 
ing goods  there  is  not  attended  with  any 
greater  risk  than  selling  the  home  trade. 
In  this  particular  branch  of  the  business 
is  where  a  well  posted  representative  is 
most  useful  to  the  manufacturers. 

Canada  is  coming  to  the  front  as  an  ex- 
porter to  South  Africa,  not  only  through 
Dominion  ports  but  direct  from  New 
York.  The  establishment  in  Cape  Town 
of  what  is  hoped  to  be  a  permanent  ex- 
hibit of  Canadian  products  shows  how 
deep  is  the  interest  in  that  market.  In 
this  exhibition  are  found  samples  of  Ca- 
nadian bicycles.. 


American  Sundries  in  Demand. 

American  handlebars,  the  neat  and  bet- 
ter class  of  American  accessories,  etc.,  are 
meeting  with  favorable  recognition,  and 
are  being  extensively  copied  in  England. 
If  the  present  rate  of  progress  keeps  up 
British  dealers  will  soon  use  nothing  but 
American  wrenches,  bells,  lamps,  oil  cans, 
etc. 

Barbadoes  has  roSds  of  white  coral. 


314 


The  Cycle  Age  and  Trade  Review 


FAST  FREIGHT  SUITS  DEALERS 


Retail  Cycle  Trade  in  Open  Rebellion  Against  Extortionate 
Charges  of  Express  Companies 


There  is  no  abatement  in  the  interest 
being  taken  by  dealers  in  the  movement 
to  compel  the  express  companies  to  re- 
duce their  extortionate  charges.  Further 
contributions  to  the  Cycle  Age  upon  this 
highly  important  subject  are  herewith 
presented,  and  among  them  will  be  no- 
ticed a  marked  disinclination  on  the  part 
of  many  firms  favorably  located  for  the 
substitution  of  fast  freight  for  express,  to 
swing  their  business  away  from  the  ex- 
press companies: 

Concerted  Aggressive  Movement  Necessary. 

Your  recent  article  on  "Exorbitant  Ex- 
press Rates"  is  of  more  than  passing  inter- 
est, now  that  the  action  of  the  express  com- 
panies toward  the  war  stamp  has  created 
such  merited  disfavor.  Being  closely  af- 
filiated with  the  Detroit  Chamiber  of  Com- 
merce, the  Manufacturers'  Club  and  the 
Merchants'  and  Manufacturers'  Exchange 
(organizations  which  to  our  best  belief  were 
among  the  flrsit  to  complain  against,  and 
seek  a  cure  for,  the  unpatriotic  shift  of 
these  express  companies),  the  writer  is  in- 
terested enough  to  say  that  we  are  not  only 
uncompro-mlsingly,  but  actively,  in  line  with 
the  advocates  of  fast  freight  and  mail  ship- 
ments. 

Here  in  Detroit  we  took  up  the  cudgel 
(not  on  the  "friendly"  plan  either)  in  the 
Circuit  Court  and  secured  a  decision  from 
Judge  Frazer  against  the  companies.  Copies 
of  this  decision,  which  was  both  logical  and 
broad,  have  been  circulated  widely.  Follow- 
ing this  a  memorial  to  Congress  was  pre- 
pared, urging  the  adoption  of  parcel  post 
rates  on,  or  similar  to,  the  European  basis. 
Copies  of  this  memorial  have  been  fur- 
nished to  every  congressman,  senator  and 
chamber  of  commerce  in  the  United  States, 
as  well  as  to  all  the  known  commercial  or- 
ganizations in  the  country.  There  is  no 
denying  that  an  11  or  12-pound  parcels  post 
would  produce  a  salutary  influence  on  these 
corporations,  which  impose  extortionate 
rates  so  that  they  may  pay  dividends  of  7 
or  8  per  cent  on  a  fictitious  capital,  but 
which  is  really  70  or  SO  per  cent  on  the  actual 
investment. 

Our  commercial  clubs  are  invaluable  and 
accomplish  vast  good.  Those  that  are  ad- 
dicted to  spasmodic,  short-lived  crusades  are 
few  indeed.  Still,  it  is  our  belief  that  some 
concerted  movement  must  be  formulated 
and  then  pushed  aggressively  and  ever- 
lastingly. In  the  meantime,  in  order  to  dis- 
courage these  high-rate  evils  and  the  evasion 
of  revenue  on  the  part  of  the  express  com- 
panies, we  are  in  favor  of  utilizing  the  fast 
freight  lines  and  such  other  shipping  facil- 
ities as  may  be  at  the  hands  of  tradesmen. 
Uetroit,  Mich.  American  Barrow  Co. 

The  Cost  of  Goods  Increased. 

We  are  heartily  in  sympathy  with  any 
movement  to  reduce  the  high  rates  charged 
by  the  express  companies,  which,  for  in- 
stance, is  $2.50  on  a  crated  wheel  from  Chi- 
cago to  this  point,  and  other  goods  in  pro- 
portion. We  would  use  fast  freight  or  any 
other  way  that  would  bring  the  goods  in 
any  reasonable  time,  but  would  like  to  call 
attention  to  the  railroad  rates  on  bicycles, 
which  I  understand,  are  charged  at  three 
times  the  first  class  rate  which  almost 
brings  the  transportation  cost  up  to  the 
express  rate.  The  last  bicycle  we  had 
shipped  from  Chicago  by  freight  cost  $1.67, 
which  is  almost  as  much  as  express  charges, 
and  if  the  railroads  increase  the  rate  for 
fast  freight  service  would  bring  it  up  to 
that.  We  hope  the  movement  will  result  in 
some  good,  as  the  transportation  charges 
cut  quite  a  figure  in  the  cost  of  goods. 

Cordele.  Ga.    Cordele  Bicycle  &  Mach.  Works. 

Wants  Government  Ownership  of  Railroads. 

We  are  in  favor  of  any  lowering  of  the 
exorbitant  express  and  freight  rates,  but 
are  more  in  favor  of  government  ownership 
than  any  other  way  of  reducing  the  ex- 
press and  freight  charges. 

In  the  issue  of  the  Cycle  Age  of  Dec.  22, 
you  state  the  express  companies  are  mak- 
ing from  150  to  175  per  cent  upon  the  capital 
invested.  Now,  if  an  express  company  can 
make  that  profit,  why  do  the  railway  com- 
panies not  turn  all  of  their  freight  business 
into  express,  and  cut  off  the  express  com- 
panies?   Because  the  railway  companies  are 


not  starving  upon  a  charge  of  $6.20  per  hun- 
dred upon  crated  bicycles  from  Chicago  to 
Rock  Springs,  Wyo. 

You  also  say  that  merchants  are  compelled 
to  pay  from  five  to  15  per  cent  of  the  value 
of  goods  for  express  charges.  Why,  we  can 
cite  you  one  case  where  a  corporation  was 
compelled  to  pay  160  per  cent  of  the  value 
of  the  goods  bought  for  freight  charges 
upon  a  whole  carload;  and  we  have  paid  as 
high  as  100  per  cent  of  the  value  of  the 
goods,  both  by  express  and  freight,  and  the 
most  aggravating  part  of  the  affair  is  that 
we  have  no  redress  for  such  extortion  in 
the  courts. 

Railway  companies  may  extort  what  tliey 
please,  and  charge  always  "what  the  traffic 
will  bear." 


Rock  Springs,  Wyo. 


W.  W.  Peterson. 


Absurd  Variation  in  Charges. 

You  have  struck  a  tender  chord'  in  my 
business  experience.  I  am  not  at  all 
pleased,  nor  have  I  ever  been,  with  the  ex- 
press charges,  as  I  have  always  considered 
them  exorbitant;  and  not  only  that,  but  we 
cannot,  or  at  least  I  cannot,  get  the  same 
charges  on  the  same  article  from  the  same 
place  both  going  and  coming.  For  instance, 
I  sent  a  rear  wheel,  complete  and  crated, 
to  Westfield,  Mass.,  not  long  ago,  and  the 
charges  were  $1.10;  the  same  wheel  came 
back  in  a  few  days  crated  in  the  same  way, 
and  nothing  more  nor  less  about  the  wheel 
or  crate,  and  the  charges  were  90  cents. 
Now  It  seems  to  me  that  if  it  was  worth  a 
$1.10  going,  it  ought  to  be  worth  $1.10  com- 
ing, and  if  it  was.  worth  only  90  cents  com- 
ing, the  same  amount  ought  to  carry  it.  I 
would  approve  of  fast  freight  instead  of 
express  if  the  roads  would  serve  us  prompt- 
ly. I  am  very  glad  that  you  are  agitating 
this  question. 
Columbia,  S.  C.  J.  E.  Richard. 

Charges  Vary  Without  Reason. 

The  projwsal  to  use  fast  freight  instead 
of  express  meets  with  our  approval.  Ex- 
press charges  are  never  twice  the  same. 
The  express  charges .  on  one  bicycle  from 
Bay  City  was  $2.55.  Freight  on  five  others 
from  Grand  Rapids  was  81  cents  each.  We 
can  give  better  comparisons  if  desired. 
Watertown,  N.  Y.  G.  F.  Williajus. 

Lower  Rates  Would  Increase  Shipments. 

There  is  no  doubt  in  our  mind  that  the 
express  charges  are  extortionate  and  out  of 
proportion  to  the  actual  carrying  expense. 
Almost  every  day  we  feel  the  need  of  rapid 
transit  in  the  shipment  of  goods,  and  would 
have  twenty  times  as  many  shipments  come 
to  us  by  express  as  we  do  now  were  it  not 
that  the  excessive  charges  absolutely  pro- 
hibit it.  We  certainly  thinit  the  charges  of 
these  public  carriers  should  be  regulated 
by  legislation;  we  see  no  other  remedy.  We 
would  patronize  fast  freight,  or  anything 
else  that  would  give  us  relief. 

The  White  Bicycle  &  Sundry  Co. 

New  Orleans,   La. 

The  Charges  Are  Outrageous. 

We  are  quite  in  sympathy  with  the  move- 
ment made  against  express  charges.  It  is 
outrageous  the  charges  we  have  to  pay, 
especially  when  goods  come  through  two 
companies.  * 

Waterbury,  Conn.      The  Charles  Thatcher  Co. 

Has  Used  Freight  for  Two  Years. 

The  movement  started  against  the  ex-, 
press  companies  meets  with  my  approval.  It 
appears  to  me  that  something  should  be 
done,  and  I  hope  the  efforts  now  being 
made  will  meet  with  success.  Fast  freight 
is  what  I  want.  In  fact  I  have  been  using 
freight  for  about  two  years  where  100 
pounds  to  the  shipment  is  made.  However, 
there  must  be  small  packages,  and  here  is 
where  we  suffer.  The  only  specific  com- 
plaint I  know  of  is  the  refusal  of  the  ex- 
press companies  to  meet  their  part  of  the 
revenue  stamp  act.  This  item  foots  up  no 
small  amount  to  me.  They  should  stand  it. 
Memphis,  Tenn.  Jerome  P.  Parker. 

Rates  Higher  than  Twenty  Years  Ago. 

We  think  that  the  charges  of  express  com- 
panies generally  are  exortjitant.  Express 
rates  are  higher  to-day  than  they  were 
tweruty  years  ago.  The  rates  from  Clndn^ 
natl,    Ohio,    and  Louisville,    Ky.,   were   less 


ten  and  twenty  years  ago  than  they  are 
to-day.  While  freight  rates  are  not  more  than 
half  what  they  used  to  be.  Why  this  state 
of  affairs  should  continue  to  exist  we  con- 
fess we  do  not  know,  except  that  it  seems 
that  all  express  companies  have  agreed  to 
get  everything  out  of  the  business  that  it 
will  stand.  The  railroad  companies  at  one 
time  had  a  reasonable  rate  on  bicycles,  but 
doubtless  through  the  influence  of  the  ex- 
press companies  who  patronize  their  lines 
they  doubled  the  rates.  We  would  get  all 
our  bicycles  except  those  we  are  in  a  par- 
ticular hurry  for  by  freight,  if  the  railroads 
would  class  bicycles  as  they  did  four  or  five 
years  ago 
Owensboro,  Ky.  W.  A.  Gdenther  &  Sons. 

Shippers  Are  to  Blame. 

If  all  bicycle,  or  other  dealers,  would  guard 
against  shipping  goods  toy  express,  as  I  do, 
the  express  companies  would  either  have  to 
charge  more  for  what  they  got,  or  charge 
much  less  in  order  to  get  more  business. 
I  am  in  favor  of  fast  freight;  it  would  no 
doubt  enable  us  to  get  goods  just  as  quickly 
as  by  express.  As  to  making  any  complaint, 
I  have  none  to  make.  If  I  should  buy  a 
horse,  and  was  asked  $1,000  for  him  and 
paid  it,  I  would  have  no  one  to  blame  but 
myself.  The  companies  give  shippers  the 
price,  they  do  the  shipping,  consequently  the 
shipper  is  to  blame.  Let  every  dealer  try 
to  avoid  them,  and  they  will  come  down. 

Sioux  Falls,  S.  D.  Asa  M'Caety. 

Compel  Them  to  Abandon  Robbery. 

We  are  in  favor  of  a  fast  freight  and  will 
use  it  so  far  as  we  possibly  can.  The  small- 
ness  of  the  companies  to  compel  the  people 
to  pay  for  the  revenue  stamp  is  about  the 
last  straw  to  break  the  camel's  back. 
While  but  a  small  amount,  it  is  unreason- 
able and  unjust  on  their  part,  and  some 
move  should  be  taken  to  compel  them  to 
let  up  on  the  highway  robbery  which  they 
are  practicing  on  the  people. 
Sioux  Falls,  S.  D.  Markham  &  Robinson. 

Reshipping  Charges  Heavy. 

Since  the  crowding  out  of  one  express  com- 
pany here  we  have  been  entirely  at  the 
mercy  of  the  other,  which  charges  from 
5  to  10  cents  more  on  25  cent  packages 
wherever  possible.  All  our  express  comes 
by  one  company  to  Springfield,  and  from 
there  by  another,  and  between  the  two  they 
have  raised  the  price  from  25  to  40  cents 
more  than  it  used  to  be.  We  are  having  all 
our  sample  wheels  come  in  by  freight  and 
propose  to  use  the  freight  shipping  as  much 
as  possible   during  the   coming  season. 

Meriden,  Conn.  Proudman  Bros, 

Approves  of  Fast  Freight. 

The  proposal  to  use  fast  freight  instead 
of  express  meets  with  my  approval.  The 
charges  of  four  pound  packages  from  Chi- 
cago to  Yankton,  S.   D.,  are  55  cents. 

Yankton,  S.  D.  George  Wagneb. 

In  Favor  of  Fast  Freight. 

We  heartily  approve  of  the  fast  freight  as 
a    competitor    against    the    express    compa- 
nies. 
Seymour,  Texas.  Finn,  Fowlkes  &  Co. 

Always  Uses  Fast  Freight. 

I  am  very  much  in  sympathy  with  the 
movement  started  in  New  York.  The  use  of 
fast  freight  does  meet  with  my  approval  and 
I  use  it  only.  The  express  companies  charge 
too  much  and  their  charges  are  not  always 
the  same  on  the  same  wheels. 

Troy,  N.  Y.  E.  H.  Brunell^. 

Has  Begun  Shipping  by  Fast  Freight. 

I  think  that  the  express  charges  are 
sometimes  very  high  and  would  favor  fast 
freight  by  all  means.  At  any  rate  I  have 
started  to  have  all  wheels  shipped  by 
freight.  I  hope  that  the  present  rate  may 
be  reduced  in  some  way. 

South  Norwalk,  Conn.  Luther  M.  Wright. 

Approves  of  Fast  Freight. 

The  proposal  to  use  fast  freight  meets 
my  approval.  The  complaint  I  have  is  that 
the  express  rates  are  too  high  by  50  per 
cent.  We  would  get  everything  by  express 
if  the  rates  were  not  so  high. 

Springfield,  Mo.  J.  E.  Atkinson. 

Monopolistic  Charges  "Bum  You  Up." 

There  certainly  should  be  some  movement 
started  and  continued  that  will  cause  a  re- 
duction of  the  excessive  express  charges, 
especially  at  non-competitive  points  like 
this,  where  they  charge  what  they  please. 
Fast  freight  north  and  east  means  consid- 
erably different  than  it  does  in  the  south. 
It  Is  the  accepted  opinion  that  express 
charges  "bum  you  up"  at  this  point,  and  I 
myself  have  paid  in  some  instances  100  per 
cent,  in  charges  compared  to  the  value  of 


The  Cycle  Age  and  Trade  Preview 


3J5 


the    goods    when    In    small    packages,    thus 
barring  the  handling  of  any  small  matter  of 
low  valuation. 
Pine  BluS,  Ark.  Harry  T.  Olcott. 

Overcharged  on  Weight. 

"We  have  complained  for  some  time  to  the 
express  companies  direct.  "While  their 
charges  are  high,  we  also  find  that  their 
service  is  very  poor,  and  goods  are  re- 
ceived in  a  damaged  condition.  "We  also 
find  overcharge  in  weight  of  4  per  cent,  for 
bicycles  just  received.  Goods  by  freight  are 
much  cheaper. 

Covington,  Ky.  J.  H.  Mersman  &  Son. 

Order  Early  and  Specify  Fast  Freight. 

"We  are  in  favor  of  fast  freight  or  any 
other  transportation  line  that  will  lessen 
the  outrageous"  charges  of  the  express  com- 
panies. Merchants  should  order  early  and 
ship  by  fast  freight.  If  this  takes  place  we 
will  have  the  express  companies  soliciting 
our  trade. 
Camden,  N.  J.  Roadster  Cyclb  House. 

Cannot  Understand  Irregular  Charges. 

The  proposal  of  using  fast  freight  instead 
of  express  meets  with  our  approval.  Ex- 
press charges  are  not  always  alike,  and  we 
do  not  know  how  they  are  made.  About  a 
year  ago  we  received  from  Chicago  one 
set  of  tires  shipped  us  by  express,  which 
cost  us  90  cents,  and  on  the  following  day 
we  got  one  dozen  sets  of  tires  from  the 
same  house  which  cost  us  just  70  cents. 

Westernport,  Md.  C.  A  Pagenhardt  &  Son. 

Southern  Freight  Too  Slow. 

Any  steps  taken  to  secure  a  low  and  at  the 
same  time  reliable  and  rapid  freight  deliv- 
ery will  meet  our  approval  and  support.  "We 
are  just  at  present  having  a  rather  severe 
lesson  in  fast  freight  delivery,  which  re- 
quires about  seventeen  days  between  Elyria, 
O.,  and  New  York  city,  and  unless  this  time 
will  be  very  much  lowered  by  the  proposed 
fast  freight  trains  the  express  will  get  the 
balance  of  our  business  from  that  point.  Our 
business  relations  from  the  express  company 
at  this  point  are  all  that  we  can  ask,  both 
as  to  rates  and  treatment,  and  individually 
we  have  no  complaint  to  make  of  its  serv- 
ices. Any  movement  tending  to  upset  the 
pleasant  relationship  between  the  express 
company  and  ourselves  will  certainly  be  to 
our  disadvantage. 

Jacksonville,  Fla.  Harris  Bros. 

High  Rates  Protect  Small  rierchants. 

I  am  not  in  favor  of  lower  express 
charges,  but  heartily  in  favor  of  fast 
freight.  My  reason  for  high  express  rates 
is  that  they  force  thousands  of  country  and 
village  people  to  buy  merchandise  at  home 
instead  of  sending  orders  to  che  big  depart- 
ment and  catalogue  stores. 
Paw  Paw,  Mich.  H.  C.  "Waters. 

Fast  Freight  as  an  Alternative. 

I  ajn  emphatically  in  sympathy  with  the 
movement  to  compel  express  companies  to 
moderate  charges.  If  this  cannot  be  ac- 
complished I  believe  that  the  next  best 
thing  would  be  the  use  of  fast  freight. 

Sturgis,  S.  D.  Geo.  B.  Biesmann. 

Would  Encourage  Other  Lines. 

"We  are  in  sympathy  with  any  movement 
that-  will  help  to  lessen  these  charges,  and 
will  encourage  any  other  route  by  our  ship- 
ments if  we  can  get  any  good  service.  "We 
heartily  indorse  the  movement  to  the  full- 
est measure  to  down  such  corporations 
whose  aim  is  to  get  all  they  can  and  pay 
less   for   labor  than    any  other   corporation. 

Crisfield,  Md.  M.  H.  Douglas  &  Co. 

A  Step  in  the  Right  Direction. 

"We  are  certainly  in  favor  of  compelling 
the  express  companies  to  moderate  their 
charges,  tout  do  not  think  this  can  he  done 
in  a  direct  way.  Using  fast  freight  would 
be  a  step  toward  the  point.  "We  have  no 
complaints  to  make  of  the  express  com- 
panies' services  other  than  their  robber 
charges. 

Brookfield,  Mo.  E.  L.  Chamberlain  &  Co. 

Declines  to  Pay  Extortionate  Charges. 

I  am  in  sympathy  with  the  movement 
started  in  New  York,  and  have  been  using 
fast  freight  Instead  of  express  for  some 
time  past  and  will  continue  to  do  so  unless  a 
change  is  made.  I  consider  express  charges 
extortionate  to  an  extent  that  is  simply  rob- 
bery. 
Columbus,  Miss.  J.  C.  BRO"!fLES. 

Seldom  Uses  Express. 

I  am  not  very  much  interested  in  the  re- 
duction of  express  charges.  In  a  country 
town  like  this,  department  stores  and  city 
dealers  sell  more  goods  than  I  do,  and  all 
shipments    by   them    are   made   by   express. 


while  in  many  cases  I  can  get  my  goods  by 
freight  and  save  the  difference  between 
freight  and  express  rates.  A  reduction  in 
express  charges  to  me  would  mean  a  like 
reduction  to  any  other  person  Whether  a 
dealer  or  not,  and  what  advantage  would 
that  be  to  me?  Of  course  there  are  times 
when  I  must  patronize  the  express  com- 
panies, but,  under  the  circumstances,  if  the 
rates  were  cut  in  two  it  would  do  me  no 
good.  As  it  is  now  I  am  careful  to  buy  my 
goods  where  transportation  will  not  cost 
much.  I  am  inclined  to  believe  that  manu- 
facturers and  dealers  are  fixing  their  prices, 
and  getting  stock  in  readiness  in  season,  so 
that  we  may  in  most  cases  place  our  orders 
in  time  to  have  shipments  made  by  freight. 
However  I  shall  patronize  freight  lines 
whenever  possible. 
Central  Lake,  Mich.  Geo.  W.  Austin. 

Freight  All  Right  if  Fast  Enough. 

"We  are   in  sympathy  with   the   movement 
started  in  New  York  to  compel  the  express 
companies  to  moderate  their  charges.     Fast 
freight   is   all    rigtit    if   it   is    fast   enough. 
Quincy,  111.  Phelps  &  Bremnee. 

Pays  Full  Rates  to  Two  Companies. 

"We  are  very  much  in  sympathy  with  the 
movement  started  in  New  "york  to  compel 
express  companies  to  moderate  their 
charges,  and  think  the  fast  freight  the  very 
thing.  Just  the  other  day  we  lost  80  cents 
on  a  $4  package  shipped  from  Rochester,  N. 
Y.,  after  selling  same  at  exactly  list  price. 
The  U.  S.  Express  Co.  got  full  rates,  so  did 
Adams  and  Southern.  We  are  compelled 
to  pay  two  or  three  full  rates  on  anything 
coming  from  any  place  beyond  "Washington, 
D.  C. 
Rock  Hill,  S.  C.  POA  &  White. 

Charges  iVIore  than  the  Rate. 

"We  have  to  pay  from  15  to  20  cents  per 
pound  express  from  Chicago  or  New  York, 
and  wihile  the  express  companies  quote  a 
rate  much  under  that  we  have  to  pay  it 
nearly  every  shipment.  The  average  ex- 
press on  bicycles  is  about  $3  each,  which 
is  far  too  much  for  the  weight.  "We  will 
be  glad  to  do  all  in  our  power  to  promote 
the  movement  now  on  foot,  and  believe  it 
will  result  in  considerable  benefit  to  retail 
dealers.  J. 

Demorest,  Ga.  Adams  &  Cason. 

Freight  Shipments  Need  Care. 

"We  are  glad  to  note  the  interest  the  Cycle 
Age  is  taking  in  the  movement  to  get  the 
express  companies  to  reduce  their  extor- 
tionate rates.  We  are  certainly  in  sym- 
pathy with  such  a  movement,  as  the  rates 
are  unreasonable.  If  the  fast  freight  lines 
would  use  care  with  bicycles  and  bicycle 
sundries,  there  would  be  a  good  many  more 
shipped  that  way.  The  trouble  is  that  in 
loading  hicycles  they  are  so  apt  to  be  dam- 
aged unless  propeny  loaded,  and  when 
shipped  in  mixed  cars  they  are  dumped  in 
any  way.  That  is  the  reason  the  express 
companies  get  so  much  of  the  shipping,  even 
at  their  extortionate  rates. 

Kansas  City,  Mo.  Willis  Arms  &  Cycle  Co. 

For  Fast  Freight  and  Parcels  Post. 

I  am  entirely  in  favor  of  fast  freight  as 
against  express,  and  would  be  willing  at  any 
time  to  give  ail  the  support  I  could  to  a 
movement  for  fast  freight  service  and  parcel 
mail  delivery. 

Si.  Johns   Mich.  0.  G.  Plunkett. 

Where  Competition  is  Keen. 

We  have  no  just  cause  to  complain  of  the 
treatment  we  have  received  at  the  hands  of 
the  express  companies  during  the  past  year. 
Being  favorably  located,  competition  has 
been  sufficiently  sharp  to  keep  rates  to  a 
nominal  charge.  Yet  we  know  there  are 
points  which  suffer  from,  unjust  discrimin- 
ation, and  are  in  sympathy  with  the  move 
that  Is  being  taken  in  the  interest  of  the 
retailers  and  hope  that  much  good  will  come 
from  the  agitation.  We  appreciate  fully  the 
support  that  the  Cycle  Age  is  giving  on  the 
subject,  and  hope  that  it  will  aid  in  bringing 
about  the  desired  end. 

Dubuque,  Iowa.  Van  Horn  &  Miller. 

Takes  the  Profits  to  Pay  Charges. 

I  am  heartily  in  sympathy  with  the  move- 
ment to  compel  the  express  companies  to 
give  us  better  rates;  their  methods  are  a 
sort  of  robbery.  Often  I  get  a  package  on 
which  the  charges  are  as  much  as  two- 
thirds  of  the  value  of  the  goods.  I  have 
had  bicycles  come  from'  New  York  the  same 
day,  weighing  the  same,  one  charged  at  90 
cents  and  the  other  at  $1.15  by  the  same  ex- 
press company.  This  charge  is  for  one  ma- 
chine. I  shall  use  fast  freight  this  coming 
year,  as  it  will  save  me  a  good  sum.  It 
will  make  only  a  few  hours'  difference. 
These  exor<blntant  charges  have  been  a  hard 
yoke  to  bear,  as  the  companies  continually 
raise  their  rates,  never  lowering  them.    They 


do  not  use  their  patrons  as  they  should  in 
trying  to  carry  their  goods  as  cheap  as  they 
can,  but  try  to  see  how  much  they  can  get.  I 
have  wondered  a  good  many  times  how  long 
we  would  or  could  stand  it  in  these  days  of 
small  profits  and  lots  of  competition.  It  • 
often  takes  the  profit  to  pay  the  express 
charges  on  a  package.  I  hope  the  business 
men  will  take  hold  and  make  them  feel  as 
though  they  must  do  us  justice  at  least 
Attica,  N.  Y.  L.  E.  Batchelder. 

Would  Save  by  Using  Freight. 

I  wish  to  express  the  deep  sympathy  I 
feel  in  the  movement  started  against  the 
express  companies'  extortionate  charges,  es- 
pecially in  the  transportation  of  bicycles,  and 
the  firm  stand  your  paper  has  taken  in  this 
direction.  I  have  felt  for  some  time  that 
some  effort  should  be  made  in  this  direction, 
as  the  carrying  of  bicycles  is  getting  to  be 
an  immense  business  of  itself.  Although 
doing  a  limited  business  myself.  I  have  felt 
like  making  a  vigorous  kick  when  paying 
the  rates  charged  by  the  express  companies 
for  carrying  my  goods.  Last  year  I  had  one 
wheel  come  by  freight  and  the  charge  was 
35  cents,  while  the  express  rate  from  the 
same  point  was  $1.  If  we  could  have  a  quick 
freight  service  we  could  save  much  by  it. 
As  the  prices  of  wheels  go  down  and  the 
margins  grow  smaller  it  is  very  important 
to  the  retailer  to  save  in  transportation. 

Westmoreland,  N.  Y.  N.  De  Roy  Lee. 

Freight  Cheap  and  Satisfactory. 

I  am  in  sympathy  with  any  movement  to 
reduce  rates,  either  express  or  freight. 
Most  of  my  goods  come  by  freight,  as  I  keep 
a  good  supply  on  hand,  and  I-  find  that  it 
only  takes  one  or  two  days  longer  by  freight 
than  by  express.  However,  when  I  do  get 
an  express  shipment  the  charges  are  enor- 
mous, in  some  cases  exceeding  the  cost  of 
the  articles.  The  freight  rate  on  bicycles, 
crated,  to  Wahpeton  from  Chicago  is  12.40 
for  100  pounds.  I  think  this  is  too  high,  but 
express  is  double  the  above. 

Wahpeton,  N.  D.  R.  J.  Hughes,  Jr. 

Favors  Fast  Freight. 

I  am  heartily  in  sympathy  with  the  move- 
ment and  highly  favor  fast  freight  in  place 
of  express  in  many  lines  of  goods. 

Monticello,  Minn.  W.  J.  Thompson. 

Offers  Relief  to  the  Dealer. 

The  proposal  to  use  fast  freight  is  all 
right.  It  would  be  far  better  than  the  ex- 
press. The  express  charge  is  too  much. 
I  am  paying  $3  on  each  bicycle  that  is  re- 
ceived from  New  York.  This  is  too  much. 
Fast   freight  is   what   we  want. 

Biloxi,  Miss.  Louis  Mangin. 

Using  Freight  Almost  Entirely. 

We  heartily  approve  and  indorse  any 
means  of  transportation  that  can  of- 
fer us  fair  service  ftt  reasonable  rates. 
We  certainly  agree  that  the  rates  of  the 
express  companies  are  extortionate  and  very 
unsatisfactory  to  the  retail  trade,  as  it 
makes  quite  an  inroad  on  the  profits  of  the 
present  day.  We  have,  and  we  think  most 
dealers  have,  complained  many  times  of 
rates,  but  to  no  avail,  and  have  therefore 
been  having  goods  shipped  almost  entirely 
by  freight,  unless  on  hurry  orders. 

Wilmington,  Del.  Pyle  Cycle  Co. 

Sends  Large  Lots  by  Freight. 

I  think  that  shipping  by  fast  freight  will 
result  in  great  saving  not  only  to  those  in 
the  cycle  trade  but  the  shippers  in  all  lines 
of  business.  The  difference  in  time  won't 
amount  to  as  much  as  the  price  by  express. 
As  for  my  business,  I  ship  by  express  only 
small  articles,  say  25  cents  or  so;  the  large 
lots  come  and  go  by  freight. 

Atlantic  City,  N.  J.  Charles  Singee. 

Believes  in  Fast  Freight. 

I  am  in   sympathy  with  the  movement   to 
use  fast  freight  instead  of  express. 
South  Lyon,  Mich.  John  Challis. 

Only  One  Railroad. 

The  proposal  to  use  fast  freight  instead 
of  express  meets  with  my  approval.  The  ex- 
press charges  are  extortionate  with  but  one 
railroad  here. 

Princeton,  111.  Banschbach's  Cyclery. 

Wants  Good  Service  at  Lower  Rates. 

We  think  the  express  charges  are  entirely 
too  high,  and  would  be  glad  to  use  some- 
thing that  would  give  good  service  for  less 
charge.  We  would  be  glad  to  give  all  the 
aid  in   this  matter  possible. 

Cambridge,  Md.  Cambridge  Cycle  Co. 

Lower  Rates  or  Fast  Freight. 

I  am  in  favor  of  moderate  express  charges. 
If    we   cannot    get   them    let    us    have    fast 
freight  instead. 
Augusta,  Ga.  J.  T.  Geesham. 


316 


The  Cycle  Age  and  Trade  Review 


SUBJECTS  OF  GENERAL  INTEREST 


One  of  the  most  interest- 
ENORMOUS  ing  and  attractive  exhib- 

VALUE  OF  its  at  the  Vienna  exposi- 

PEAT  FIBER  tion  of  last  year  was  a 
building  containing  the 
most  diverse  articles  made  from  peat. 
Everything  in  the  building,  from  the  car- 
pets on  the  floor  to  the  curtains  at  the 
windows  and  the  paper  ou  the  wall,  had 
been  made  from  peat.  These  were  but  rep- 
resentatives of  what  win  undoubtedly 
soon  become  a  great  industry  and  give  to 
the  peat  bogs  of  the  world  a  value  never 
before  dreamed  of. 

A  study  of  peat  shows  that  it  is  very 
largely  made  up  of  fibers.  These  fibers 
come  from  the  remains  of  reeds  and 
grasses,  which,  growing  and  dying  in  suc- 
cessive generations,  form  the  peat.  These 
fibers  then  are  found  to  be  very  durable, 
very  elastic,  to  be  non-conductors  of  heat 
and  non-combustible.  If  a  fabric  could  be 
woven  from  them,  it  would  be  one  pos- 
sessing unique  properties.  To  the  tough- 
ness of  linen  it  would  add  the  warmth  of 
wool,  an  absorbent  power  greater  than 
that  of  cotton,  and  the  indestructibility 
of  asbestos.  It  must,  however,  be  woven 
without  the  aid  of  oils  or  water,  or  much 
of  its  value  would  be  lost  . 

After  twelve  years  of  experimenting, 
Herr  Zschorner,  of  Vienna,  succeeded  in 
making  the  peat  fibers  weavable.  There 
is  now,  therefore,  scarcely  any  textile  ar- 
ticle which  cannot  be  made  from  peat. 
Coats,  hats,  carpets,  rugs,  ropes,  matting, 
and  pillows  are  some  of  the  articles 
which  have  been  made,  and  have  been 
found  useful.  What  superiority  these  will 
prove  to  have  in  practice  over  fabrics 
made  from  other  fibers,  only  time  will 
tell.  Some  of  them  have,  however,  al- 
ready been  proved  to  be  immensely  supe- 
I'ior  to  any  other  fabrics.  This  is  espe- 
cially true  of  the  blankets  and  other  cov- 
erings used  for  horses  and  cattle,  for  they 
greatly  excel  in  warmth,  absorbent  power, 
cleanliness  and  durability.  The  unspun 
fiber  possesses  powerful  antiseptic  proper- 
ties. The  coarser  fiber,  it  is  expected,  will 
come  into  favor  for  use  in  upholstery 
work,  its  extraordinary  elasticity  making 
it  most  valuable  for  this  purpose. 

The  latest  achievement  of  the  discov- 
erer of  the  uses  of  peat  has  been  the  mak- 
ing of  paper  from  its  fiber.  This  has  been 
carried  to  such  an  extent  that  paper  of 
almost  every  variety  of  weight  and  qual- 
ity can  be  made,  while  the  toughness  and 
durability  of  each  is  equal  to  that  of  paper 
from  any  kind  of  vegetable  pulp. 

The    new    shipping    bill, 
TO  RESTORE        which  was  introduced  in 
OUR  the  Senate  on  December 

MERCHANT  NAVY  19  probably  represents 
the  best  effort  that  has 
been  made  thus  far  to  frame  the  legisla- 
tion necessary  to  create  a  great  American 
merchant  fieet,  and  to  restore  our  supre- 
macy in  maritime  commerce,  which  was 
lost  by  the  United  States  half  a  century 
ago. 

This  bill  as  it  stands  is  the  product  of 
the  general  effort  of  the  various  interests 
which  are  concerned  in  merchant  ship- 
ping— the  ship-owners,  ship-builders,  and 
the  merchants  and  manufacturers  upon 
whose  trade  the  entire  existence  of  ocean 
steamship  lines  depends.  The  two  ends 
which  this  bill  seeks  to  promote  are  the 
maintenance  of  a  great  fieet  of  merchant 
ships  and  the  construction  of  a  large 
amount  of  merchant  tonnage  in  American 
yards.  It  is  sought  to  accomplish  these 
ends  by  providing  for  the  payment  of  sub- 
sidies based  upon  tonnage  and  mileage, 
and  the  granting  of  American  registry  to 


such  vessels  as  are  owned  or  contracted 
for  by  American  capital;  both  of  these 
privileges  being  conditioned  upon  the  con- 
struction by  the  owners  of  a  certain 
amount  of  new  tonnage  in  American 
yards. 

This  plan  possesses  numerous  advan- 
tages. It  provides  the  necessai'y  encour- 
agement to  the  ship-owner  by  compensat- 
ing him  for  those  advantages  which  the 
owner  of  competing  foreign  vessels  pos- 
sesses, but  which  he  does  not  enjoy.  It 
provides  business  for  American  ship- 
yards by  compelling  the  construction  of 
a  large  amount  of  entirely  new  tonnage. 
It  gives  to  the  shipper  facilities  for  send- 
ing his  goods  abroad  under  the  American 
fiag  at  rates  which  it  is  fair  to  assume 
will  compete  with  the  rates  offered  by  for- 
eign tonnage.  All  of  this  is  accomplished 
without  imposing  upon  the  importer  or 
the  exporter  any  restrictions  which  would 
hamper  his  business.  The  cost  of  accom- 
plishing all  these  ends  is  to  be  defrayed 
from  the  general  treasury  and  thus  dis- 
tributed widely  and  evenly  over  the  whole 
country,  just  as.  the  benefits  of  such  a 
policy  would  be  widely  bestowed. 

The  fruitful  parent  of  all 
FRUITFUL  PARENT  the  trusts  that  have  been 
OF  formed,    and     are     now 

ALL  TRUSTS  forming,  is  the  Standard 
Oil  Company.  That  is  not 
only  the  oldest,  but  it  is  the  strongest  ag- 
gregation of  capital  and  business  capacity 
ever  drawn  together  in  any  line  of  busi- 
ness outside  of  railroad  operations.  Its 
astonishing  success  fascinates  the  mind 
of  every  man  who  is  familiar  with  com- 
mercial methods  and  who  contemplates  its 
attainments.  Marvelous  in  the  perfection 
of  its  organization,  invincible  in  its 
strength,  astonishing  in  its  economies  of 
production,  and  more  astonishing  in  the 
low  prices  at  which  its  products  are  mar- 
keted, it  is  the  model  from  which  every 
argument  in  support  of  the  trust  idea  has 
been  drawn.  And  so  often  and  so  furious- 
ly has  it  been  attacked  by  press  and  pul- 
pit, state  legislatures  and  reformers  of 
every  kini  and  degree,  that  the  American 
people  have  come  to  look  upon  it  as  a 
thing  which  must  endure  because  of  the 
essential  soundness  of  the  principles  upon 
which  it  is  builded.  But  the  secrets  of  its 
strength  are  perfectly  obvious  to  men  who 
are  trained  in  economic  thought,  says  a 
writer  in  the  India  Rubber  World. 

In  the  first  place,  crude  petroleum  is  a 
natural  product.  The  supply  is  limited 
rigidly  by  the  flow  from  known  oil  fields. 
The  simple  problem  with  which  Rocke- 
feller and  his  associates  have  to  deal, 
therefore,  is  to  get  control  in  each  new  oil 
field  as  it  develops.  In  other  words,  na- 
ture limits  the  supply  of  crude  material, 
and  geography  definitely  locates  it.  Hav- 
ing in  the  course  of  its  operations  secured 
absolute  control  of  all  existing  oil  fields, 
it  is  now  a  simple  matter,  with  their  enor- 
mous capital  and  obvious  advantages,  to 
speedily  gain  control  of  each  new  field  as 
it  is  developed. 

Beyond  this,  both  crude  and  refined  oil 
are  large  in  bulk,  and  their  transportation 
from  the  point  of  production  to  the  point 
of  manufacture,  and  then  again  to  con- 
sumers in  every  part  of  the  world,  makes 
the  item  of  transportation  enormously  im- 
portant— so  important  that  the  Standard 
Oil  Company  has  found  it  profitable  to 
own  thousands  of  tank  cars  and  hundreds 
of  miles  of  pipe  line  operated  by  gigantic 
pumping  apparatus.  Having  command  of 
this  enormous  amount  of  freight,  they  are 
in  position  to  dictate  terms  which  can 
either  make  or  break  railway  lines,  and 


the  sums  they  have  thus  saved  on  the 
cost  of  transportation  mount  into  millions 
of  dollars. 

Beyond  these  two  features  of  the  busi- 
ness which  broadly  distinguish  it  from 
every  other  line  of  manufacture,  enor- 
mous capital  is  required  for  the  equip- 
ment of  their  factories,  tens  of  thousands 
of  employes  are  scattered  all  over  the 
country,  and  the  by  products  of  their  re- 
fineries are  so  many  and  so  important 
that  each  in  itself  constitutes  an  impor- 
tant business.  Indeed,  it  is  said  to  be  a 
fact  that  the  profits  from  these  by-prod- 
ucts have  come  to  be  so  great  that  the 
Standard  Oil  Company  could  afford  to 
give  away  the  ordinary  grades  of  refined 
oil  and  still  declare  handsome  dividends. 

It  is  to  be  doubted  wheth- 

BRITAIN'S         er  the  British  realize  the 

COMMERCIAL        extent     to     which     their 

DECLINE  trade  has  fallen  off.    The 

explanation  generally  giv- 
en for  the  decrease  during  the  past  year 
is  that  it  has  been  caused  by  the  great 
strike  of  the  engineers,  which  ran 
through  the  latter  half  of  1897  and  well 
into  last  year.  Labor  has  during  the  past 
year  been  employed  at  increased  wages 
over  those  paid  previously,  as  a  rule.  But 
the  productive  capacity  of  the  British  me- 
chanic no  longer  takes  the  lead.  It  is  ex- 
ceeded by  that  of  the  mechanic  of  the 
United  States  and  of  Germany.  This  is 
owing  to  three  reasons:  First,  the  Brit- 
ish manufacturer  does  not  avail  himself 
of  the  latest  improvements  in  machin- 
ery; second,  the  British  mechanic  is  not 
now  as  technical  as  the  American  or 
German  mechanic;  third,  the  labor  mar- 
ket is  continually  being  disturbed  by 
strikes  and  lockouts. 

In  spite  of  the  above  facts,  there  is  a 
general  confidence  that  the  British  for- 
eign trade  will  revive.  Manufacturers 
are  becoming  more  enterprising  in  using 
up-to-date  machinery  coming  from  the 
United  States.  The  engineers  and  their 
employers  will  probably  not  have  another 
dispute  for  some  time;  the  labor  outlook, 
generally,  is  more  pacific  than  for  some 
time  past;  technical  schools  are  being 
opened  in  most  of  the  manufacturing 
towns;  and  in  the  commercial  centers 
commercial  schools  have  been  opened  to 
more  especially  meet  German  competition 
in  foreign  markets. 

Constantinople  is  becom- 

OERMANV'S        ing  as  German  as  Berlin. 

ONWARD  While  England  and  Rus- 

MARCH  sia    have   been   disputing 

about  the  shell,  Germany 
has  carried  off  the  oyster.  They  are 
steadily  pushing  on  their  railroad 
through  Asia  Minor.  Every  station  is  a 
little  German  colony.  Every  depot  is  a 
German  bazaar.  Before  we  know  where 
we  are  Asiatic  Turkey  will  have  become 
a  German  province.  So  far  as  England, 
Russia  and  France  are  concerned,  they 
have  no  ground  for  complaint.  They  have 
one  and  all  failed  to  protect  the  popula- 
tions of  Asia  Minor,  and  have  thereby  ab- 
dicated their  right  to  object  when  anoth- 
er power  undertakes  to  make  the  desert 
bloom  as  the  rose.  Of  course  it  is  very 
iniquitous  that  it  should  be  done  in  alli- 
ance with  the  Turk.  But  there  will  be 
short  shrift  for  the  sultan  as  soon  as  the 
German  really  feels  his  feet  in  Asia  Mi- 
nor. 

The  French  Budget  Commission  has 
voted  a  credit  of  $8,000  for  the  purchase 
of  folding  bicycles  for  the  army  during 
the  present  year. 


•  •  •*• 
* « V  *  * 


••V** 

•  •  ••  • 

•  •  #  •  * 


•w*; 


>  •  •  •  • 


•  •  •  •  • 


•    •     •  •    • 


•  •  •  •  • 

•.•••••ft 


•  •  •  •  • 

•  •    •  •    * 

•  *  •  •  • 

••V** 

•  •  •  •  • 

••V** 


•  •  •  ■  • 


Chase  Tires 


For  1899 

Are  the  best  values  ever  offered.^^^ 
No  expense  spared  in  their  production. 


Our  prices  will  surprise  you. 

K  our  representative  does  not  see  you  soon 

enough  write  us  for  tiiem. 


Mention  The  Cycle  Age 


L.  C.  CHASE  «&  CO.,  Boston. 


•  •  ••••  • 

•  •  •  '  * 

•  •  •  *  * 

•  •  ••••  • 

•  •  •  *  * 

.;•.;. 

•  •  ••••  • 

.:•.;. 

•  •  ••••  • 

••••.♦. 


•  •  ••••  • 

••?;^ 

•  •  ••••  • 

•  •  •  *  * 

•  •  ••••  • 

•  •  •  *  * 


Use  this  l>dnger 

TInd  Build  Vour  Gycks  Tor  '99. 


Timd  with  tbe  morrow  Jfutomatic 
Coaster  and  Drake  - 

We  furnish  the  Hanger  with  all  necessary  parts 
for  the  Brake — and  a  pair  of  Morrow  Hubs  with 
the  Automatic  Rear  Sprocket. 


Ulrite  for  prices  on 
Complete  Sets 


Eclipse  Bicycle  Company 


Mention  The  Cycle  Age 


eimira,  n.  V. 


318 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


American   Tubeless    Detachable  Tire— Two- Piece  Pressed 
Crown — Combination  Handle  Bar 


Single  Tube  Clincher  Tire.— The  inven- 
tion comprises  what  is  probably  the  first 
of  its  kind  in  this  country,  though  sftn- 
ilar  tires  have  been  made,  and  are  now 
in  quite  extensive  use  in  England.  The 
tire  is  made  with  a  base  which  fits  a  rim 
similar  to  that  of  the  G.  &  J.  tire,  but  with 


the  lapping  edges  so  formed  as  to  receive 
between  them  an  annular  sealing  tube. 
The  inflation  valve  leads  to  the  expansi- 
ble sealing  tube,  all  the  air  which  is 
forced  into  the  tire  first  passing  through 
that  tube  and  thence  into  the  tire  proper 
through  small  holes  arranged  along  the 
top  side  of  the  tube  near  the  joining 
edges  of  the  tire.  The  claim  made  for 
the  sealing  tube  is  that  after  the  tire  has 
been  inflated  the  pressure  of  the  tube 
against  the  adjacent  edges  of  the  tire 
base  will  tend  to  make  the  joint  more 
surely  air  tight  than  would  otherwise  be 
possible.  The  inventor  is  W.  F.  Cornelius 
of  Indianapolis. 

Sheet  Metal  Fork  Crown.— The  crown  is 
composed  of  two  pieces  of  taper  gauge 
tubing,  whether  it  is  made  separate  from 
the  fork  badles  or  has  them  as  integral 
extensions.  The  tubing  is  of  oval  section 
and  before  the  sections  are  bent  into  arch 
shape  the  inner  end  of  each  is  flashed  to 
form  a  semi-cylindrical  collar.  After  the 
two  sections  are  united  a  complete 
flanged  collar  for  the  reception  of  the  fork 
stem  tube  is  obtained.  The  collar  is 
formed  only  at  the  top  side  of  the  crown, 
the  lower  walls  of  the  sections  being 
merely  scarfed  off  to  form  a  hole  to  take 
the  lower  end  of  the  stem.  The  two  sec- 
tions after  being  formed  are  electrically 
welded  together  and  the  piece  thus  made 


is  bent  into  arch  shape,  this  operation 
completing  the  crown.  If  the  tube  pieces 
from  which  the  crown  is  made  are  not  ex- 
tended to  include  the  fork  sides  their 
lower  outer  ends  are  swaged  to  reduce 
their  diameters  sufficiently  to  receive  the 


fork  blades  in  a  flush  joint  fashion.  One 
care  to  be  observed  in  flashing  the  ends 
which  join  and  form  the  central  collar  of 
the  crown  is  to  so  work  the  metal  that 
the  thickness  of  the  two  adjoining  walls 
will  be  the  same,  for  in  the  electrical 
welding  process  if  the  two  walls  to  be 
butt  jointed  are  not  of  even  thickness  the 
thinner  one  will  be  burned  out  in  the 
process.  The  inventor  is  C.  H.  Smith, 
Chicago,  assignor  to  the  Geo.  L.  Thomp- 
son Mfg.  Co.,  same  place. 

Combined  Bar,  Brake  and  Bell. — The 
head  or  T  piece  of  the  handle  bar  stem 
is  notched  around  one  end  and  receives  in 
any  two  diametrically  opposite  notches  a 
square  rod  extending  through  the  handle 
bar  tube  and  slidably  engaging  slots  cut 
in  the  tube.  The  movement  of  the  rod  is 
restrained  by  a  coil  spring  placed  between 
it  and  a  small  pin  crossing  the  bar  tube. 
A  collar  holding  the  protruding  ends  ot 
the  sliding  bar  serves  as  a  hand  piece  for 
releasing  it  when  the  rider  desires  to  ad- 
just the  bars.    The  movement  of  the  bar 


in  the  head  piece  is  limited  in  the  oppo- 
site direction  by  a  pin-secured  collar.  The 
stem  directly  under  the  head  piece  is  ex- 
ternally threaded  and  carries  a  nut  for 
the  operation  of  the  tightening  device 
which  comprises  a  hollow  taper  plug  hung 
by  means  of  slots  in  its  walls  from  a 
transverse  pin  resting  in  the  internal  an- 
nular groove  cut  in  the  locking  nut.  The 
taper  plug  tends  to  expand  the  split  lower 
end  of  the  handle  bar  stem  against  the 
wall  of  the  fork  stem  tube.  The  various 
cross  pins  needed  in  these  devices  also 
serve  as  guides  for  the  chains  or  cords 
which  run  down  through  the  stem  to  op- 
erate the  brake  and  bell.  The  latter  may 
be  of  any  desired  type,  while  the  former 
is  preferably  made  similar  to  one  pre- 
viously patented  by  the  same  inventor. 
The  cords  run  to  cross  pins  placed  in  slots 
near  the  handle  bar  grips,  and  are  pro- 
vided with  button  heads  to  be  used  as 
hand  pieces.  Inside  of  the  handle  bar  at 
the  grip  end,  to  which  runs  the  brake  op- 
erating cord,  is  hung  in  a  slidable  man- 
ner, a  rod  having  on  its  inner  end  a 
forked  locking  arm  with  reversed  lugs. 
The  other  end  of  the  rod  is  squared  to 
match  a  squared  hole  in  a  button  placed 
in  the  ferrule  of  the  grip.  By  pushing 
this  button  with  the  thumb  and  turning  it 
so  that  the  reversed  lugs  of  the  fork  are 
made  to  catch  the  transverse  brake  oper- 
ating bar,  the  spring  acting  against  the 
button  will  cause  the  brake  to  be  locked 


until  the  rider  shall  see  flt  to  release  it 
by  disengaging  the  locking  jaw  from  the 
operating  bar.  This  locking  device  is  for 
the  purpose  of  making  it  impossible  for 
anyone  who  does  not  know  how  to  release 
the  brake  to  ride  away  on  the  bicyle  while 
the  owner  is  absent.  The  inventor  is  M. 
L.  Nichols,  Westfleld,  N.  J.,  assignor  to 
the  Evolution  Cycle  Co.,  Washington, 
D.  C. 

-Pedal  Attachment. — ^Removable  side- 
plates  are  attached  to  ordinary  pedals, 
the  plates  being  toothed  the  same  as  the 
regular  sideplates  and  of  such  height 
that  the  foot  surface  will  be  brought  some 


distance  above  the  usual  position.  In  rid- 
ing under  ordinary  circumstances  the 
rider  places  his  feet  on  the  sides  of  the 
pedals  to  which  the  extension  plates  are 
not  attached.  When  it  is  desired  to  vary 
the  length  of  the  stroke,  as  for  climbing 
hills,  the  rider  by  a  foot  movement  simi- 
lar to  that  which  cyclists  are  accustomed 
to  use  in  catching  toe  clips,  rotates  the 
pedals  and  catches  the  sides  which  are 
fitted  with  the  extension  plates.  This 
change  of  foot  position  is  supposed  to 
give  a  longer  leverage  to  the  upper  part 
of  the  down  stroke.  The  inventor  is  Al- 
bert Wagner,  of  Chicago. 


PUNCTURE  PROOF  TIRE  FILLING 


German  Inventor  Produces  a  Light,  Spongy,  Elastic 
Substance  from  Gelatin  or  Glue— His  Process. 


Patent  has  been  granted  to  Julius  De-  • 
borde  of  Berlin,  Germany,  on  an  elastic 
flUing  for  tires,  saddles  and  similar  cush- 
ioned articles,  and  on  the  process  of  man- 
ufacture thereof. 

The  inventor  makes  a  jelly  of  glue  or 
gelatin  to  which  is  added  glycerin  to  pre- 
vent hardening,  and  an  antiseptic  sub- 
stance to  prevent  fermentation,  and  heats 
the  mixture  until  it  becomes  liquefied, 
when  he  beats  it  into  a  foam  by  suitable 
mechanical  means,  and,  introducing  it 
in  this  state  into  the  tire  or  saddle, 
allows  it  to  cool  and  solidify,  retaining 
the  air  in  the  bubbles  by  which  the  elas- 
ticity of  the  substance,  itself  elastic,  is 
considerably  increased,  and  the  weight 
much  reduced.  The  result  is  a  spongy 
substance  of  cellular  formation.  The 
weight  may  be  further  decreased  and  the 
substance  made  more  elastic  by  the  in- 
troduction of  a  number  of  small  hollow 
balls  or  tubes  of  soft  rubber. 

Instead  of  forcing  the  substance  direct- 
ly into  tires  when  in  the  heated  plastic 
state,  it  may  be  run  into  molds  of  the 
desired  shape  and  allowed  to  cool  first. 
Cushions  of  this  material  are  durable,  do 
not  become  rigid,  non-elastic  nor  hard- 
ened, and  can  be  made  economically. 
They  are  also  good  conductors  of  heat 
and  consequently  cool  in  use. 

The  inventor  has  secured  patents  in 
Germany,  Sweden,  France,  Belgium,  Eng- 
land, Austria,  Hungary,  Norway,  Switzer- 
land, Italy,  Luxemburg  and  Spain. 


The  Cycle  Age  and  Trade  Review 


319 


national  Bicycles 

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MAKE  A  COMBINATION 
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HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BACK. 

:OUR  LINE  FOR^'99  COMPRISES  BUT  FOUR  DISTINCT^MODELS : 
••EXTRA"  Woman's    .     .     .     Broad,  Soft  and  Easy.  j»^ 
••EXTRA"  rien's      ....     Hygienic  and  Durable. ^jt^jt 
••SPECIAL"  Roadster  .     .     .     An  ornament  to  any  wheel. 
••CORK=TOP"  Racer     .     .     .     Light  and  Graceful,  jtjtji 

These  saddles  are  made  and  finished  in  the  care- 
ful and  stylish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  popular  saddle  on 
the  market. 

THE  WHEELER  SADDLE  CO. 

1427-1457  Woodward  Ave,,  DETROIT,  MICH. 

Chicago  Distributing  Agents:    HIBBARD,  SPENCER  &  BARTLETT. 
New  York  Distributing  Agents:    HARTLEY  &  GRAHAH. 


Your 
HaH? 


Well  begun  is  half  done* 


HE  STEARNS  is  a  long  established 
wheel.  It  is  a  largely  advertised  and 
therefore  widely  known  wheel. 
The  Stearns  is  a  prosperous  wheel. 
The  factories  have  been  running  continu- 
ously throughout  the  past  summer  and  fall. 

The  1899  models  have  been  greatly  im- 
proved. 

This  is,  in  brief,  our  half. 

What  about  your  half? 

To  make  your  agency  a  leading  agency 
you  should  have  a  leader.  The  Stearns  is 
known  and  is  popular  in  every  country  on 
the  globe.  The  color  individualizes  it  as  no 
other  wheel  has  ever  been  individualized. 
The  1899  designs  are  new  and  fascinating. 

The  agency  costs  nothing.  The  terms 
are  advantageous.  The  treatment  is  liberal. 
The  prestige  gained  immediately  stamps 
you  as  a  leading  dealer. 

If  you  are  progressive,  our  good  will,  pur- 
chased without  price,  may  be  easily  worth 
thousands  of  dollars  to  you.  There  is  no 
honest  competition  that  will  stand  Stearns* 
competition. 

Indications  point  to  a  brisk  bicycle  busi- 
ness this  season.  Are  you  going  to  remain 
at  a  standstill  or  secure  your  share  of  it? 
How  about  your  half? 

The  Yellow  Fellow  Year  Book,  now 
ready,  explains  improvements,  gives 
variety  of  wheels  and  prices.  We  in- 
vite correspondence.  ,^  ,^  ^  ^  e^  <^t 

E.  C.  STEARNS  &'C9 

SYRACUSE,  N.  Y. 

The  trade  on  the  Pacific  Coast  supplied  from  bur  branch  store, 
E.  C.  Steams  &  Co.,  210  McAllister  Street,  San  Francisco. 

The  trade  in  the  Dominion  of  Canada  supplied  from  our  Can- 
adian factory,  E.  C.  Steams  &  Co.,  67  Adelaide  St.  West, 
Toronto,  Ontario. 


320 


The  Cycle  Age  and  Trade  Review 


HERTEL  GASOLINE  CARRIAGES 


Light,  Inexpensive   Vehicles  Controlled  by  a  Single  Lever 

— Prepared  to  Fill  Orders 


Many  articles  have  been  published  dur- 
ing the  past  year  upon  the  practicability 
of  road  wagons  or  carriages  driven  by  mo- 
tor power  and  it  would  seem  that  the  solu- 
tion of  this  question  is  rapidly  approach- 
ing. In  large  cities  in  this  country  a  few 
vehicles  are  encountered  driven  by  motor 
power,  but  this  country  is  several  years 
behind  Europe  in  the  manufacture  and 
use  of  motor  vehicles. 

France  has  paid  more  attention  than 
any  other  country  to  motor  vehicles.  Mo- 
tor carriage  races  were  popular  in  France 
nearly  a  decade  ago,  but,  as  was  the  case 
with  the  bicycle,  it  has  taken  the  United 
States  some  time  to  "catch  on"  to  the 
motor  vehicle  idea.  Now,  however,  many 
firms  are  experimenting  and  some  of 
them  are  actually    building    commercial 


The  rapid  improvement  in  roads  and 
their  construction  will  operate  much  in 
favor  of  the  horseless  carriage,  but  it  is 
expected  that  there  will  be  in  many  parts 
of  this  country  obstacles  to  the  introduc- 
tion of  the  motor  vehicle  in  the  way  of 
impassable  roads  which,  can  only  be  tra- 
versed by  the  horse. 

The  Hertel  Carriage. 

The  Oakman  Motor  Vehicle  Company, 
whose  factories  are  at  Greenfield,  Mass., 
has  just  lately  brought  out  the  Hertel  car- 
riage and  rapid  package  delivery  wagon. 
This  carriage  has  been  brought  to  its 
present  state  through  work  extending 
over  the  past  six  years,  and  is  apparently 
one  of  the  simplest  and  lightest  vehicles 
yet  produced.     It  is  driven  bj"^  ordinary 


motor  vehicles  of  different  types,  ranging 
from  a  parcel  carrier  to  the  elaborate 
brougham  costing  $3,000  or  more. 

Gasoline  Delivery  Wagons  in  Paris. 

Experts  differ  as  to  the  best  motive 
power,  but  at  present  the  gasoline  driven 
vehicle  is  much  favored  from  a  practical 
standpoint.  Paris  has  adopted  this  ma- 
chine and  it  is  a  common  sight  on  the 
streets  to  see  the  hydrocarbon  delivery 
wagon  or  carriage  parsing,  many  of  the 
large  stores  using  them  exclusively. 

The  price  at  present  on  motor  carriages 
driven  by  gas  is  much  less  than  it  is  for 
electrical  machines.  Experts  believe  that 
before  the  century  closes  a  good  practi- 
cal gasoline  carriage  will  be  sold  for  $500 
or  less.  This  it  is  confidently  believed, 
will  bring  them  into  common  use. 

American  Vehicles  Going  to  Europe. 

The  manufacture  of  American  motor 
vehicles  will  undoubtedly,  as  was  the  case 
with  the  bicycle,  surpass  European  pro- 
duction, and  the  American  article  is  al- 
ready going  abroad.  The  motor  carriage 
will  always  be  ready  for  use;  is  more 
economical  than  maintaining  teams,  and 
there  is  hardly  a  doubt  that  it  will  be- 
come the  favorite  means  of  locomotion 
before  another  decade  has  passed. 


gasoline,  is  odorless,  and  can  be  run  fifty 
miles  at  a  cost  of  about  five  cents.  Ex- 
plosion is  utterly  impossible. 

The  carriage  for  two  people  weighs 
about  450  to  475  pounds,  which  compared 
with  other  vehicles,  is  very  light.  It  is 
very  simple  and  easily  controlled.  It  is 
started  with  a  lever  held  in  the  left  hand, 
which  not  only  starts  the  machine,  but 
regulates  the  speed  and  sets  the  brake. 
The  vehicle  is  steered  by  a  lever  in  the 
right  hand  and  is  very  easily  managed. 
A  novice  can  operate  it  in  a  short  time. 
It  is  very  simple  in  construction,  having 
fewer  pieces  than  other  machines  to  get 
out  of  order.  It  can  be  geared,  to  any 
rate  of  speed  and  yet  be  entirely  under 
control  of  the  operator.  The  economy  of 
running,  ease  of  operation  and  its  light 
weight  seem  to  make  it  a  leader  among 
practical  road  machines. 

Fuel  For  Seventy=Five  fliles. 

The  accompanying  cut  shows  the  vehi- 
cle for  two  people.  It  is  not  affected  by 
heat  or  cold,  requires  no  cooling  and  no 
change  of  water,  as  is  often  the  case  with 
hydrocarbon  machines.  The  tank  when 
filled  with  fuel  will  furnish  power  for  a 
continuous  trip  of  seventy-five  miles,  but 
ordinarily  should  be  replenished  at  the 
end  of  fifty  miles. 


R.  N.  Oakman,  at  Greenfield,  Mass.,  is 
president  of  the  company,  and  G.  G. 
Brandenburg,  of  the  Iven-Brandenburg 
Company,  Chicago,  is  vice-president,  and 
all  western  business  will  be  looked  after 
by  him.  J.  I.  Brandenburg,  New  York, 
will  handle  the  business  in  the  east. 

The  company  is  ready  to  deliver  vehi- 
cles at  once,  and  is  prepared  to  turn  out 
any  quantity  that  may  be  required. 


To  Build  Motors  for  Vehicles. 

The  Denison  Motor  Wagon  company 
has  been  incorporated  under  the  laws  of 
New  Jersey  to  manufacture  petroleum  en- 
gines for  use  on  tricycles,  carriers,  car- 
riages, drays  and  motor  vehicles  under 
the  Denison  patents,  which  the  new  com- 
pany controls.  The  engines  are  an  adap- 
tation of  the  Denison  marine  engines  to 
the  requirements  of  motor  vehicles,  the 
problem  having  been  carefully  studied  out 
during  the  past  three  years  by  E.  F.  Wal- 
ton and  Ernest  Merrick,  with  a  view  to 
producing  an  engine  of  excellent  running 
qualities,  great  freedom  from  vibration, 
noise  and  odor,  and  easy  to  control.  The 
engines  will  be  made  in  various  sizes 
from  one-horse  power  up  and  will  be  of- 
fered to  the  public  on  all  forms  of  vehi- 
cles. They  will  also  be  sold  separately  to 
the  trade  for  use  by  those  who  wish  to 
make  their  own  vehicles  and  attachments. 
The  factory  of  the  company  is  in  New 
Haven  and  the  general  oflSces  are  located 
for  the  present  at  308  West  Fifty-ninth 
street.  New  York.  The  oflBcers  are  Ernest 
F.  Walton,  president;  Ernest  Merrick, 
vice-president;  George  L.  Record,  secre- 
tary and  treasurer,  and  Julian  F.  Denison, 
engineer.  The  directorate  includes  the 
same  men  and  also  Julian  B.  Tinkham. 


Another  Steam  Wagon. 

Springfield,  Mass.,  Jan.  9. — J.  H.  Bul- 
lard,  of  this  city,  a  well-known  inventor, 
has  about  perfected  a  steam  wagon  for 
which  lightness,  simplicity  of  construc- 
tion and  low  cost  of  operation  are 
claimed.  Mr.  Bullard  has  been  at  work 
on  the  wogan  for  twelve  years  and  during 
the  past  week  has  given  the  carriage  sev- 
eral trials.  The  maximum  weight  of  the 
vehicle  will  not  exceed  500  pounds,  and 
it  can  be  speeded  as  slow  as  one  ordi- 
narily walks,  or  at  the  rate  of  twenty-five 
miles  an  hour.  The  power  is  furnished 
by  a  pair  of  vertical  engines.  The  boil- 
ers hold  about  four  gallons  of  water,  or 
sufficient  to  run  the  wagon  fifty  miles. 
Either  naphtha  or  other  volatile  oils  can 
be  used  for  fuel.  The  cost  of  operation 
is  about  one-third  of  a  cent  a  mile.  The 
boilers  are  equal  to  a  pressure  of  700 
pounds,  while  the  working  pressure  is 
but  160  pounds.  There  is  no  danger,  il 
is  claimed,  should  the  water  become  ex- 
hausted in  the  boilers.  The  power  is 
transmitted  by  a  chain  and  sprocket.  The 
wheels  are  of  bicycle  pattern,  with  ball 
bearings.  In  appearance  the  wagon  is 
decidely  neat,  all  of  the  mechanism  being 
concealed,  and  the  lines  of  the  body  fol- 
lowing closely  those  of  the  up-to-date 
pleasure  vehicle. 


Motor  Vehicle  Speed  Contest  in  Paris. 

The  first  regular  tournament  of  short 
distance  races  for  automobiles  was  held 
in  Paris  on  Sunday,  December  18.  There 
were  twenty-one  competing  vehicles,  of 
which  fourteen  were  passenger  wagons 
and  carriages,  six  were  tricycles,  and  one 
was  a  bicycle.  Only  one  of  the  heavy 
vehicles  was  propelled  by  electricity,  the 
others  employing  petroleum  as  a  motive 
force.  Two  trials  at  one  kilometer  were 
given  each  machine,  the  first  with  stand- 
ing start  and  the  second  with  flying  start, 
the  sum  of  the  two  times  determining  the 
positions  of  the  competitors  in  the  con- 
test. The  electric  vehicle,  owned  by  Count 
Chassaloup-Loubat,  made  very  much  the 


The  Cycle  Age  and  Trade  Review 


321 


best  time  in  both  heats,  the  total  time 
for  the  two  being  twenty  seconds  less 
than  that  of  the  closest  competitor,  which 
was  a  petroleum  vehicle.  The  first  kil- 
ometer was  covered  in  1:12  3-5,  and  the 
second  in  :57.  The  third  best  time  was 
made  by  a  tricycle.  The  motor  bicycle 
was  awarded  sixteenth  place.  The  tricy- 
cles made  a  better  average  showing  than 
the  heavy  petroleum  vehicles,  the  five 
slowest  times  being  made  by  the  latter 
class.  The  slowest  time  for  the  stand- 
ing start  was  2:58,  and  for  the  fiying 
start,  2:52  2-5. 

AUTOnOBILE  TRADE  IN  FRANCE 


ONE  HUNDRED  STEAM  WAGONS 


TEST  FOR  LIGHT  CONSTRUCTION 


Makers  of  Cycle  Parts  Deeply  Interested— Complete 
Sets  of  Parts  for  Motor  Tricycles. 


Nearly  all  French  cycle  manufacturers 
are  making  motor  cycles,  or  motor  car- 
riages, or  both.  Their  cycle  trade  is  still 
large,  but  prices,  ruling  as  they  do  from 
$40  to  $75,  are  not  remunerative.  The  de- 
mand for  cycles  is  now  easily  met;  the 
demand  for  motors  is  yet  unfathomed. 
People  load  makers  of  well-known  motors 
with  their  money  in  prepayment — pre- 
miums are  offered  to  induce  quick  deliv- 
ery. Bicycles  sell  and  will  continue  to 
sell;  but  anybody  who  can  afford  and  ob- 
tain a  motor  cycle  or  motorcar  will  not 
mount  a  bicycle.  They  laugh  in  Paris  as 
they  compare  the  exhilaration  of  le  sport 
automobile  with  the  less  exciting  pedal- 
ing of  a  bicycle. 

Automobiles  were  so  numerous  at  the 
recent  Paris  show  that  at  least  one-half 
of  the  space  was  devoted  to  them.  In  an- 
other year  it  would  not  be  surprising  if 
the  title  of  the  exhibition  were  reversed, 
and  the  cycle  given  second  place.  Every 
parts  maker,  tube  maker,  tire  maker — 
everyone  hitherto  associated  with  the  cy- 
cle trade  as  a  maker  of  components  or 
accessories — is  now  equally  setting  out  to 
supply  motor  parts  and  fittings.  Com- 
plete sets  for  motor  tricycles  may  be  pur- 
chased, leaving  the  purchaser  to  build  up 
the  frame  and  wheels  and  bolt  together 
the  motor  parts. 

An  idea  prevails  that  the  motor  tri- 
cycle, so  popular  in  France,  will  have  to 
give  place  to  a  neat  little  car  for  two  or 
three  persons. 

Most  of  the  fashionable  cycling  clubs 
in  London  have  died  from  lack  of  support. 

There  are  enough  tandems  stocked  in 
England  to  make  it  unnecessary  to  build 
any  for  the  coming  season. 


That  Big  Deal  in  Automobiles. 

Motor  vehicle  builders  are  skeptical 
about  the  truth  of  the  published  reports 
of  the  gigantic  deal  alleged  to  have  been 
put  through  by  the  Fisher  Equipment 
company  and  the  Count  de  Jotemps,  by 
which  the  latter  is  said  to  have  contract- 
ed for  the  annual  delivery  of  the  com- 
pany's machines  for  a  period  of  ten  years 
at  a  price  of  $5,000,000.  And  in  truth  the 
story  does  sound  strange  in  view  of  the 
fact  that  the  contract  implies  a  fixed  form 
of  manufacture  for  so  long  a  period  and 
presupposes  that  existing  prices  will  re- 
main constant.  Colonel  Pope  has  de- 
clared his  belief  that  nobody  in  this  age 
of  rapid  and  revolutionizing  invention, 
and  in  the  very  infancy  of  this  business, 
is  making  contracts  for  delivery  ten  years 
ahead.  It  is  quite  likely  that  the  press 
story  is  somewhat  exaggerated  in  this  re- 
spect; but  it  is  certain  that  the  Count  is 
placing  some  big  orders  for  these  vehicles 
and  it  is  natural  that  the  contracts  should 
make  some  sort  of  provision  for  the  fu- 
ture.   

Electric  ignition  in  small  explosion 
motors  seems  to  be  gaining  in  favor  in 
England,  where  the  partial  failure  of  this 
method  of  firing  was  due  formerly  to  the 
use  of  too  small  a  plug  and  to  wiring  too 
highly. 


Steam  Vehicles  Weighing  Less  than  Four 

Hundred  Pounds  to  be  Tried 

on  Large  Scale. 


The  Stanley  brothers,  of  Newton,  Mass., 
have  decided  on  their  commercial  model, 
and  write  that  they  have  begun  making 
their  first  lot  of  100  wagons.  They  have 
made  changes  in  the  frame  so  as  to  use 
full  elliptic  springs  instead  of  the  half- 
elliptics;  the  new  model  will  be  about  40 
pounds  lighter  than  their  first  wagon, 
which  weighed,  empty,  410  pounds. 

This  new  model  wagon  has  a  backing 
action,  the  engines  being  fitted  with  the 
link  valve  motion. 

William  B.  Mason,  of  Milton,  Mass., 
will  supply  the  engines,  and  this  insures 
excellent  workmanship  on  the  Stanley 
motors.  Mason  is  past  master  of  the  art 
of  using  automatic  and  semi-automatic 
machine  tools,  and  the  Stanley  motors 
will  be  perfectly  interchangeable  in  all 
their  parts,  so'  that  repairs  can  be  sup- 
plied at  low  rates,  when  needed. 

The  cardinal  feature  of  interest  in  this 
matter  of  a  hundred  new  Stanley  wagons 
is  the  weight  of  these  vehicles.  Without 
exception,  all  of  the  other  and  more  ex- 
perienced motocycle  makers  assert  that 
no  mechanically  driven  wagon  weighing 
under  six  or  eight  hundred  pounds  enipty, 
will  stay  together  on  the  road. 

If  Stanley  builds  and  sells  a  hundred 
wagons  weighing  under  400  pounds  each, 
the  behavior  of  these  vehicles  on  the  road 
will  settle  the  question  of  motocycle 
weight  possibilities,  as  no  experiment  on 
a  small  scale  could  settle  it. 

The  Distribution  of  Weights. 

The  Stanleys  have  operated  their  410 
pound  wagon  for  more  than  a  year,  and 
most  of  their  running  has  been  done  with 
two  passengers  up;  this  would  give  the 
Stanley  total  weight  on  the  road  well 
towards  900  pounds,  made  up  about  as  fol- 
lows: Twelve  gallons  of  water  in  the 
water  tank  and  the  water  in  the  boiler, 
say  150  pounds  of  water;  30  pounds  of 
gasoline;  two  passengers,  300  pounds; 
these  items  make  up  a  total  of  890 
pounds.  The  Stanley  boiler  weighs  95 
pounds,  and  the  engines,  with  the  link 
valve  motion  will  probably  weigh  about 
25  pounds.  This  makes  about  140  pounds 
for  all  of  the  Stanley  machinery,  allow- 
ing 20  pounds  for  the  chain  and  compen- 
sating gear  and  brake.  This  leaves  270 
pounds  for  the  weight  of  the  running  gear 
and  the  very  light  body  and  springs  of 
the  Stanley  wagon,  which  is  framed  with 
steel  tubing,  bicycle  frame  construction, 
and  has  very  light  wheels,  only  28  inches 
in  diameter. 

Here,  then,  we  have  a  270  pbund  wagon, 
running  gear  and  body  only,  carrying  a 
load  of  machinery  and  supplies  and  pas- 
sengers of  about  620  pounds. 


Organize  to  Protect  Owners. 

The  California  Bicyclists'  Protective 
Association  has  been  incorporated  in  Los 
Angeles  with  a  capital  stock  of  $10,000  to 
deal  in  bicycles,  motor  cycles  and  their 
attachments,  to  protect  the  owners  from 
loss  by  theft,  to  prosecute  persons 
charged  with  theft,  and  to  hold  real  es- 
tate. The  directors  named  are  A.  C.  Har- 
per, M.  M  .Griggs,  C.  J.  George,  M.  N. 
George  and  H.  C.  Brown. 


riotor  Vehicle  Service  Recommended 

The  state  council  of  the  grand  duchy  of 
Luxemburg  has  recommended  a  project 
for  the  establishment  of  a  public  passen- 
ger and  merchandise  service  by  motor 
vehicles  in  Germany,  and  has  sent  a  let- 
ter to  this  effect  to  the  grand  duke  for  his 


approval.  It  is  pointed  out  that  in  many 
parts  of  the  country  it  is  impossible  to 
build  even  single  track  railroads,  and 
that  motor  vehicles,  which  have  proved 
themselves  very  efficient,  would  be  con- 
venient. The  heavy  weight  class  of  ve- 
hicle capable  of  an  average  speed  of 
twelve  to  fifteen  kilometers  an  hour  is 
preferred. 

PENNINGTON'S  BUCK=BOARD 


Nearly   Four   Hundred   of  them   Claimed   to    Have 
Been  Sold— A  Horizontal  Fly  Wheel. 


Pennington  and  Baines,  5  Great  Win- 
chester St.,  London,  E.  C,  have  out  a 
new  4-wheeled  wagon. 

This  vehicle  is  said  to  weigh  a  little 
more  than  225  lbs.  It  carries  two  passen- 
gers on  the  front  seat,  and  a  third  passen- 
ger can  ride  on  a  single  rear  seat.  The 
price  IS  95  guineas,  or  about  $475.  The 
body  of  the  wagon  is  said  to  be  built  ot 
"strong  sheet  tubing,"  whatever  that  con- 
tradictory term  may  mean,  and  the  vehi- 
cle Is  said  to  be  "elegant,  comfortable, 
speedy  and  noiseless,"  and  to  produce  "no 
odor."  Pennington  and  Baines  also  as- 
sert that  397  of  these  wagons  have  been 
sold. 

No  detailed  description  of  the  machin- 
ery is  given,  more  than  that  the  explosion 
motors,  electric  ignition,  have  water  jack- 
etted  cylinders  and  drive  a  heavy  fiy- 
wheel  revolving  in  a  horizontal  plane,  in- 
stead of  in  a  vertical  plane  as  is  usual, 
and  having  a  rope  drive  from  V-grooved 
wooden  pulleys,  the  rope  passing  over  a 
flat-faced  pulley  formed  on  the  compen- 
sating gear  disk.  The  passengers  are 
carried  very  low,  and  are  wholly  unpro-  ■ 
tected  from  the  weather. 

The  buck-board  platform  carries  all  the 
machinery  undei-neath,  and  unprotected 
from  dust.  The  front  wheels  are  driven, 
and  the  rear  wheels  are  used  to  steer 
with. 

The  driving  rope  is  made  endless  with 
a  long  splicing,  and  costs  only  about  65 
cents.  Of  course  this  rope  drive  demands 
some  sort  of  a  "take-up,"  and  this  detail 
is  in  the  form  of  a  pivoted  spring  con- 
trolled lever,  carrying  an  idle  pulley  over 
which  the  driving  rope  passes,  so  as  to 
give  a  constant  tension  thereto.  This  ten- 
sion may  be  increased  by  foot  pressure  if 
the  driving  rope  shows  signs  of  slipping. 

This  construction  brings  the  machinery 
close  to  the  road  surface,  but  it  has  an 
inch  more  clearance,  it  is  said,  than  the 
De  Dion  Four-wheeler  has.  The  cylinder 
appears  to  be  single;  it  is  spoken  of  as 
having  a  long  stroke. 

The  water  and  the  gasoline  are  said  to 
be  carried  in  cylinders  set     across     the 
front  of  the  up-curving  dash  board,  much ' 
like  the   arrangement  used   in  Penning- 
ton's first  vehicles. 

The  carriage  is  said  to  be  fitted  with 
"compound  springs,"  in  addition  to  the 
springs  afforded  by  the  pneumatic  tires. 
The  "compound  springs"  appear  to  be 
vertical  coiled  springs,  placed  under  the 
front  seat.  The  rear  seat,  which  appears 
to  be  a  cycle  saddle,  har<lly  to  be  classed 
as  luxurious  for  a  long  ride,  is  also  sup- 
plied with  independent  springs. 

This  new  vehicle  of  Pennington's  is  of 
interest  because  of  its  light  weight,  and 
because  of  the  rope  drive.  It  is  of  more 
interest  commercially  than  mechanically, 
however,  because  397  of  these  small, 
cheap,  and  by  no  means  elegant  wagons 
have  been  sold  within  a  very  short  time, 
if  the  printed  statements  of  Pennington 
and  Baines  are  to  be  believed. 


The  first  motor  omnibus  service  in 
England  was  established  December  21  be- 
tween Kew  Bridge  and  Hounslow  by  way 
of  Brentford  and  Isleworth. 

The  German  imports  and  exports  of  bi- 
cycles are  now  almost  equal  in  figures. 


822 


The  Cycle  Age  and  Trade  Review 


^^^IHI 


Fork  No.  22.    Stay  No.  22%,. 
Seven-Eighths  Inch  "D"  Rear  Fork,  for  28-inch  and  30-inch  Wheels. 

Length  for  28  inch  wheel,  3%  inches  from  hanger  to  bend,  14%  inches  from  bend  to  rear  end,  18 
inches  over  all. 

Length  for  30-inch  wheel,  4}^  inches  from  hanger  to  bend,  15^  inches  from  bend  to  rear  end,  20V 
inches  over  all. 


Length  from  seat  post  bracket  to  bend,  8  Inches.    Length  over  all,  24  inches. 


% 


Fork  No.  23.    Stay  No.  23^.  "' 

Seven  Eighths  Inch  Tapered  to  Three-Quarters  Inch  "D"  Rear  Fork  for  28-inch  and 

30-inch  Wheels. 

Fork— length  for  28-inch  wheels,  3%  inches  from  hanger  to  bend,  14J^  inches  from  bend  to  rear 
end,  18  inches  over  all.    Round  both  ends. 

Fork— length  for  30-inch  wheels,  4J^  inches  from  hanger  to  bend,  16?^  inches  from  bend  to  rear 
end,  2034  inches  over  all.    Round  both  ends. 

Stay— length  from  seat  post  bracket  to  bend,  8  inches.    Length  over  all,  24  inches. 


Fork  No.  26.    Stay  No.  26}. 
Three- Quarters  Inch  by  Threc-0«artcrs  Inch  Round   Rear  Fork,  for  28-inch  and 

30-inch  wheels. 

Fork— length  for  28-inch  wheels,  3%  inches  from  hanger  to  bend,  14%  inches  from  bend  to  rear 
end,  18  inches  over  all. 

Fork— length  for  30-inch  wheels,  4^  inches  from  hanger  to  bend,  15%  inches  from  bend  to  rear 
end,  20)4  inches  over  all. 

Stay— length  from  seat  post  bracket  to  bend,  8  inches.    Length  over  all,  ?4  Inches. 


Fork  No.  36.    Stay  No.  28. 
Seven-Eighths  Inch  "D"  Rear  Fork,  for  28-inch  and  30-inch  "Wheeh. 

Length  for  28-lnch  wheels,  3%  inches  from  hanger  to  bend,  14%  inches  from  bend  to  rear  end.  18 
inches  over  all. 

Length  for  30-inch  wheels,  4>^  inches  from  hanger  to  bend,  \f?A  inches  from  bend  to  rear  end  "iHM 
inches  over  all.  ^* 

Length  from  seat  post  bracket  to  bend,  8  inches.    Length  over  all,  24  inches. 


No.  20-C. 


No.  20-C. 
Continuous  Front  Fork  Crnwn 

To  fit  1  inch  Contimious 
Front  Fork  No.  20.  Top  stem 
to  fit  1x16  gauge  fork  stem. 


Shelby  Steel 


MANUFAC 


Seamless    Steel   Tubing,    Fork    Sides, 

5tems,  Taper  Gauge  Handle  Bar  or 

Frame  or  Handle    Bar   Pur 

Tubing,   Continuous 


GENERAL 


CLEVELAND, 


Fork  No.  41.    Stay  No.  41  J. 

Three-Qua-fters   Inch   hy   Three- Quarters    Inch    Rear    Fork,   Round    Both   Ends,  "D" 

Center,  for  28- inch  and  30-inch  Wheels. 

Fork— length  for  28-inch  or  3n-inch  wheels,  4%  in.  from  hanger  to  bend.    Length  over  all    19V  in 
Stay— length  from  seat  post  bracket  to  bend,  8  inches.    Length  over  all,  24  inches.  ' 


No.  44. 
Three-Quarters  Inch  ^'D"  Rear  Fork,  for  28-inch  and  30-inch  "Wheels. 

inches'tf  M^aU^'^"^"^  wheel,  3%  inches  from  hanger  to  bend,  15%  inches  from  bend  to  rear  end,  18% 
inches°ove/all^'^'^^''^  ^^^^^'  ^^  '"^'^^^  '"""^  ^^"^^er  to  bend,  15%  inches  from  bend  to  rear  end.  19% 


No.  49. 

Three-Quarters   Inch   by   Three-Quarters  Inch    Rear    Fork,  Round   Both   Ends,  "D" 

Center,  for  28-inch  and  30-inch  Wheels. 

inch^ffver^alL^"'"*'''  "^^^^^^  ^^ '°°^^'  ^™™  'i^^ger  to  bend,  14%  inches  from  bend  to  rear  end,  18 

tncherov*er^a/l^°''''°''  ^^^®^^'  ^^  ''^^'^^  ^"""^  ^^°°®'"  *°  ^®°'^'  ^°^  '^^'^'^^'^  ^''°™  ^^^^  *°  ^^^'^  end.  20Ji 


No.  40. 
Ladies' Bent  Frame  Tube. 

Diameter  either  \\  inches  or  \\  inches  by  20  gauge, 
over  all,  25  inches. 


CHICAGO,  135  Lake  Street. 


BRANCH    OFFICES 

NEW  YORK,  144 


No.  46. 


\< 


Length 


No.  46. 

Seven-Eighths  Inch  Tapered  Oval  Rear 

Fork,  for  28-inch  and  30  inch 

Wheels. 

No  47. 

Three-Quarters  Inch  Tapered  Oval  Rear 
Stay,  for  28-inch  and  30-inch 
Wheels. 

Fork— length  for  28-iiich  wheel,  3| 
inches  from  hanger  to  bend,  14|  inches 
from  bend  to  rear  end,  18  inches  over  all. 

Fork— length  for  30-inch  wheel,' 4^ 
inches  from  hanger  to  bend,  15f  inches 
from  bend  to  rear  end,  2Q\  inches  over 
all. 


Stay— length  from  seat  post  bracket 
to  bend,  8  inches.  Length  over  all,  24 
inches. 


The  Cycle  Age  and  Trade  Review 


323 


No.  94-C. 


No.  20. 


No.  94-C. 
Continuous  Rear  Fork  Crown. 

To  fit  1  inch  Continuous  Rear 
Fork  No.  94.  Top  stem  to  fit  IJ 
X 18  gauge  tubing. 


Tube  Company 


TURERS  OF 


(( 


D"    Rear    Forks    and    Stays,    Fork 
Frame  Tubes,  S wedged  Tubes  for 
poses,  *'D*'  Octagon  Shaped 
Forks  and  Crowns. 


SALES  OFFICE 


OHIO,  U.  S.  A. 


AND    WAREROOnS 

Chambers  Street.      BIRMINGHAM,  ENG.,  29  Constitution  Hill. 


No  51. 


Head 
Stem. 

I 
I 


Head  Stem. 

One  inch  and  1|  inches  16  gauge  Head  Stems. 
Length  12  inches.  24  threads  to  the  inch, 
slotted  and  collared. 


^ 


No.  51. 

Seven-Eighths  Inch  Tapered  to  Thrce- 

Ouarters   Inch  "D"  Rear  Fork,  for 

28-inch  and  30  inch  Wheels, 

Round  Both  Ends. 

Length  for  28-inch  wheel,  3|  inches  from 
hanger  to  bend,  14f  inches  from  bend  to  rear 
end,  18  inches  over  all. 

Length  for  30-inch  wheel,  4J  inches  from 
hanger  to  bend,  15|  inches  from  bend  to  rear 
end,  20|^  inches  over  all. 


No.  84. 


No.  20. 

One  Inch  Continuous  Front  Fork. 

Taper  gauge  16  to  20.     Width  inside  at  top  2  inches. 
Length  for  28-inch  wheel,  14|  inches. 
Length  for  30-inch  wheel,  ISf  inches. 


No.  84. 

Seven-Eighths  Inch  Continuous  Rear^Fork  or  Stay. 

Taper  gauge  16  to  20.     Width  inside  at  top  2  inches. 
Length  for  28-inch  wheel,  14|  inches. 
Length  for  30-tnch  wheel,  15|  inches. 


No.  60. 


No.  60. 

Continuous  "D"  Rear  Fork  or  Stay 
for  28-inch  or  30  inch  Wheel. 

Gauge  18. 

Length  for  28-inch  wheel,  14|  inches. 

Length  for  30-inch  wheel,  15|  inches. 


No.  J8. 


No.  18. 

One  Inch  Front  Fork. 

Gauge  18  or  20.  16^  inches  long,  2| 
inches  sweep.  Straight  2  inches  from 
crown  end. 


w 


No.  33. 


No.  33. 

Seven-Eighths  Inch  Front  Fork. 

Gauge  18  or  20.     16J   inches  long,  2j  inches 
sweep.     Straight  2  inches  from  crown  end. 


LI 


No.  56. 
Ladies'  Bent  Frame  Tube. 

IJ  inches  diameter  by  20  gauge.    Length  over  all,  25  inches. 


324 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


APPRECIATIVE  OF  DEALERS'  INTERESTS. 

Dealers  are  always  glad  to  do  business 
with  bicycle  makers  who  are  at  pains  to 
study  their  interests,  and  save  them  money 
in  conducting  negotiations.  The  National 
Cycle  Mfg.  Co.,  of  Bay  City,  Mich.,  bas 
perceived  the  value  of  this,  and  in  its  cat- 
alogue furnished  a  cipher  telegraphic  code 
which,  in  addition  to  offering  a  convenience 
in  placing  hurried  order,  avoids  the  danger 
of  misinterpreitation.  In  this  catalogue  the 
company  takes  occasion  to  remark: 

"Simplicity  is  the  keystone  of  successful 
and  satisfactory  bicycle  construction.  An 
improvement  which  does  not  make  it  easier 
for  the  rider  to  take  care  of  his  bicycle, 
which  demands  the  services  of  an  ex- 
perienced mechanic,  or  which,  while  novel, 
is  inclined  to  be  troublesome  just  when  the 
use  of  the  machine  is  a  necessary  part  of 
its  owner's  pleasure,  is  not  an  improvement. 
Working  upon  this  theory,  we  have  avoided 
all  complex  construction,  devoting  ourselves 
steadfastly  to  the  simplification  of  our  Im- 
provements and  developing  new  ideas  wliioh 
would  increase  the  pleasure  of  the  rider. 
We  have  always  felt  that  the  rider  should 
not  be  bothered  by  numerous  tools.  Special- 
ties in  the  line  of  tools  are  as  much  of  a 
nuisance  to  the  rider  as  complex  con- 
struction, for  when  they  are  most  needed 
they  cannot  be  found.  A  kit  of  tools  is  not 
a  necessary  part  of  National  equipment.  Put 
a  modicum  of  common  sense  behind  the  use 
of  a  monkey-wrendi,  and  you  are  equipped 
to  take  care  of  a  National  and  all  its  parts, 
using  it  with  pleasure,  without  repair  bills, 
and  getting  the  highest  value  out  of  the 
money  you  have  invested." 


THE  nOFFAT  CHIHES. 

The  operation  of  this  bicycle  alarm  is  so 
plainly  shown  Iby  the  drawing  that  no  other 
explanation  is  necessary  than  to  state  that 
a  pull  on  the  cord  acting  through  the  lever 
piviorted  on  the  bracket  attached  to  the  fork- 
sides  depresses  the  small  pulley  into  contact 
with  the  rubber  tire  of  the  front  wheel.  In 
revolving  this  pulley  causes  the  small  metal 
rings  attached  to  its  axle  to  strike  the  gongs 
alternately,  and  as  these  gongs  are  selected 
in  pairs  of  different  tones  they  give  forth  a 
mellow  musical  sound  that  is  at  once  pleas- 
ant and  loud.  The  action  is  simple,  positive, 
and  always  in  order.  The  whole  device  has 
been  improved  by  doing  away  with  the  un- 
sightly clamp  on  the  handle-bar  and  fasten- 
ing the  cord  with  a  patent  holdfast  tie,  mak- 
ing the  adjustment  of  the  cord  easy,  the  pull 
direct,   amd  allowing  the  use  of    a    heavier 


Cycl^  /l6^ 


spring  to  keep  the  pulley  normally  off  the 
tire.  The  gongs  are  also  being  fastened  on 
with  larger  screws.  T.  B.  Moffat,  patentee 
and  sole  manufacturer,  has  increased  the 
capacity  of  his  plant  at  132  South  Main 
street,  Pittsburg,  Pa.,  and  by  bujdng  ma- 
terial in  larger  quantities  has  felt  it  con- 
sistent to  make  a  reduction  in  the  price  of 
the  chimes.  Besides  manufacturing  these 
chimes,  Moffat  also  makes  bicycles  and  other 
specialties  and  acts  as  jobber  of  standard 
parts,  fittings  and  sundries. 


THE  LONG  BEAn  GAS  LAHP. 

Unusually  strong  claims  of  perfection  are 
made  by  the  Long  Beam  Lamp  Co.  of  Hills- 
boro,  O.,  for  its  Long  Beam  acetylene  lamp 
here  shown  in  cross  section.  One  of  the 
principal  constructional  features  to  which 
special  attention  is  called  is  the  novel  de- 


parture of  placing  the  water  reservoir  at 
the  extreme  base  of  the  lamp,  with  the  car- 
bide chamber  between  it  and  the  superposed 
refiector,  which,  being  of  the  parabolic  type, 
also  serves  the  purpose  of  a  combustion 
chamber.  The  water  is  fed  to  the  carbide 
by  capillary  attraction  through  the  wick 
filling  the  central  tube  and  consequently 
the  fiow  must  be  even  and  the  gas  generat- 
ed in  constant  volume  with  the  result  that 
the  flame  is  steady  and  of  the  same  height 
whether  the  rider  is  traveling  over  smooth 
or  rough  roads.  Water  from  the  reservoir 
is  admitted  to  this  wick  through  the  valve 
opened  andl  closed  by  the  thumb  screw 
shown  at  the  bottom.  The  upper  part  of  the 
lamp,  comprising  the  cover  to  the  gas  cham- 
ber, the  burner,  reflector  and  bracket,  un- 
screws from  the  lower  part,  leaving  the 
cylindrical  portion  open  for  the  reception  of 
the   carbide.     This   having   been  introduced. 


the  metal  diaphragm  carrjang  the  coil 
spring  is  placed  over  it  to  prevent  it  shak- 
ing about.  The  reflector  is  of  the  parabolic 
form,  most  carefully  constructed  upon  sci- 
entific principles,  with  means  for  adjusting 
so  that  the  flame  can  be  brought  to  the 
exact  focal  point  of  the  reflector.  This  re- 
flector is  heavily  silver  plated  and  the  com- 
bustion of  the  gas  is  so  perfect,  it  is  claimed, 
that  the  reflector  will  not  tarnish  and  with 
ordinary  care  will  last  for  years.  The  great- 
est volume  of  light  is  projected  straight 
ahead  for  a  long  distance  in  a  narrow  angle, 
whence  the  name  "Long  Beam,"  but  an 
auxiliary  oval  of  light  is  thrown  downward 
upon  the  road  immediately  in  advance  of 
the  front  wheel  for  75  feet  and  diffused  light 
is  thrown  outward  upon  either  side,  illum- 
ining objects  that  are  passed.  In  attaching 
to  the  machine,  the  lamp  body  is  set  per- 
fectly level  and  the  desired  angle  of  illumi- 
nation secured  by  raising  or  lowering  the 
reflector  on  the  burner  tube  by  means  of  the 
thumb  lever  shown.  Concentration  or  dif- 
fusion of  the  rays  can  be  regulated  by  front 
and  back  adjustment  of  the  reflector  in  the 
top  of  the  standard.  The  lamp  will  burn  five 
hours  with  one  charge  of  carbide.  By  photo- 
metric tests  it  is  shown  that  the  beam  of 
light  thrown  is  of  480  candle  power  strength, 
while  the  reflector  has  a  magnifying  power 
of  fifty  times.  While  expense  has  not  been 
spared  to  make  this  a  perfect  lamp,  it  is 
being  offered  at  a  popular  price. 


"ACETALITE"  AND  CARBIDE  TANKS. 

The  diflSculty  heretofore  experienced  in 
handling  oaPbide  of  calcium  for  bicycle 
lamps  has  beeii  overcome  by  the  tw^o  new 
specialties  introduced  by  the  Cycle  Syndi- 
cate, .S20  Broadway,  N.  T. 

Calciu.Tfi  caribide,  as  sold  to  dealers,  has 
an  extremely  disagreeaJble  and  lasting 
smell.  By  a  special  process  of  deodorizing 
this  company  has  succeeded  in  making  it  a 
sundry  which  is  not  in  the  least  objection- 
able. It  has  given  this  the  name  of  "Aceta- 
lite."  Another  important  property  of  this 
compound  is  that  it  is  anhydrous,  which 
warrants  its  extensive  use,  as  the  success- 
ful generation  of  acetylene  gas  largely  de- 
pends upon  the  affinity  of  the  carbide  for 
water.  The  carbide  storage  tank,  made  in 
compliance  with  the  regulations  of  the  fire 
departments   of   the    principal   cities,   is   an 


indispensable  article  for  the  progressive 
dealer.  Unless  carbide  is  kept  in  a  strictly 
water  and  fire  proof  tank  or  vault,  six 
inches  above  the  ground,  dealers  are  not  only 
prohibited  from  carrying  it  in  stock,  but 
the  board  of  fire  underwriters  cancels  their 
insurance  policies.  The  tank  is  made  of  two 
heavy,  low  carbon,  boiler  steel  cylinders, 
between  which  is  a  fireproof  packing  mag- 
nesia asbestos.  The  tank  is  capable  of  with- 
standing a  strain  of  500  pounds  per  square 
inch.  It  will  hold  from  fifty  to  seventy-five 
pounds  of  "Acetalite"  as  packed  in  cans  con- 
taining 1,  2  and  5  pounds  or  it  will  hold  100 
pounds  of  the  loose  car1>ide. 

For  the  purpose  of  introducing  these  two 
articles  the  Cycle  Syndicate  is  making  a 
combination  offer  of  the  tank  and  50  pounds 
of  "Acetalite"  in  assorted  cans  at  a  spe- 
cially reduced  price  when  cash  accompanies 
order. 

PREVENTS  RUSTING  UNDER  ENAMEL. 

The  anti-rust  enamel,  made  by  the  Amer- 
ican Enamel  Co.,  of  Providence,  R.  I.,  has 
been  severely  tested,  and  is  now  pronounced 
thoroughly  satisfactory.  It  is  applied  as  a 
foundation,  or  first  coating,  on  the  bicycle 
frames  before  applying  the  regular  enamels. 
There  is,  as  all  bicycle  manufacturers  to 
their  sorrow^  know,  a  great  deal  of  trouble 
arising  from  the  rusting  of  the  tubes  un- 
derneath the  enamel,  and  the  blame  for  this 
has  'been  ascribed  to  the  enamel,  but  really 
the  enamel  has  no  mere  to  do  with  it  than 
the  rise  or  fall  of  the  tides.  It  is  due  to 
the  acid  treatment  of  the  tubing  at  the 
factories,  which  acid  enters  the  pores,  and 
is  not  neutralized  or  washed  off.  It  gives 
trouble  underneath  the  enamel  in  a  great 
many  instances.  The  use  of  boracic  acid  in 
brazing  furnishes  another  cause  for  rusting 
underneath  the  enamel  on  tubing.  In  order 
to  counteract  this  many  bicycle  manu- 
facturers now  are  coppering  frames  by  bat- 
tery process.  The  bicycle  manufacturers 
throughout  the  country  have  from  time  to 
time  written  the  Americg.n  Enamel  Co.,  and 
have  really  looked  to  it  to  make  some  kind 
of  enamel  or  coating  for  a  foundation,  which 
will  remedy  this  trouble,  and  material  has 
been  produced  w^^hich  serves  its  purpose  ad- 
mirably, as  is  evidenced  by  the  orders  re- 
ceived for  it.  It  is  what  might  be  called 
a  hold-fast  and  a  specific,  almost,  easily  and 
quickly  applied  at  a  small  expense. 


COnPLETE  TUBE  CATALOGUE. 

The  Shelby  Steel  Tube  Co.,  of  Cleveland 
deserves  to  be  complimented  upQn  the 
thoroughness  which  it  has  displayed  in  com- 


piling its  recently  issued  catalogue.  The 
work  is  a  74-page  booklet  printed  on  fine 
enameled  paper,  and  illustrates,  describes 
and  gives  prices  on  its  tubing  and  tubing 
specialties  in  a  more  complete  manner 
than  is  customary  in  catalogues  of  such 
material.  In  the  first  part  of  the  catalogue 
are  illustrations  and  general  descriptions 
of  the  line  of  front  fork  sides,  rear  fork 
and  stay  tubes,  curved  drop  frame  tubes, 
etc.,  manufactured,  and  following  these  are 
line  drawings  marked  with  all  possible 
measurements  in  such  a  manner  that  any 
purchaser  by  careful  reference  to  these 
pages  can  determine  for  himself  whether 
the  Shelby  Company  has  among  its  staple 
stock  what  he  wants,  and  may  also  learn 
just  what  the  exact  proportions,  measure- 
ments and  appearance  of  the  material  are 
The  different  combinations  of  round',  D, 
oval,  straight,  bent,  tapered,  and  other  rear 
forks  and  stays  form  a  very  elaborate  set  of 


The  Cycle  Age  and  Trade  Review 


325 


Barnes  Bicycles 

The  most  complete  line  ever  offered. 

Many  ag-ents  having-  heard  of  the  new  line  for  1899 
are  ordering^  sample  wheels;  the  invariable  result  is 
that  they  obtain  the  agency  as  quickly  as  they  can. 

Equal  style  and  equal  quality  have  never  been 
combined  before  in  any  bicycle. 

Let  us  hear  from  you  if  you  want  a  line  that  will 
do  its][own,^talking-. 


The  Barnes  Cycle  Company 


SYRACUSE,  N.  Y. 


^ 


S^"ADMIRAr 


List  $30 

M.&W.  tires;  li^-in.  flush  joints;  2 
piece  hanger;  3-16  in.  chain;  oval 
crown;  D  rear  forks;  large  sprockets. 


We  want  a  few  more  good  Jobbers  to 
handle  this  fast  seller. 


MARCH=DAVIS  CYCLE  MFG.  CO. 

FACTORY:  HFRS. 

44th  and  North  Aves. 
CHICAGO 


47  Warren  Street, 
NEW  YORK 


Careful  observation  of  the  wants  of  the  trade — 
coupled  with  strict  economy  in  production,  enables 
us  to  offer  the  dealer  at  popular  prices,  a  line  of  goods 
of  unexcelled  quality.  Such  are  Snell  Bicycles.  If  you 
do  not  believe  it,  investigate  and  be  convinced. 

THE  SNELL  CYCLE  FITTINGS  CO.,  Toledo,  Ohio,  U.  S.  A. 


Write  for 
Catalogue.... 


326 


The  Cycle  Age  and  Trade  Review 


such  parts  from  which  one  would  have  to  he 
very  particular  if  he  could  not  select  what 
he  desired.  The  various  lengths,  diameters, 
gauge,  etc.,  of  front  fork  stems  in  straight 
and  tapered  gauge  tubing  are  also  shown 
in  diagrams.  Handle  bar  tubes  and  frame 
tubes  cut  to  length  are  treated  likewise. 
Another  valuable  and  novel  feature  of  the 
catalogue  is  the  code  list  for  ordering  tub- 
ing by  telegraph.  One  code  gives  the  terms 
for  expressing  prices  of  tubing,  another 
gives  the  terms  for  pieces  and  pairs  of 
specialties,  while  a  third  comprises  a  com- 
plete code  for  denoting  feet  and  inches.  One 
of  the  specialties  made  from  tubing  by  this 
company,  and  included  in  the  catalogue.  Is 
the  arch  crown  here  illustrated.  It  is  to  be 
used  with  continuous  forks,  and  is  made  in 
two  patterns,  one  for  front  forks  and  one 
for  rear  forks  and  stays  in  three-crown 
frames.  The  Shelby  Company  has  also  is- 
sued a  small  price  list  of  such  sizes  and 
shapes  of  steel  tubing  as  are  used  for 
mechanical  and  engineering  purposes.  It  is 
compact,  the  prices  and  nneasurements  be- 
ing arranged  in  tabular  form. 


CROSBY  &  MAYER  CO.'S  FITTINGS. 

A  complete  catalogue  has  been  issued  by 
the  Crosby  &  Mayer  Co.,  Buffalo,  and  is 
being  mailed  to  the  trade  as  representing 
the  company's  line  of  home  manufactured 
sheet  steel  goods  and  the  various  other  fit- 
tings for  which  the  firm  is  manufacturers' 
agent.  The  sheet  steel  line  comprises  frame 
sets  and  parts  of  many  styles,  and  stamped 
cups,  cones,  etc.,  as  well  as  frame  fittings, 
such  as  small  chain  adjusters,  handle  bar 
clamps,  washers,  ferrules  and  dress  guard 
clips  and  braces.  One  of  the  specialties  is 
the  seat  post  cluster  illustrated  herewith, 
designed  for  flush  joint  construction,  and  of 
a  present  popular  style  in  which  the  rear 
stays  run  close  together  and  parallel  down 
to  the  point  of  separation  directly  aJbove  the 
rear  wheel. 

Goods  for  which  the  company  is  manu- 
facturers'  selling  agent,   include  the  spokes 


THCCrcLLAot^ 


Of  Fay  &  Bowen,  Auburn,  N.  Y. ;  Hunter 
Arms  Co.'s  hubs;  Springfield  Drop  Forging 
Co.'s  wrenches,  one  and  two-piece  crank 
hangers  and  forged  fork  crowns,  seat  clus- 
ters, one-piece  heads,  etc;  steel  balls  made 
by  the  Hathorn  Mfg.  Co. ;  Snow  chains ;  Syra- 
cuse Arms  Co.'s  pedals;  brazed  handle  bars 
fork  sides,  head  stems,  etc.,  made  by  the 
Toledo  Tube  Co. ;  Independent  Supply  Co  's 
expanders;  Brennan  adjustable  handle  bars 
and  Fiber  buckskin  grips. 


FEATURES  OF  KEATING  MODELS. 

The  curved  line  in  the  frame  of  Keating 
bicycles  serves  a  higher  purpose  than  those 
who  look  upon  it  as  a  mere  talking  point 
care  to  admit  With  it  the  downward  stroke 
of  pedahng  produces  a  twisting,  instead  of 
a  breaking  strain  at  right  angles,  on  the 
seat  post  mast,  removing  the  danger  of 
springing  the  frame  out  of  line  or  fractur- 
mg  the  tube  near  the  crank  hanger.  It 
also  serves  as  a  most  important  brace  to 
the  crank  hanger.  In  overcoming  the  great- 
est strain  on  a  frame,  which  is  the  pulling 
strain  exerted  by  the  chain.  This  is  not 
generally  appreciated  by  the  average  rider 
although  the  value  of  rigidity  at  this  point 
cannot  be  overestimated.  Always  identified 
with  lightness  in  construction,  the  Keat- 
ing Wheel  Company  of  Middletown,  Conn 
preserves  this  valuable  feature  in  its  mod- 
els. In  its  recently  issued  catalogue  it  gives 
prominence  to  its  double  roller  chain,  which 
is  so  -constructed  as  to  avoid  all  possibility 


of  stretching,  to  toe  self-cleaning,  and  to  be 
efiicient  under  all  circumstances.  The  front 
fork  crown  is  forged^ — axles  are  hollow — 
there  are  forty  spokes  in  the  rear  wheel,  to 
give  strength  and  prevent  buckling. 

The  Keating  line  is  as  follows:  Thirty- 
inch  wheel  model;  weight,  21  pounds;  price, 
$75;  with  3%-inch  drop  to  bottom  bracket. 
Two  light  roadsters  listing  at  $50,  weighing 
22  pounds,  and  fitted  without  curve  in  seat 
mast  when  so  required.  Two  cheaper  road- 
sters listing  at  $40,  and  weighing  22  pounds, 
and  two  MattaJbesett  models  listing  at  $35 
and  weighing  25  pounds. 


ROBINSON'S  GRIP  FASTENER 

This  grip  can  be  instantly  attached  by  sim- 
ply pushing  it  into  place  on  the  handle  bar 
and  tightening  the  screw  at  the  end  of  the 
grip,  and  can  be  removed  just  as  quickly  and 
simply.  The  fastener  is  independent  of  the 
grip  and  can  be  used  with  any  ordinary  grip 


& 


ML 


A^cfrrz^^AfL, 


on  the  market  in  which  a  hole  can  be  bored 
through  the  end  tip.  The  device  consists 
of  a  wood  spool  or  thimble  with  split  sides 
and  tapered  bore,  which  fits  inside  the  metal 
handle  bar;  a  cone-shaped  metal  expander 
which  fits  inside  the  wood  spool  and  ex- 
pands its  sides  against  the  Inside  of  the 
bar  when  drawn  up  by  the  screw  bolt  in- 
serted through  the  end  of  the  grip;  and  a 
lock  washer  with  protruding  teeth  on  both 
sides  which  are  forced  into  the  end  of  the 
wood  thimble  and  into  the  inner  side  of  the 
grip  end  as  the  screw  is  tightened  and  the 
grip  drawn  up  against  the  thimble  by  the 
screwbolt.  This  lock  washer  prevents  ro- 
tation of  the  grip  on  the  bar.  Small  lugs 
on  the  tapered  plug  engage  the  slots  in  the 
wood  thimble  and  prevent  the  plug  turning 
with  the  bolt.  This  expander  device  is  so 
simple  and  cheap  of  construction  that  it  can 
be  supplied  to  manufacturers  at  a  price  that 
will  enable  them  to  adopt  it  on  their  cheap- 
est as  well  as  their  best  grades  of  bicycles. 
It  is  one  of  the  sundries  being  sold  by  the 
Plew  Saddle  Co.,  1446  Wabash  avenue  Chi- 
cago. 

TRIBUNE  AGENTS  !N  NEW  YORK. 

The  New  York  agency  for  Tribune  bicycles 
has  been  placed  with  Tom  Ward,  35  Barclay 
street  and  Fifty-fifth  street  and  Eighth  ave- 
nue,   and    with    Arthur   Townsend,    35    John 
street,  who  has  for  years  worked  in  conjunc- 
tion with  Ward.    To  those  who  are  acquaint- 
ed  with  the  retail  trade  in  New  York  city 
the    extent    of   this    deal    will    be   apparent' 
These  well  known  dealers  sell  several  thou- 
sand machines  each  season  and  it  is  safe  to 
say  they  will  do  the  Tribune  justice.     J    H 
Toole  closed  with  them  for  the  Black  Mfg 
Co.,    and   it  is    stated   that    the  first    order 
given  has   still   further  increased  the  night 
and  day  work  of  the  Erie  factory. 


TOOL  FOR  REMOVING  INNER  TUBES. 

The  accompanying  illustration  shows  a 
simple  tool  recently  patented  by  Phelps  & 
Brenner,  729  Main  street.  Quincy,  111.,  and 
which   will   soon   be  placed   in    the   market 


nLCrui./IOC 


by  them.  The  tool  is  for  the  purpose  of 
loosening  Inner  tubes,  which  are  stuck  fast 
to  the  casing  of  tires,  and  resist  the  or- 
dinary efforts  of  the  workman  to  pull  them 
out.  It  comprises  a  long  piece  of  flexible 
wire  toent  into  the  form  of  a  ring  at  one 
end,  and  having  a  handle  at  the  other 
This  ring  is  slipped  over  one  end  of  the  in- 
ner tube  at  the  lacing  hole,  and  then  the 
wire  IS  pushed  Into  the  tire,  the  ring  sep- 
arating the  tube  from  the  casing  as  it  goes 
The  tool  cannot  injure  the  inner  tube  in  any 
way  and  has  proven  very  effective  and 
handy. 

CHAINLESS  BICYCLES  FOR  WINTER  RIDING. 

"Bicycle   Riding     in  Winter"     is  the  title 
of  a  leaflet   Issued   by   the   Pope   Mfg.    Co. 
setting  forth  the  advantages  of  bevel  gear- 
ing In  winter  cycling.    The  gist  of  It  Is  that 
bevel  gearing,  being  Inolosecl,  cannot  be  Jin- 


peded  by  snow,  slush,  or  mud.  Over  the 
wholly  or  partially  packed  snow  of  city 
streets  it  may  be  propelled  without  undue 
exertion,  and  even  the  country  road,  only 
partially  broken  after  recent  snows,  may 
often  be  negotiated  with  small  difficulty. 
There  are  no  sprockets  and  chain  to  be- 
come clogged  with  particles  of  ice  or  snow, 
nor  to  be  stiffened  by  the  action  of  the  cold 
on  the  lubricant.  Those  who  cycle  chiefly 
for  pleasure  or  exercise  may  thus  take  their 
recreation  practically  all  the  year  around, 
and  those  who  use  the  bicycle  for  conve- 
nience and  economy  need  not  return  for 
three  months  of  the  year  to  wearisome 
tramps  to  or  from  tousiness  or  work,  nor  to 
the  expense,  stuffiness  and  general  discom- 
fort of  riding  in  public  conveyances. 


CHASE  &  CO.'S  NEW  POLICY. 

L.  C.  Chase  &  Co.,  129  Washington  street, 
Boston,  announcing  their  new  policy  to  the 
trade,  state  that  the  apparently  large  profits 
made  In  the  tire  business  have  induced  man- 
ufacturers to  pursue  extravagant  and  ridic- 
ulous methods  of  selling,  and  to  an  exten- 
sion of  credit  to  parties  not  entitled  thereto, 
which  the  Chase  company,  in  an  extensive 
experience  covering  a  ptriod  of  more  than 
thirty  years  in  the  manufacture  of  various 
lines  of  goods,  has  never  before  had  to  con- 
tend with. 

While  it  has  built  up  a  large  business,  the 
risks  and  methods  are  objectionable,  and  the 
firm  has  decided  to  offer  Chase  tires  to  the 
trade  on  the  same  business  toasis  that  it  has 
foun<3  so  successful  in  building  up  the  large 
plants  in  its  several  other  lines.  In  other 
words,  it  believes  in  large  sales,  conducted 
on  an  economical  basis,  and  the  marketing 
of  a  good  article  at  a  small  but  sure  profit.  ' 

The  company  states  emiphatically,  however, 
that  while  thus  changing  its  selling  policy 
the  Chase  tires  will  this  year  be  better  than 
any  heretofore  produced  owing  to  the  adop- 
tion of  recent  imiproved  methods  of  manu- 
facture. 

AMES  &  FROST  CO.'S  IMPERIALS. 

Imperial  bicycle  Model  100,  for  men,  is  the 
highest-priced   machine   in   the  line  of   flve 


Model  91— Ladies  roadster.    Price,  850. 

patterns  made  by  the  Ames  &  Frost  Co.,  of 
Chicago.  It  Is  a  30-lnch-wheeled  machine 
built  in  two  heights  of  frame,  23  and  K 
inches.  The  fork  crown  is  of  the  hollow 
forged  arched  pattern  matching  the  flush 
joint  construction  at  other  frame  connec- 
tions. The  wheel  base  is  46  inches,  and  the 
hanger  drop  4  inches.  The  finish  is  in  plain 
black  highly  polished.  Models  90  and  91  are 
the  company's  standard  $50  palrtems  for 
men  and  women.  The  general  construction 
is  the  same  as  that  of  Model  100,  though 
28-inch  wheels  are  used.  The  $35  machines 
are  Models  80  and  81.  These  bicycles  have 
flush  joints,  except  at  the  hanger,  and  are 
flnished  in  black,  maroon  or  green,  striped 
and  decorated.  Instead  of  the  Baldwin 
chain,  which  is  fitted  to  the  previous  pat- 
terns, "Diamond"  block  chains  are  used  on 
these.  The  tire  options  Include  Morgan 
&  Wright  doutole  tube,  and  Hartford  No.  70 
single  tube.  The  $50  and  $55  models  are 
fltted  with  Hartford  No.  80,  single  tutoe 
tires,  with  the  option  of  either  G.  &  J.,  or 
Dunlop  detachable.  Wheeler,  Lerch,  Gor- 
don, and  Gilliam  are  the  saddles  specified. 


ADVANTAGES  OF  RAWHIDE  FOR  SADDLES. 

The  peculiar  nature  of  rawhide,  together 
with  the  treatment  given  it  by  the  Hollen- 
back  Saddle  Co.  of  Syracuse,  renders  the  use 
of  a  wood  or  metal  base  for  the  new  Raw- 
hide saddle  wholly  unnecessary  as  a  means 
of  keeping  the  top  In  shape.  It  Is  this  that 
makes  it  possible  to  bring  the  weight  down 
to  12  ounces,  a  reduction  that  has  an  im- 
portance In  view  of  the  advent  of  30-inch 
wheels,   large  sprockets,  lengthened   chains. 


The  Cycle  Age  and  Trade  Review 


327 


and  generally  slightly  heavier  construotion 
of  bicycles.  Another  effect  secured  by  the 
use  of  fhe  rawhide  is  the  translucency  of 
the  seat,  which  lends  a  bit  of  novelty  to  its 
use  and  gives  a  lighter  look  to  the  machine. 
Thirty  makers  of  high-class  bicycles  have  al- 
ready Indorsed  the  Rawhide  saddle  by  adopt- 
ing it  as  part  of  their  equipment.  This  sad- 
dle, together  with  others  of  the  Hollenbeck 
line,  will  be  exhibited  in  space  94,  at  the 
New  York  cycle  show,  January  21  to  28. 


THE  SAQER  GEAR  IN  MIDWINTER. 

As  demonstrating  the  possibilities  of  the 
roller  pin  chainless  driving  gear  for  bicycles 
in  midwinter,  the  Sager  Gear  Co.,  of  Roch- 
ester, N.  Y.,  cites  the  century  ride  on  New 
Year's  day  made  by  F.  Crestlik,  who  started 
from  Buffalo  at  midnight  and  rode  to  Roch- 
ester in  sixteen  hours,  including  stops  which 
reduced  the  actual  riding  time  to  twelve 
hours.  The  temperature  was  many  degrees 
below  freezing  and  the  roads  were  so  badly 
drifted  with  snow  and  then  broken  u©  by 
teams  that  Crestlik  was  compelled  to  ride 
most  of  the  way  on  the  frozen  crust  of  the 
snow  at  the  side  of  the  roads.  He  did  not 
know  what  gear  he  was  riding  until  he 
reached  Rochester,  when  he  was  told  by  Mr. 
Sager  that  it  was  108 1-16. 


THE  ERICKSON  AUTOHATIC  BELL. 

Nutter,  Barnes  &  Co.,  364  Atlantic  avenue, 
Boston,  ore  sole  manufacturers  of  the  auto- 
matic alarm  here  shown  attached  to  the  ma- 
chine. The  gong  is  rigidly  attached  to  the 
end  of  the  clamp  t)racket  on  the  fork,  but 
the  disk  covering  the  internal  mechanism 
and  carrying  the  little  wooden  pulley  has 
a  limited  arc  of  revolution  on  the  central 
pivot.  To  a  stuid  on  this  disk  opposite  to 
the  pulley  is  attadhed  a  cord  running  to  the 
small  finger  lever  on  the  handle  bar.    Pres- 


sure on  this  lever  pulls  the  cord  and  ro- 
tates the  disk  sufficiently  to  make  the  pulley 
contact  with  the  rubber  tire  and  the  alarm 
to  toe  sounded.  The  gong  may  be  removed 
for  cleaning  the  parts.  All  the  attachments 
are  furnished  with  the  bell  and  are  nickel 
plated,  the  gong  being  highly  polished. 


PLEW  SADDLE  CO.'S  SUNDRY  LINE. 

A  new  catalogue  has  just  been  issued  'by 
the  Plew  Saddle  Co.,  1446  Wabash  avenue, 
Chicago,  which  embraces  a  number  of  lines 
that  should  attract  the  attention  of  the 
trade.  The  company  manufactures  the  Plew 
"soft  nose"  middle,  the  Plew  hub,  and  Plew 
lamp,  and  acts  as  selling  agent  for  the  In- 
diana Mfg.  Co.'s  Peru  wood  rims  and  Behse 
mud  and  chain  guards;  the  Duthie  Chain 
Co.'s  Indiana  and  Duthie  chains;  the  CoU- 
mer  hubs;  Topliff  &  Ely  Co.'s  Ely  pedals; 
the  Robinson  grip  fasteners.  Excelsior  balls, 
India  tires.  Perfection  chain  guards,  and  a 
line  of  small  sundries,  including  grips,  han- 
dle-baxs,  cranks,  pumps,  crank  keys,  chain 
adjusters,  spokes  and  nipples.  The  com- 
pany anticipates  an  increased  sale  of  the 
Plew  saddles,  and  gives  an  unlimited  guar- 
antee on  its  Plew  hubs,  whjch,  though  sell- 
ing at  a  popular  price,  have  the  barrel 
turned  from  solid  stock,  and  the  cups  and 
cones  from  special  steel  tempered  and 
ground,  every  part  being  carefully  tested  toe- 
fore  being  assembled.  There  are  no  casit- 
•Ings  nor  stampings  in  the  Collmer  hubs, 
which  are  self-adjusting  and  "fool  proof." 


THE  POPE  BIO  LINE. 

The  Columbia  bevel  gear  chainless,  first 
placed  on  the  market  in  October,  1897,  sur- 
vived every  apprehension  of  its  early  critics, 
has  made  a  most  enviatole  record  during  1898 
and  bids  fair  to  rank  very  high  In  popular 


favor  in  1899.  The  main  argument  for  the 
machine  is  that  its  running  gear  is  always  at 
the  point  of  highest  efficiency,  enabling  the 
rider  at  all  times  to  cover  a  given  distance 
with  the  minimum  of  exertion.  The  mechan- 
ism is  beyond  the  interference  of  dust,  mud, 
slush,  rain  or  snow,  and  this  quality  of  being 


Model  49— Price,  HO. 


proof  against  dirt  and  weather  alone  places 
the  machine  in  a  class  by  itself. 

In  the  Columbia  models  57,  58  ?ind  61, 
are  embodied  every  excellence  which  can  en- 
ter into  the  making  of  a  machine  of  the  chain 
type.  The  main  tubes  are  of  1%-inch  size 
with  other  tubes  proportional.  The  wheel 
base  is  sufiiciently  lengthened  to  afford  room 
for  as  large  sprockets  as  may  be  desired 
front  and  rear.  A  special  cutting  of  the 
sprockets  does  away  with  all  danger  of  lost 
power  through  sliding  of  the  chain  at  the 
points  of  contact  with  the  sprockets.  The 
narrow    3-16-inch   chamfered     hardened     pin 


Pattern  22— Price,  $26. 

chain  is  used,  the  solid  B  block  affording 
all  necessary  strength.  The  handle  toars 
are  of  entirely  new  design  and  are  carried 
forward  two  inches  from  the  stem.  The 
4%-inch  tread  and  narrow  construction  at 
the  rear  hub  gives  these  models  a  peculiarly 
compact  and  trim  ajppearance.  Both  have 
the  stylish  low-hung  crank  bracket  and  very 


handsome  black  enameled  and  gold  striped 
special  rims. 

Model  61  is  a  machine  with  30-inch  wheels 
and  frame  to  correspond,  which  in  other  de- 
tails is  similar  to  Model  57.     Price  $60. 

Columbia  Model  49  is  a  light-running,  fine- 
ly-balanced, handsome  road  machine  which 
was  a  favorite  with  a  large  class  of  riders 
a  year  ago.  It  is  the  same  in  pattern  and 
general  equipment  as  last  year,  but  has 
been  greatly  improved  by  changes  at  the 
head  which  strengthen  the  frame  con- 
struction materially. 

The  company  has  devoted  especial  atten- 
tion to  the  production  of  tandems  of  the 
double  diamond  and  combination  types,  and 
believes  that  the  present  models  are  the 
strongest,  safest  and  easiest  running  tan- 
dems ever  manufactured.  They  are  offered 
as  embodying  everything  essential  to  the 
comfort,  convenience  and  perfect  enjoyment 
of  the  many  who  find  exhilaration  and  pleas- 
ure in  riding  machines  of  this  class. 

The  frame  lines  of  the  Hartfords  have 
been  brougiht  into  conformity  with  the  most 
approved  ideas  of  design,  and  the  new 
machines  show  fiush  joints,  internal  ex- 
panders at  head  and  seat  post,  new  crank 
shaft  construction  which  does  awuy  with 
the  keyed^on  cra.nk,  and  other  important  im- 
provements. 

In  placing  the  Vedettes  on  the  market  the 
company  has  sought  to  supply  the  best  bicy- 
cles obtainable  at  the  Vedette  price.  The 
Vedettes  are  well  made,  strong  and  hand- 
somely finished  machines. 


SUNDRY  BUSINESS  TRANSFERRED. 

A.  G.  Bagley  &  Co.,  172  South  Clinton 
street,  Chicago,  have  succeeded  to  the  sun- 
dries business  of  the  Chicago  Plating  & 
Enameling  Co.  and  the  Standard  Machine 
Co.  and  to  the  bracket  manufacturing  branch 
of  the  Bridgeport  Gun  Implement  Co.  Bag- 
ley  &  Co.  now  own  all  the  tools,  stock  and 
patents  of  these  firms  covering  the  manu- 
facture and  sale  of  toeclips,  lamp  brackets 
and  coasters,  and  are  now  manufacturing 
these  specialties,  in  addition  to  doing  nickel 
plating    and   enameling   for    the   trade,    and 


/yi  Cra-i  AOE- 


are  prepared  to  fill  orders  in  large  quantities 
for  Bagley  clips.  Star  brackets  and  Stand- 
ard coasters,  clips  and  brackets.  The  Stand- 
ard brackets  are  made  in  eight  styles,  for 
the  head,  forkside  and  axle,  made  of  stamp- 
ings, steel  castings  and  bent  wire,  one  of  the 
cast  brackets  being  made  with  three  arms 
for  use  on  a  tandem  where  three  lamps  are 
desired.  Eight  styles  of  Standard  toe  clips 
are  also  made  of  stamped  steel  and  wire, 
one  of  them  being  adjustable  and  having  a 
corrugated  rubber  tread  and  a  wire  passing 
over  the  toes  from  side  to  side  to  prevent 
lateral  movement  of  the  foot. 


WOLFF-AHERICAN  CHAINLESS  HODEL. 

Last  week  the  agents  of  R.  H.  Wolff  & 
Co.  were  notified  that  the  firm  was  pre- 
pared to  supply  chainless  toicycles,  of  Sager 
gear  pattern,  listing  at  $75  and  weighing  28 
pounds.  The  model  has  just  been  completed 
and  has  a  fine  appearance.  Already  the 
house  has  received  many  orders  for  ma- 
chines of  this  pattern,  but  fiattering  though 
this  is,  it  is  clear  from  the  orders  simul- 
taneously placed  for  chain  models  that  there 
is  no  danger  of  the  new  comer  in  the  Wolff- 
American  line  immediately  superseding  the 
other  and  better  known  patterns. 


LARGE  SHIPHENT  OF  IMPERIAL  BICYCLES. 

An  order  for  800  Imperial  bicycles  has  been 
received  by  Ames  &  Frost  Co.  of  Chicago 
from  Beard,  Goodwillie  &  Co.  of  Port  Huron, 
Mich.,  who  have  been  Imperial  agents  for 
that  vicinity  for  several  years.  The  first 
500  of  these  bicycles  have  been  shipped  in 
two  large  furniture  cars  and  constitute  the 
largest  single  shipment  of  bicycles  into  that 
state  that  has  ever  been  made.  Although 
this  agency  usually  orders  in  large  quanti- 
ties, this  shipment  Is  larger  by  more  than 
100  machines  than  any  it  has  ever  received 
before.  

PUNCTURE  PROOF  TIRE  HAS  MANY  FRIENDS. 

The  Milwaukee  Patent  Puncture  Proof 
Tire  Co.  of  Milwaukee,  Wis.,   is  so  gratified 


328 


The  Cycle  Age  and  Trade  Review 


by  the  many  testimonial  letters  received 
from  riders  of  its  new  puncture  proof  tire 
that  it  has  gathered  together  and  published 
some  of  them  in  an  attractive  booklet,  thus 
letting  the  trade  and  public  generally  know 
of  the  satisfaction  which  the  users  of  the 
tire  have  experienced.  Each  friend  of  the 
tire,  in  writing,  tells  the  same  story  of  hav- 
ing ridden  constantly  during  a  season  with- 
out a  puncture.  A  few  well-printed  half- 
tone illustrations  give  the  pamphlet  an  at- 
tractive appearance. 


THE  BARNES  LINE  OF  SPECIALS. 

•The  advance  catalogue  of  the  Barnes  Cycle 
Co.  of  Syracuse,  N.  Y.,  which  is  just  out, 
shows  a  very  complete  line  of  bicycles  for 
the  season's  trade.     The  company  has  'been 


Model  i!0— Special  roadster.    Price,  850. 


Model  <i3— Superba,  roadster,    i-nce,  $50. 

generous  in  catering  to  the  classes  of  buy- 
ers who  desire  specially  made  machines  that 
different  from  the  usual  type  of  road  ma- 
chines. For  theim  it  has  provided  two  chain- 
less  models,  a  track  racer,  two  road  racers 
fitted  with  28  and  30-lnch  wheels  respective- 
ly, while  for  others  there  are  provided  two 
regular  road  models  and  double  diamond 
and  combination  tandems. 

For  road  work  and  hard  riding  fhe  Barnes 
Special,  Model  20,  is  a  graceful,  sturdy,  easy 
running  machine.  The  style  of  the  frame 
has  been  slightly  changed,  giving  more  rake 


Model  21— Road  racer.    Price,  165. 


Model  11 — Track  racer.    Price,  865. 


Model  29— Koad  racer,  30-lnch  wheels.    Piice,  805 

to  the  head  and  front  forks,  and  a  little 
more  drop  to  the  crank  hanger. 

The  ladies'  roadster.  Model  23,  is  ibullt  on 
practically  the  same  lines  as  last  year,  ex- 
cept that  the  crank  hanger  has  a  trifle  more 
drop.  This  design  of  frame  has  proved  very 
popular  with  ladies  on  account  of  the  gen- 
erous amount  of  dress  room  afforded,  with- 
out sacrifice  of  the  stylish  appearance  of 
the  machine. 

The  road  racer,  Model  21,  is  extremely 
light,  and  especially  designed  as  a  gentle- 
man's pleasure  mount,  or  for  road  racing 
and  easy  country  touring.  In  its  make-up 
the  material  is  so  perfectly  distributed  that 
there  is  nowhere  a  sacrifice  of  strength  for 
lightness.  The  wheel  base  has  been  slightly 
reduced,   bringing  the   rear  wheel  closer  to 


the  seat  pillar  tube.  Twenty-six-tooth  front 
sprocket  is  the  largest  that  can  be  used  on 
this  model. 

Many  improvements  have  'been  made  in  the 
White  Flyer  track  racer.  Model  22,  which 
has  been  well  introduced  through  the  many 
victories  it  has  won.  The  frame  has  been 
slightly  changed,  giving  a  trifle  more  rake 
to  the  front  forks.  The  head  and  front 
fork  crown  will  be  enameled  in  royal  purple. 
This  finish,  together  with  the  well-known 
quality  of  the  bicycle,  will  make  it  a  pop- 
ular mount  for  racing  men. 

The  30-inch  wheel  road  racing  machine. 
Model  29,  is  presented  by  the  Barnes  Com- 
pany with  confidence  that  "it  is  as  good  as 
they  -make."  "With  a  4-inch  drop  to  the 
crank  hanger  and  a  level  top  bar,  the  head 
is  necessarily  rather  short,  especially  in  the 
22-inch  frame,  in  which  it  is  4%  inches;  how- 
ever, care  is  taken  to  give  this  model  equal 
strength   to  that  of  any  of  the  others. 

Some  changes  have  been  made  in  the  out- 
line and  weight  of  the  chainless  machine, 
Model  27.  The  crank  hanger  has  a  drop  of 
three  inches,  the  same  as  in  chain  models, 
and  with  the  same  general  outline  of  frame. 
The  driving  mechanism  is  entirely  incased, 
and  thus  kept  free  from  dust  and  dirt. 

The  ladies'  chainless  is  similar  in  general 
outline  to  Model  23,    except   that  it   has  the 


Model  27— Chainless.    Price,  175. 


Model  28— Ladies'  chainless.    Price,  875. 


Model  24— D.  D.  tandem.    Price,  8100. 


M.jdel  2..)— Combination  tanden.    Price,  8100. 


bevel  gear  driving  mechanism.  With  a  low 
drop  to  the  crank  hanger,  and  the  general 
outline  of  frame,  a  liberal  amount  of  dress 
room  is  afforded. 

No  change  has  been  made  in  the  tandem 
models  except  in  equipment,  the  truss  frame 
having  been  found  from  experience  well 
adapted  to  withstand  an  unusual  amount  of 
abuse.  The  combination  machine  has  a  front 
top  bar  that  can  be  removed  without  tools. 


ELDREDGE  AND  BELVIDERE  BICYCLES. 

The  Eldredge  and  Belvidere  bicycles  are 
very  handsomely  catalogued  in  the  booklet 
which  the  National  Sewing  Machine  Co.  of 
Belvidere,  111.,  has  issued,  and  is  now  dis- 
tributing. The  line  is  made  up  of  nine  mod- 
els, all  representative  of  the  skill  of  the  de- 
signers and  constructors  at  the  company's 
factory.  The  Eldredge  Extra,  Model  25,  is 
a  man's  30-inoh  wheeled  road  machine  with 
flush  joints,  attractive  conservative  lines, 
and  embodying  all  of  the  best  special  El- 
dredge features.  The  list  price  is  $60.  El- 
dredge Model  25  is  a  woman's  30-inch  wheeled 
machine  to  match  the  Extra.  Outside  of 
the  enlarged  wheels  and  the  necessary 
changes  in  frame  measurements  the  design 
is  similar  to  the  regular  drop  frame  Eldredge 
and  also  sells  for  $60. 

Men's  and  women's  patterns  in  the  Model 
30  are  the  standard  Eldredge  machines,  and 
list  at  $50.  The  racer,  which  has  light  out- 
side joints,  one-inch  tubing  and  a  reputation 
honestly  earned  for  it  by  Miller  of  long- 
distance riding  fame,  lists  at  $50,  as  does 
also   the  ladies'   little  robin's-egg  blue   dia- 


mond machine.  Belvidere  Model  10  is  made 
for  both  men  and  women,  and  sells  for  $40. 
The  Eldredge  double  diamond,  single  steer- 
ing tandem  lists  at  $100. 

All  machines  are  fitted  with  the  Eldredge 
single  tube  tire,  made  by  the  B.  F.  Goodrich 
Co.,  although  the  Dunlop  is  offered  as  an 
option.  Eldredge  models  have  the  company's 
special  two-piece  hanger,  except  the  30-inch 
wheel  machines,  which  have  three-piece  key- 
less hangers,  while  the  Belvidefes  are  fitted 
with  three-piece  keyless  crank  and  axle 
groups.  Wheeler  saddles,  with  the  Hunt 
Model  50  as  an  option,  are  offered  as  the  reg- 
ular saddle  equipment,  and  the  riders  are 
given  the  choice  of  bars  of  five  different  ad- 
justable and  rigid  patterns.  Front  wheel 
plunger  brakes  are  supplied  if  desired. 


LARGE  LINE  OF  FANNINGS. 

The  Fanning  Cycle  Co.  of  Chicago,  has  a 
line  of  bicycles  ranging  in  list  price  from 
$3D  to  $50.  The  line  allows  an  agent  to 
meet  all  demands  in  the  matter  of  price, 
there  being  a  ladies'  and  a  corresponding 
men's  pattern  at  every  $5  raise  in  price 
above  the  lowest-priced  bicycles.     The  ma- 


Model  L— Weight,  24  lbs.    Price, 


chines  weigh  about  24  pounds  each,  and  all 
have  flush  joints.  The  hanger  used  is  of 
the  two-piece  variety,  in  which  the  division 
is  made  at  the  left  end  of  the  axle.  Hanger 
drops  are  2%  and  3  inches.  The  standard 
finish  is  Brewster  green,  though  cardinal 
and  black  are  offered  as  options.  Front 
sprockets,  which  are  made  after  the  com- 
pany's own  special  design  with  heart-shaped 
openings  between  the  spokes,  are  furnished 
in  sizes  ranging  from  24  to  28  teeth.  The 
handle  bars  and  seat  posts  are  secured  by 
internal  expanders.  Morgan  &  Wright,  or 
Kokomo  tires  are  regularly  fitted,  with 
Palmer,  G.  &  J.,  Hartford  or  Goodrich  as 
options.  Bridgeport  and  Star  pedals  are 
used,    and   the   standard   saddle  is   the   Gil- 


Model  M— Weight,  25  lbs.    Price,  $40. 


Model  K— Weight,  25  lbs.    Price,  835. 

Ham.  The  line  also  embraces  a  30-inch 
wheeled  men's  model,  and  a  track  racer 
weighing  21  pounds. 


ARNSTEIN'S  COMPLETE  CATALOGUE. 

One  of  the  most  complete  catalogues  of 
bicycle  parts,  fittings,  sundries  and  supplies 
ever  issued  has  just  been  gotten  out  Tay 
Eugene  Arnstein,  88  West  Lake  street,  Chi- 
cago. It  emibraces  everything  needed  in  the 
production,  decoration  and  equipment  of 
complete  bicycles,  from  lathes  and  tube  cut- 
ting machines  to  enamels  and  transfers,  and 
from  tires  and  saddles  to  repair  outfits  and 
watches.  It  includes  also  assembled  bicvcle 
frsumes  and  bicycles  complete  with  equip- 
ments. Specifications,  dimensions,  stoeJk 
numbers  and  prices  are  complete. 


SECURES  NUMBERING  HACHINE  CONTRACT. 

Li.  J.  Burdick,  manufacturer  of  cyclomet- 
ers and  recording  machines,  has  recently 
closed  a  contract  with  the  Buescher  Mfg.  Co 
of  Elkhart,  Ind.,  to  manufacture  his  count- 
ing machines,  which  embody  the  same  me- 


The  Cycle  Age  and  Trade  Review 


329 


Mr.  Dealer: 

Doctors  advise  cyclists  not  to  contract  the  chest 
— not  to  prevent  free  respiration.  Therefore  it  is  advis- 
able to  handle  the  Claus  Bar,  because  it  is  the  only 
bar  that  retains  its  width  at  all  adjustments.  Our 
prices  will  interest  you. 

The  Claus  Handle  Bar  Mfg.  Co. 

Milwaukee,  Wis.,  U.  S.  A. 


Initial  Tension 
Expansion  Spring 


SEAT  POST 


Practical, 


The  Only  True  Jar  Absorber. 

(Patent  Pending.) 

PRICE.   $2.50  EACH. 


Synonym  for  the  BEST  is  the 

NAME    OF 

THE  BUESCHER  MFG.    CO. 

BZfKHART,    XND. 


Tbe  jobber,  tbe  dealer 
and  tbe  user  ot  bicycle  snn- 
drleg  knoir  tbls. 

We  will  not  have  an  exhibit 
at  the  Cycle  Shows... 

because  our  products  are 
in  the  hands  of  the 

Representative  Jobbers 

throughout  the  country 
and  you  will  have  ample 
opportunity  to  see  them. 
If,  however,  you  do  not 
find  our  full  line  with 
your  jobber,  write  us  for 
Catalogue,  and  do  not 
buy  until  you  see  the  best 
things  and  best  values 
made  in  Bicycle  Sun- 
dries. 

We  make  speclaltleg — 
write  for  esttmateg. 


No.  7  FOOT- 
PUMP,  barrel 
l%xl2.  Solid 
stirrup.  Price 
80c  Each. 


No.  3  TOE-CUP 
Correct  practical 
design,'.  S5c  pair. 


Patent 
Sept.  14,  '97. 


No.  3  COUPLING. 


Latest  and  Best.    Every  Pump  should  be  fitted 
with  it.    Pat.  July  14, 1896. 


—  -—^"^•'•-^^•^•'-'  — -——-—- -'^iK^*i^2f'^^f^^'^^^'Uf^Af%4#>'U#<'%tf%A#'  t^Cf'^A^'^Af^Sf  *A^  ^if  l2f  ^A^'UfU^  »A^t^^i^fJ^^i^^ 


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THE 


Wayerley 

Continues  to 
Defy  Competition  for 

1899 


All  the  resources  of  the  great  Indianapolis  factories 
are  called  into  play  as  usual  this  year  to  make  for 
Waverley  agents  and  Waverley  riders  a  line  of  Bicy- 
cles that  shall  provide  for  all  wants  and  meet  all 
requirements  of  purse  and  service.  Here  are  the 
machines  and  the  prices: 


Waverleys 


$40 


For  Men 
For  Women 


Ivanhoe  Specials     ♦         ♦      $35 

Two  sizes  for  men;  one  size  for  women. 

Ivanhoes    ♦        \     $25  and  $26 

Two  sizes  for  men;  one  size  for  women. 


The  Waverley  Bicycle  is,  as  always,  the  best  that 

can  be  produced  by  bicycle  skill  and  knowledge     Wff 


and  almost  unlimited  resources 
more  of  them  next  week. 


We  will  tell  you 


You  will  marvel  at  the  quality  and  elegance  of  the 
Ivanhoe  line — made  in  a  separate  portion  of  our 
factories,  devoted  to  Ivanhoes  exclusively.  Choice 
of  equipment  limited,  that's  all. 


Send  qaicfcly  for  details  and 
make  sure  of  the  agency. 


INDIANA  BICYCLE  COMPANY 

INDIANAPOLIS,  IND. 


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330 


The  Cycle  Age  and  Trade  Review 


ohanical  principles  as  his  cyclometers  but 
are  desig-ned  for  use  on  presses  and  all  ma- 
chines when  it  is  desira'ble  to  count  the  out- 
put. There  is  a  large  demand  for  this  kind 
of  an  instrument,  and  under  the  well  known 
hig'h  class  workmanship  and  mechanical  ex- 
actness of  the  Buescher  factory  this  one 
may  be  expected!  to  meet  with  the  same  suc- 
cess as  the  Burdick  cyclometer. 


AN  ATTRACTIVE  SUNDRY. 

The  "Perfect"  pocket  oiler,  as  exhibited 
at  the  Chicago  cycle  show,  is  handsomer 
than  ever.  The  workmanship  is  of  the  best 
quality  and  the  finish  is  a  fine  example  of 
nickel  plating'.  Such  "a  sundry,  while  inex- 
pensive, is  important,  and  by  its  attractive- 
ness creates  a  good  impression  in  favor  of 
any  bicycle  on  which  it  forms  part  of  the 
equipment.  The  makers,  Cushman  &  Deni- 
sons,  of  New  York  city,  will  also  have  an 
exhibit  in  space  59  at  the  New  York  show. 


VIKING  nODELS  AND  PRICES. 

The  Viking  Mfg.  Co.  of  Toledo,  in  design- 
ing its  track  racer.  Model  21,  has  provided  for 
close  pace  following  and  given  the  machine 
a  moderately  long  head  with  low  frame  by 


Model  21— Eacer,  26-inch  front  wheel.   Weight,  20  lbs. 
Price,  $65. 


Model  30— Ladies'  roadster,  Weight,  25  lbs.  Price.  850. 


Model  32— Road  or  track  racer.    Weight,  22>^  lbs. 
Price,  850. 


Model  34— Three  crown  frame.    Price,  850. 

equipping  it  with  a  26-lnch  front  wheel.  The 
machine,  which  weighs  20  pounds,  and  sells 
at  $65,  has  flush  joints  except  at  the  hanger, 
and  is  enameled  Viking  blue.  Model  39,  a 
ladles'  bicycle  selling  at  $50,  has  a  double 
curved  front  frame,  flush  joints,  3-inch 
hanger  drop  and  a  decorative  metal  chain 
guard  covering  both  sprockets.    A  light  road 


or  track  wheel  weighing  22%  pounds  is  of- 
fered in  Model  32,  which  with  the  exception 
thaA  it  has  a  28-inch  front  as  well  as  rear 
wheel,  is  similar  in  appearance  to  Model  21. 
Model  34,  also  listing  at  $50,  is  a  three-crown 
machine  in  other  particulars  similar  to  the 
previous  pattern.  The  SO-incher  Model  10, 
sells  for  $45.  It  has  the  Modan  two-piece 
hanger  and  flush  joints  except  at  the  bottom 
brasket.     Models   11   and  12  are  men's  and 


Model  10— 30-lnch  wheels.    Weight,  25  lbs.  Price, 


Model  11— Weight,  24  lbs.    Price,  835. 

women's  patterns  selling  at  $35.  Morgan  & 
Wright,  Dunlop,  and  Hartford  tires  are  the 
regular  equipment.  All  machines  have  arch 
crowns,  and  Indianapolis  chains  are  used 
throughout  the  line.  Generous  options  in 
handle  bars,  saddles  and  gears  are  offered. 
The  $50  and  $65  machines  have  special  two-' 
piece  hanger  groups  and  eccentric  chain  ad- 
justment. 

REHINGTON  CHAIN  AND  SPROCKET. 

The  oibject  sought  to  be  accomplished  in 
the  designing  of  the  Remington  Special  chain 
used  on  the  machines  made  by  the  Reming- 
ton Arms  Co.,  of  Illon,  N.  Y.,  was  to  pro- 
duce a  chain  of  increased  strength  which 
would  run  with  less  friction  than  the  ordi- 
nary bicycle  chain.  It  will  be  noticed  that 
the  form  differs  materially  from  those  com- 
monly known  as  flgure  8  and  B  block  styles 


and  that  it  requires  special  sprocket  wheels 
with  teeth  divided  to  permit  the  two  out- 
side links  of  the  chain  to  come  in  contact 
with  the  teeth.  By  this  construction  there 
are  two  points  of  contact  instead  of  one  and 
OS  they  are  separated  to  the  full  width  of 
the  chain  there  is  no  tendency  to  twist- 
ing of  the  chain  and  side  sway.  Lateral 
vibration  is  further  reduced  by  having  the 
rivets  fit  tight  in  the  center  links  and  free 


in  the  outside  links,  thus  widening  the  piv- 
otal points  of  the  chain  links,  which  has  an 
effect  similar  to  the  widening  of  the  driving 
face  of  the  sprocket  tooth  with  the  ordi- 
nary chain.  The  construction  of  the  Rem- 
ington Special  chain  is  therefore  a  reversal 
of  the  odinary  chain  and  sprocket  relation. 
The  construction  Is  such  that  it  permits 
of  the  use  of  sheet  steel  in  the  manufac- 
ture of  the   driving  link  with   the   grain    of 


the  metal  running  in  the  same  direction  as 
that  in  which  the  strain  is  applied,  and  it 
is  also  possible  to  reduce  the  weight  as  com- 
pared with  the  ordinary  3-16-inch  block 
chain.  Tests  of  the  Remington  Special 
chain  have  been  made  by  running  them  on 
a  jack  at  a  tension  of  200  pounds  and  for 
a  length  of  time  equal  to  a  distance  of  from 
100  to  1,000  miles  with  only  4-1000  of  an  inch 
variation  in  the  entire  chain  of  fifty-four 
links  at  the  end  of  a  1,000-mile  test.  The 
tensile  strength  of  these  chains  has  been 
found  to  be  from  1,750  to  2,000  pounds,  with 
an  elongation  of  4-1000  of  an  inch  in  the 
entire  length  without  toreaking. 


HALL=SHONE  CO.  TO  CHANGE  NAME. 

The  Hall-Shone  Co.,  of  Rochester,  N.  Y., 
has  been  granted  permission  to  change  its 
name  to  the  E.  H.  Hall  Co.,  by  County  Judge 
Sutherland.  The  change  will  take  place  July 
1.  It  is  stated  in  the  petition  that  all  the 
stock  is  now  owned  by  E.  H.  and  H.  L. 
Hall  and  families,  and  for  that  reason  the 
change  of  name  is  desired. 


PATEE  CRESTS  IN  FOCR  HODELS. 

The  Patee  Bicycle  Co.,  of  Peoria,  111.,  is 
offering  Its  old  agents  and  friends,  as  well 
as  those  dealers  who  are  preparing  for  the 
first  time  to  wage  the  battle  for  business 
under  the  colors  of  the  Patee  Crest,  four 
patterns  of  machines  ranging  in  price  from 
$35  to  $45.  All  of  these  machines  are  built 
•with  low  rakish  frames,  have  Fauber  hang- 
ers, with  diamond-shape  cranks,  and  are 
constructed  with  flush  joints  throughout. 
The   front   fork  crowns    are   of   the   outside 


Men's  roadster— Weight,  24  lbs.    Price,  $35. 


Ladies'  roadster— Weight,  24  lbs.    Price,  $35. 


Racer— Weight,  22  lbs.    Price,  $40. 

lap  arch  pattern,  and  are  nickel-plated.  The 
regular  road  models  for  men  and  women 
weigh  24  pounds  each,  and  are  enameled  in 
black,  green,  maroon  or  orange  to  suit  the 
purchaser.  The  machines  are  fltted  with 
the  company's  special  guaranteed  single 
tube  tire.  The  Patee  Crest  Orange  racer 
has  a  longer  frame  and  a  shorter  head  than 
the  regular  patterns,  and  Is  equipped  as  a 
fast  racing  machine  for  track  and  light 
road  work.  It  Is  fitted  regularly  with  a 
light  tire  1%  inches  in  diameter,  and  able 
to  stand  usage  on  the  roadw  Unless  other- 
wise ordered  the  finish  Is  In  a  special 
orange,  which  gives  the  machine  Its  name. 


The  Cycle  Age  and  Trade  Review 


331 


Jldlake  features 


....ARE 


Original  and 


EXAMINE  THE  REAR 

FORK  END  USED 

ON  THE 


Di$lincfi<)e  Teaturcs       e^^^^JIdl^kC  SpCClSl 


Removing  Rear  Wheel  from  Frame  Without  Disturbing  Adjustments  or  Detaching  Chain. 


Rear  Wheel  Removed  from  Frame,  All  Adjustments  Left  Undisturbed. 

liiW  PAttnt  Rcaf  Tork  €wfl — To  remove  rear  wheel  in  order  to  repair  tire  or  change  rear  sprocket  it  is  only  necessary  to  unscrew  with  pocket 
wrench  two  small  bolts  in  the  fork  ends.  The  wheel  may  then  be  entirely  removed  from  frame  without  disconnecting  chain  or  disturbing 
either  chain  or  bearing  adjustments.    Every  part,  except  the  two  bolts,  remains  attached  and  in  its  proper  place. 

CbSilt  JldjUStmCnt — No  amount  of  handling  can  loosen  or  lose  any  part  pertaining  tojthis  important  mechanism.  By  this  arrangement  the  rear 
wheel  may  be  removed  and  replaced  in  30  seconds,  with  every  part  and  every  adjustment'  in  its  proper  place  Is  very  simple  and  positive. 
The  little  hangers  which  hold  the  rear  wheel  are  pushed  back  by  screws  and  held  by  lock-nuts  in  any  desired  position. 

Cbe  Jldams  $f  (Uestiake  €o.  mmr$  Chicago 


Mention  The  Cycle  Age 


Also  Makers  of  Adiake  and  X  Rays  Bicycle  Lamps  and  Adiake  Cameras 


332 


The  Cycle  Age  and  Trade  Review 


WhiJe  the  Patee  Bicycle  Co.  does  not  advo- 
cate the  use  of  30-inch  wheels,  it  has  placed 
in  the  line  such  a  model  selling  at  $45,  in  or- 
der to  meet  the  possible  needs  of  its  agents 
for  such  machines.  In  general  construc- 
tion and  equipment  it  is  similar  to  the  reg- 
ular patterns.  Any  choice  of  tires  is  granted 
on  this  model.  The  options  in  saddles  and 
handle  bars  include  various  standard  pat- 
terns of  each. 


TRUING  AND  LACING  DEVICE. 

The  trueing  device  and  lacing  stand  made 
by  the  Eureka  Supply  Co.,  of  St.  Paul, 
fits  all  hubs,  and  is  adjustable  to  all  sizes 
of  rims.  It  will  hold  the  rim  firmly  and 
preserve  its  circularity.  It  is  made  in  two 
parts  which  may  he  folded  together,  and 
weighs  only  4  pounds.  The  device  saves  a 
great  deal  of  time,  as  with  it  only  18  to  20 
minutes  are  required  to  set  and  complete 
a  wheel.  It  will  pay  for  itself  in  a  short 
time.  The  stand  may  be  fastened  on  the 
work  bench.  

HOLLENBECK  SADDLES  AT  THE  SHOW. 

"While  the  Hollenbeck  Saddle  Co.  of  Syra- 
cuse has  no  exhibit  at  the  Chicago  cycle 
show,  the  visitors  are  given  ample  oppor- 
tunity to  inspect  the  new  light-weight  Raw- 
hide saddle.  The  exhibits  of  Eugene  Am- 
stein,  the  Snell  Cycle  Fittings  Co.  and  Brown 
&  Wales  had  samplej  of  this  saddle  among 
the  other  goods  displayed  and  the  little  12- 
ounce  seat  was  to  be  seen  fitted  to  Sterling, 
Sneir,  Carlisle,  Stearns,  Dayton,  Tale  and 
Ariel  bicycles.         

AN  EXCELSIOR  SOUVENIR. 

The  Excelsior  Supply  Co.,  88  Lake  street, 
Chicago,  is  mailing  to  its  patrons  and  friends 
a  neatly  printed  booklet  containing  the 
words  of  Longfellow's  familiar  poem,  "Ex- 
celsior," together  with  illustrations  which 
lend  the  book  the  appearance  of  a  charming 
little  souvenir.  The  work  is  strictly  one  of 
good  will,  there  being  no  advertising  what- 
ever between  its  covers  except  a  picture  of 
the  new  home  of  the  Excelsior  Supply  Co. 


WORKING  OVERTIHE  ON  BI=QEARS. 

The  plant  of  the  Brown-Lipe  Gear  Co., 
Syracuse,  is  running  overtime  now  to  sup- 
ply customers  with  the  two-speed  gear,  re- 
cent shipments  of  250  of  which  have  been 
made  to  one  large  Cleveland  firm.  The  "bi- 
gear"  makers  have  also  worked  up  a  big  for- 
eign trade.  H.  W.  Chapin,  manager  of  the 
company,  states  that  the  outlook  for  a  large 
volume  of  business  during  the  next  few 
months  is  entirely  satisfactory. 


NIGHT  WORK  ON  BUESCHER  SPECIALTIES. 

The  Buescher  Mfg.  Co.  of  Elkhart,  Ind., 
makers  of  a  complete  line  of  bicycle  pumps, 
toe  clips  and  other  specialties,  began  run- 
ning its  plant  nights  in  December,  whereas 
heretofore  it  has  never  commenced  night 
work  before  the  last  of  January  or  in  Feb- 
ruary. This  not  only  evidences  an  unusual 
activity  in  the  industry,  but  the  steadily 
increasing  popularity  of  the  Buesoher  pro- 
ducts. 

TRADE  NOTES. 

Fred  A.  Trowbridge,  formerly  manager 
and  buyer  of  the  bicycle  department  of  the 
United  States  Net  &  Twine  Co.,  in  New 
York,  who  have  retired  from  the  bicycle 
business,  is  now  connected  with  Cornwall 
&  Jespersen,  310  Broadway,  New  York  city, 
who  are  the  eastern  representatives  of  the 
Columbus  Bicycle  Co.,  as  manager  of  the 
bicycle  department. 

J.  M.  Fisher,  for  a  number  of  years  con- 
nected with  the  Newton  Rubher  Works,  is 
now  representing  the  White  Sewing  Machine 
Co.,  of  Cleveland,  in  New  England  terri- 
tory. Mr.  Fisher's  extensive  acquaintance 
among  the  trade  will  make  his  services  es- 
pecially vaulable  to  the  makers  of  the  White 
bicycles. 

Frederick  J.  Haynes,  who  has  for  several 
years  had  charge  of  the  hicycle  department 
of  the  Hunter  Arms  Co.,  at  Fulton,  N.  Y., 
has  gone  to  Toronto,  Can.,  to  become  super- 
intendent of  the  Canadian  factory  of  E.  C. 
Stearns  &  Co. 

The  Shelby  Steel  Tube  Co.  has  begun  run- 
ing  the  rolling  and  piercing  mill  at  the 
Shelby,  O.,  factory  all  night  on  a  large  order 
from  the  government  for  boiler  flues  for 
war  vessels.  

A  complete  line  of  Racycle  bicycle  models 
made  by  the  Miami  Cycle  &  Mfg.  Co.  of  Mid- 
dletown,  O.,  is  being  exhibited  this  week  at 
the  Great  Northern  hotel  by  Mr.  Border- 
wisch. 

Orrin  D.  Bartlett  of  New  York  city,  who 
has  been  connected  with  the  cycle  trade  since 
the  advent  of  pneumatic  tires,  and  is  well 
known  through  his  long  connection  with  the 


Gormully  &  Jeffery  Mfg.  Co.  of  Chicago,  is 
now  connected  with  the  Keating  Wheel  Co. 
of  Middletown,  Conn.,  as  advertising  man- 
ager and  superintendent  of  agencies.  His 
face  has  been  a  familiar  one  at  all  cycle 
shows  and  national  meets  for  many  years. 


»»»$$3 


GROWTH  OF  HEISELBACH'S  BUSINESS. 


From  Humble  Beginning  in  1895  It  Has  Become  One 
of  the  Largest  in  the  Country. 


One  of  the  most  notable  individuals  in  the 
bicycle  industry  is  A.  D.  Meiselbach,  whose 
remarkable  success  during  the  last  three 
years  is  a  striking  example  of  the  energy 
and  progress  of  the  times.  Starting  from  the 
humblest  beginnings  in  '95,  he  has  developed 
a  business  the  value  of  whose  product  in 
'98  amounted  to  almost  $2,000,000  and  which 
now  regularly  employs  800  workers  at  a  total 
annual  wage  of  $200,000.  Last  year  he  em- 
ployed 200  more  men  than  he  did  in  1897 
and  the  prospects  are  that  the  demands  of 
his  business  will  necessitate  a  further  in- 
crease. 

He  manufactured  for  the  1896  tra;de  15,000 
bicycles,  for  the  1897  trade  35,275  and  in 
1898  he  sold  upwards  of  75,000  machines. 
During  the  last  year  he  made  substantial 
additions  to  his  factory,  increasing  the  floor 
space  by  20,000  square  feet,  so  that  now  there 
are  225,000  square  feet  in  the  factory,  which 
has  a  capacity  for  building  150,000  bi- 
cycles annually.  He  also  built  an  electric 
ligiht  plant  to  illuminate  the  factory  and 
also  to  supply  the  light  for  the  town  of 
North  Milwaukee.  This  plant  cost  $10,000, 
while  the  factory,  exclusive  of  machinery, 
is  worth  $125,000  and  the  machinery  $100,000 
more. 

The  development  of  this  business  and  the 
outlook  for  the  future  show  conclusively  that 
the  bicycle  business,  far  from  being  on  the 
wane,  is  improving.  Whereas  last  year 
there  were  orders  for  only  32,000  bicycles  in 
advance,  the  firm  already  has  on  hand  for 
this  year  orders  for  more  than  60,000  ma- 
chines, so  that  the  business  for  the  coming 
season  promises  to  be  even  more  phenomenal 
than  that  of  any  other  year  since  it  was 
established. 

Every  part  of  the  bicycle  is  manufactured 
in  the  plant  except  a  few  patented  parts 
which  have  to  be  purchased  from  the  con- 
cerns which  manufacture  them.  The  con- 
stant increase  in  the  demand  for  the  Meisel- 
bach machines  is  the  best  testimonial  for 
their  worth.  Mr.  Meiselbach  has  also  es- 
tablished a  reputation  for  fair  dealing,  so 
that  the  trade  have  learned  to  rely  implic- 
itly on  his  representations  in  regard  to  his 
goods.  A.  D.  Meiselbach,  who  is  the  sole 
proprietor  of  this  industry,  is  a  young  and 
energetic  man,  36  years  of  age,  and  has  been 
in  the  bicycle  business  for  twenty  years. 
He  has  worked  at  all  branches  of  it  and 
knows  it  thoroughly.  It  is  because  of  his 
knowledge  that  he  has  been  so  successful 
at  it,  as  he  personally  superintends  the  en- 
tire business  and  there  is  not  a  day  that  he 
does  not  look  over  the  factory  and  make 
improvements  in  the  methods  of  turning 
out  the  work. 

Changes  in  the  Trade. 

Joseph  T.  Kelly,  a  bicycle  dealer  of  Du- 
buque, la.,  has  filed  a  voluntary  petition 
in  bankruptcy. 


B.  F.  Chambers  has  withdrawn  from 
the  firm  of  Roth  &  Chambers,  wholesale 
and  retail  dealers  in  bicycles  and  sundries 
in  Erie,  Pa.,  and  the  business  will  here- 
after be  conducted  at  the  same  place  by 
his  former  partner,  Jacob  Roth. 

The  plant  of  the  recently  organized 
Goodyear  Tire  &  Rubber  Company,  at 
Akron,  O.,  will  begin  operations  very 
soon,  employing  250  workmen  at  the 
start.  Orders  sufficient  to  keep  the  plant 
going  for  six  months  have  been  secured. 

V.  B.  Perrine,  a  lumber  dealer  of  Ft. 
Wayne,  Ind.,  has  taken  a  controlling  in- 
terest in  the  Huntington,  Ind.,  bicycle 
works,  which  will  be  continued  at  Hunt- 
ington under  the  management  of  D.  Fen- 
ton,  of  Brooklyn,  N.  Y.,  a  brother-in-law 
of  Mr.  Perrine. 

Fred  C.  Chase  and  Archie  Matheis,  of 
St.  Paul,  Minn.,  have  entered  into  part- 
nership under  the  style  of  the  Archie 
Matheis  Cycle  company,  to  do  a  general 
bicycle  business.  They  have  secured 
quarters  and  opened  their  doors  at  96 
Bast  Fifth  street,  St.  Paul. 


Only 

Swim 
Up  Stream 


Hollenbeck  Rawhide  Saddles 
are  away  ahead  and  still  go- 
ing up.  ^^t^^^^^^ 


They  will  be  equipped  to 
over  30  makes  of  high  class 
bicycles  and  75  wide  awake 
jobbers  will  distribute  them 
at  factory  prices.  Why?  Be- 
cause they  dress  the  wheel 
and  are  light,  durable  and 
comfortable.  Write  for  our 
"Eye  Opener.'^  ^^  ^  ^  ^ 


l^ollctibcck  Saddle  eo. 

*  «  «  Syracuse,  n.  ^. 

Stand  94,  N.  Y.  Cycle  Show,  Jan.  21-28 
3c:€€€€C€CCCCC:CC:CCe€e€€€€€^^ 


The  Cycle  Age  and  Trade  Review  333 

Everything  for  Bicycle 

Builders  and  Dealers 


We  are  Western  Agents 

for  the  following: 

Au] 

rora 

Automatic 

Mac 

nine  1 

Screw  Co. 

C 

r.  L.  Thorr 
Chica 

ipson 

goH 

Mfg. 

andle 

Co. 
Bar  Co 

Bevin  Bros.  Mfg.  Co 

. 

Ind 

la  Rubber 

Co. 

Excelsior  Needle  Co. 

Write  for  our 

'99  Catalogue  and  Prices 

Established  1876. 

• 

Bi 

rown  &  Wales 

Winona  Wood  Rim 

L    Co. 

Edw. 

Miller 

Mfg. 

Co. 

- 

Butterfield  &  Co. 

Excelsior  Supply  Co.,  Chicago 


® 


Rideae^ 

T7  '  AND  KEEP  KOOL. 

ranning 


$30.00      $35.00      $40.00 

Our  Wheels  are  Guaranteed  to  Give  Satisfaction.     Send  for  a  Catalogue. 

FANNING  CYCLE  MFG.  CO.,  194-202  S.  Clinton  Street,  CHICAGO,  ILL. 


334 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


QIMM  WINS  CHAHPIONSHIP 


Twenty-Four-Hour  Race  Ends  In  Brilliant  5print — 
riiller  and  Waller  Quit. 


New  York  City,  Jan.  9. — The  twenty- 
four-hour  championship  contest  at  Madi- 
son Square  Garden  ended  at  10  o'clock 
last  Saturday  night  in  one  of  the  most 
exciting  finishes  ever  seen  on  the  cycle 
track.  As  the  race  neared  its  close  there 
were  four  contestants  riding  together  a 
mile  or  more  in  the  lead  of  the  others 
who  were  asked  to  retire  during  the  last 
fifteen  minutes,  leaving  the  track  clear  for 
the  final  sprint  of  the  four  certain  win- 
ners. When  this  request  was  made,  John 
Lawson,  who  was  three  laps  behind  the 
leaders,  succeeded  in  catching  them  nap- 
ping and  gained  a  lap,  but  was  unable  to 
repeat  the  performance. 

The  order  of  the  finish  was  Gimm,  first 
by  a  wheel  length;  Pierce,  second;  Tur- 
ville,  third;  Frederick,  fourth,  and  Law- 
son,  fifth.  The  four  leaders  covered  450 
miles  in  the  twenty-four  hours.  First 
prize  was  $1,000;  second,  $400;  third,  $2d0; 
fourth,  $150;  fifth,  $100,  and  all  who  fin- 
ished secured  prizes. 

The  race  was  a  heart-breaking  one  from 
the  start.  Frederick,  Pierce,  Turville,  and 
Gimm  never  left  their  saddles  for  a  mo- 
ment. They  even  refused  to  take  nour- 
ishment and  stimulant  from  their  train- 
ers when  the  sprint  was  on.  Everybody 
realized  that  to  fall  behind  a  lap  would 
be  fatal.  Waller  lost  a  lap  through  an 
accident  to  his  tire  Friday  night,  and  for 
fifteen  hours  he  made  a  brave  struggle  to 
regain  his  lost  ground.  All  through  the 
day  there  was  a  succession  of  desperate 
sprints,  in  which  the  riders  took  long 
chances,  and  even  risked  their  necks  to 
gain  a  lap  on  one  another.  Eighteen  men 
started  Friday  night,  but  at  the  end  of 
twenty  hours  nine  of  them  had  been  com- 
pelled to  give  up  the  struggle. 

Pilkington  and  Albert  fell  early  in  the 
race  and  quit.  Hicks  quit  at  9  o'clock  in 
the  morning  for  the  same  cause.  Nawn 
retired  an  hour  and  a  half  later,  because 
he  could  not  stand  the  alternating  fast 
and  slow  pace.  Ashinger  trailed  along 
painfully  at  the  end  of  the  line  through 
the  morning.  He  was  evidently  suffering 
and  not  in  condition  and  was  therefore 
declared  out  of  the  race.  Aaronson  also 
had  enough  early  in  the  morning.  

Miller  was  the  first  of  the  eleven  lead- 
ers to  leave  the  track.  But  the  fast  bunch 
soon  dwindled  to  eight.  Later  in  the  day 
Chapman  and  Barnaby  retired,  and  also 
Waller.  Then  Stevens  who  had  been  in 
every  sprint  from  the  beginning  of  the 
race  and  was  a  great  favorite  with  the 
crowd  had  to  quit  at  two  minutes  after  7, 
after  having  been  in  the  saddle  twenty- 
one  hours.  From  the  moment  Stevens  re- 
tired and  left  only  four  men  tied  for  first 
position  a  steady,  killing  pace  was  main- 
tained. 

The  final  score  was  as  follows: 

Gimm    450    .. 

Pierce    450    . . 

Turville    450    .. 

Frederick    450    . . 

Lawson    449     6 

Julius   437     6 

Hale    433     4 

Miller   422     6 


Three=Days'  Meet  in  Moscow. 

A  three-days'  race  meet  run  at  Moscow, 
Russia,  on  December  25,  26  and  27,  at- 
tracted immense  crowds.  The  principal 
events  were  twenty-one  match  heats  be- 
tween the  champions,  the  winner  of  the 
greatest  number  of  first  places  to  be  de- 


clared the  winner.  Seven  heats  were  run 
each  day,  the  distance  being  one  and  one- 
half  versts.  Strangely  enough,  the  heats 
resulted  in  four  firsts  and  two  seconds 
each  for  Bourillon,  Singrossi,  Waschke- 
witch  and  Dei,  while  Parlby  finished  in 
first  place  once  and  in  second  place  five 
times.  After  the  last  heat  the  judges  pro- 
claimed Singrossi  winner.  This  was  re- 
ceived with  tremendous  hisses  and  was 
protested  by  Bourillon,  Waschkewitch  and 
Dei.  The  international  race  at  one  and 
one-half  versts  was  won  by  Bourillon  by 
twenty  meters  from  Singrossi  and  Dei. 


PEACE  WILL  REIGN  AGAIN 


Pro5  to   be  Admitted   to  League  Membership  and 
Control  of  Racing  Retained. 


nOTOR  VEHICLE  flATCH  RACES 


Twenty=Kilometer  Contests   Excite   Parisians- Ri^ 
ders  and  Machines  Equally  natched. 


By  hooting  and  jeering  at  Fournier's 
queer  looking  petroleum  tricycle  in  its 
first  appearance  on  the  race  track  in  this 
country  the  American  race-goers  only  ex- 
posed their  ignorance  of  the  progress  that 
motocycles  have  made  abroad,  especially 
in  France,  where  especial  race  meets  are 
now  promoted  solely  for  the  competition 
of  riders  on  these  machines  and  attract 
large  crowds  of  spectators. 

On  December  19  a  twenty-mile  match 
was  run  between  Baras  and  Marcellin, 
two  prominent  French  motocycle  riders, 
on  the  Prince  track,  Paris.  It  was  an  ex- 
citing event,  the  twenty  kilometers  being 
covered  in  24:34.  In  the  third  lap  Baras 
came  to  a  standstill,  because  of  a  loos- 
ened screw  and  a  new  start  had  to  be 
made.  Baras  took  the  lead,  but  after  going 
nine  laps  was  overhauled  by  Mar- 
cellin and  passed.  Then  Baras  came  up 
and  for  eleven  laps  the  competitors  rode 
side  by  side,  neither  being  able  to  make 
any  appreciable  gain.  At  this  juncture 
Baras  desperately  oiled  his  motor  from 
the  saddle,  with  apparently  excellent  ef- 
fect, for  he  immediately  took  the  lead 
and  won  the  match  by  100  meters. 

On  the  following  day  they  had  a  return 
match,  which  was  a  see-saw  affair  until 
the  last  lap,  when  Marcellin  passed  Baras, 
who  was  leading,  and  won  by  a  length. 
Without  stopping,  he  continued  for  the 
hour  record,  adding  nearly  1,000  meters 
to  the  old  figures.  The  distance  covered 
was  30  miles  1,150  yards. 


Elkes  Wins  Match  With  Waller. 

The  fifty-mile  match  race  between  Har- 
ry Elkes  and  Frank  Waller  at  Madison 
Square  Garden  on  January  2  was  won  by 
the  former  easily  in  1:50:46  2-5.  Waller 
was  given  a  handicap  of  two  minutes,  in 
which  he  gained  a  lead  of  eight  and  a 
quarter  laps,  but  his  pace  was  inferior  to 
that  of  his  opponent,  who  gained  steadily 
on  him  except  when  the  Butler  brothers 
were  pulling  him  around  the  ten  lap 
track.  At  twenty-one  miles  and  three 
laps  Elkes  passed  Waller.  He  finished 
the  race  nine  laps  and  ten  yards  in  the 
lead. 

Cordang  Coming  to  America, 

Private  advices  from  Paris  state  that 
Cordang  has  signed  a  contract  to  come 
to  the  United  States  next  June  to  ride  in 
two  24-hour  races,  one  in  the  east  and 
the  other  in  the  west,  for  which  he  is  to 
receive  $2,000  each.  Miller  will  be  his 
chief  competitor.  Cordang  will  bring 
with  him  four  motocycles  for  pacing  pur- 
poses— two  electric  and  two  petroleum. 
Tom  Linton  will  return  to  America  in 
company  with  the  Dutch  24-hour  record 
holder. 


Philadelphia,  Jan.  9. — The  white  wings 
of  peace  will  be  made  to  hover  once  more 
over  the  ranks  of  the  L.  A.  W.,  it  is 
averred,  through  liberal  concessions  made 
to  the  racing  element  at  the  National  As- 
sembly next  month.  These  include  the 
probable  admittance  of  professionals  to 
membership  and  representation  on  the 
racing  board,  and  a  more  liberal  and  com- 
mon-sense interpretation  of  the  racing 
rules  for  the  benefit  of  the  amateurs. 

An  amendment  has  been  proposed  by 
Conway  Sams  of  Baltimore,  providing 
that  all  professionals  and  amateurs  must 
register  with  the  league,  paying  therefor 
a  fee  of  $2,  which  will  also  give  them 
membership  in  the  body — in  other  words, 
a  mild  sort  of  compulsory  membership 
clause. 

The  Pennsylvania  representatives  are, 
and  have  been,  favorable  to  the  admis- 
sion of  professionals  to  League  member- 
ship, and  should  such  an  amendment  be 
offered,  the  Keystone  division's  delegates 
will  be  found  almost  to  a  man  favorable 
to  such  a  measure.  The  feeling  that  many 
racing  men,  both  professional  and  ama- 
teur, have  been  unjustly  and  arbitrarily 
treated  by  the  racing  board  during  the 
past  two  years,  is  widespread  among  the 
rank  and  file  of  the  division,  and  present 
appearances  indicate  that  any  reasonable 
concession  which  may  result  in  the  re- 
tention of  League  control  of  racing  will 
be  supported  by  the  majority  of  the  state's 
delegates. 

There  will  be  little  politics  at  the  as- 
sembly, Keenan  being  an  almost  unan- 
imous choice  for  president,  and  there  be- 
ing small  opposition  to  Herbert  Foltz  of 
Indianapolis  for  first  vice-president,  H. 
R.  Kingsbury  of  Keene,  N.  H.,  for  sec- 
ond vice-president,  and  D.  J.  O'Brien  of 
Omaha  for  treasurer.  The  fight  will  there- 
fore be  on  such  issues  as  the  abandon- 
ment of  racing  control  and  the  admittance 
of  professionals  to  membership.  To  ac- 
complish either  of  these  changes  an 
amendment  must  be  passed,  and  it  will 
require  a  two-thirds  majority  of  votes  to 
pass  an  amendment.  A  careful  prelim- 
inary poll  by  mail  shows  that  almost 
twice  as  many  votes  will  be  cast  in  favor 
of  the  retention  of  the  control  of  racing 
as  are  needed  to  defeat  any  measure  to 
drop  it.  On  the  other  hand  there  appears 
to  be  an  overwhelming  majority  in  favor 
of  the  proposition  to  admit  professionals 
to  membership. 


Foreigners  Want  an  American  Circuit. 

From  personal  advices  it  appears  that 
the  prominent  French  and  other  Euro- 
pean riders  may  not  cross  the  ocean  to 
ride  at  the  world's  championships  in  Mon- 
treal next  summer  unless  a  racing  circuit 
is  arranged  in  the  United  States  in  which 
they  can  take  part  afterward.  The  cham- 
pionships come  at  a  time  when  racing  is 
at  its  height  in  Europe  and  large  prizes 
are  offered  at  numerous  meets  so  that  in 
coming  to  America  four  or  more  weeks  of 
the  best  part  of  the  season  would  be  lost 
unless  equal  opportunities  of  winning 
prizes  on  this  side  are  offered.  At  the  big 
European  meets  first  prizes  of  from  $500 
to  $2,000  are  put  up,  while  in  this  country 
prizes  seldom  go  as  high  as  $200,  except 
in  special  middle  distance  matches  or 
long  distance  open  events.  The  foreigners 
therefore  think  that  a  special  circuit 
should  be  arranged  on  which  large  prizes 


The  Cycle  Age  and  Trade  Review 


335 


ORIENT  1:30 


Strong 
Speedy 
Stylish 


26-inch  front  wheel 
28-mch  rear 


Weight,  20  lbs.   I 

i 


GUARANTEED 
FOR  THE  ROAD 


t 


Don't  wait  'till  tomorrow 
before  writing  us. 


Waltham  Mfg.  Co.,  Waltham,  Mass.  t 


WANTED 

WANTED— To    know    whether    the    roller 
chain  is  better  than  the  block  chain. 


FOUND 

FOUND  —That  some  of  our  customers  prefer 
the  block  chain;  others  use  nothing  hut  the 
roller  chain. 


FOR  SALE 

FOR  SALE— The   Roller    Block    Chain, 

which  combines  the  rigidity  and  lasting  qualities 
of  the  block  with  the  frictionless  running  of  the 
roller  chain. 


PERSONAL 

PERSONALLY  the  manufacturer  and  the 
dealer  can  afford  to  investigate  the  merits  of  a 
chain  that  pleases  everybody.  We  show  it  below 
with  our  special  coupling  link  which  can  be  de- 
tached without  tools. 


THAMES  CHAIN  &  STAMPING  CO. 


NORWICH     CONN. 


The 

Trade 

Circulation 

of 

The 

Cycle 

Age 

Regularly 

Exceeds 

the 

Joint 

Circulation 

of 

The 

Wheel 

and 

The 

Cycling 

Gazette. 


Plain  Talks  on 


THEY 

NEVER 

DISAPPOINT 


Andrae  Cycles 


IV 


An  Andrae  agent  has  the  best  of  it  right  from  the  start. 

He  has  no  preliminaries  to  attend  to.  The  very  day  he  receives 
his  Andraes  he  can  start  at  selling  them. 

He  need  not  introduce  them.  He  need  not  create  a  prelimi- 
nary demand.     We  have  attended  to  all  that. 

Andrae  Cycles  are  known  everywhere.  The  people  in  the 
agent's  town  know  all  about  them.  It  is  only  necessary  for  him 
to  tell  the  people  that  he  is  selling  Andraes. 

Then  his  business  begins. 

He  will  sell  many  $60  and  $50  Andraes  to  the  people  who 
want  the  best  bicycles  made,  but  there  are  some  people  who  want 
the  best  $40  wheel.     To  them  he  will  sell  the  $40  Andrae. 

There  are  14  Andraes  all  told.  A  wheel  to  suit  any  good 
taste — every  pocket-book. 

You  ought  to  write  for  our  trade  prices. 


Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 

Eastern  Export  Branch:    95  Reade  St.,  New  York  City. 


Mention  The  Cycle  Age 


336 


The  Cycle  Age  and  Trade  Review 


■will  be  offered.  The  riders  willing  to  come 
over  under  such  conditions  are  Paul  Bour- 
illon,  who  won  sixty-two  races  out  of 
sixty-three  in  which  he  started  last  sea- 
son, and  Jacquelin,  the  champion  of  '96  in 
France;  Houben  and  Protin,  of  Belgium; 
Franz  Verheyen  and  Paul  Albert,  of  Ger- 
many; and  some  Italian  and  English 
sprinters;  in  the  middle  distance,  Bou- 
hours,  Champion  and  Simart,  of  France, 
and  Palmer,  Walters  and  Linton,  of  Eng- 
land, could  be  expected  to  come. 


amended  as  to  be  inoperative  until  after 
a  state  appropriation  of  $1,000,000  had 
been  made.  An  effort  will  now  be  made 
to  secure  this  appropriation,  or  else  ob- 
tain the  passage  of  a  measure  even  more 
advantageous  than  the  Hamilton  bill. 


TIMES  HAVE  CHANGED 


Retiring   Racing   flen   Can   No    Longer   Feel   Sure 
of  Trade  Employment. 


It  has  for  many  years  been  the  custom 
of  the  cycle  trade  to  employ  ex-racing 
men  in  offices,  show  rooms,  and  works; 
and  when  the  ex-racing  man  has  a  ge- 
nius for  office,  show  room  or  factory  bus- 
iness, such  employment  is  no  doubt  an 
advantage;  but  the  idea  that  the  ex-rac- 
ing man  can  look  forward  to  employment 
in  the  cycling  trade  with  any  degree  of 
reasonable  certitude,  is  an  altogether  fal- 
lacious one,  says  Irish  Cyclist.  Even  if 
every  ex-racing  man  were  endowed  with 
the  requisite  aptitude  foi  business,  it 
must  be  obvious  that  there  can  never  be 
such  a  continually  increasing  number 
of  vacancies  as  would  be  required  to  ac- 
commodate the  continual  flow  of  ex-rac- 
ing men  into  the  trade,  because  trade  ex- 
pansion is  limited,  and  when  a  person 
has  installed  himself  in  a  suitable  berth, 
he  docs  not  expect  to  be  kicked  out  to 
make  room  for  the  next  retiring  racing 
man. 

Scarcely  a  week  goes  by  but  that  one 
hears  of  some  ex-racing  man  who  ap- 
pears to  be  discontented  with  his  present 
occupation  and  to  be  looking  around  for 
a  position  in  the  cycle  trade,  with  which 
he  has  not  one  atom  of  practical  ac- 
quaintance. There  are  hundreds  of  cap- 
able young  fellows  now  idle  through  hav- 
ing given  up  situations  in  businesses 
with  which  they  had  some  acquaintance, 
in  the  expectation  of  obtaining  more  re- 
munerative and  congenial  employment 
in  the  cycle  trade  merely  on  the  strength 
of  being  able  to  ride  a  bicycle  fast.  The 
trade  is  overstocked  with  experienced 
men  already,  and  for  every  vacancy  there 
are  many  applicants.  The  racing  man 
must  be  content  to  race  for  sport  without 
looking  forward  to  the  cycle  trade  as  a 
final  resort  when  his  speed  begins  to 
flag. 

Bald  and  Sloan  as  Team  Mates. 

Ex-Actor  Eddie  Bald  is  traveling 
toward  the  Pacific  coast  in  company  with 
Tod  Sloan,  the  famous  little  jockey  who 
set  all  England  agog  last  summer.  The 
jolly  pair  are  making  the  trip  by  easy 
stages  and  having  and  making  what  fun 
they  can  on  the  way.  They  are  avowedly 
bent  on  pleasure,  it  being  Bald's  desire, 
possibly,  to  forget  the  worriments  of  an 
all-too-brief  theatrical  season.  The  jockey 
sets  a  fast  pace,  but  finds  it  hard  to  shake 
the  champion  cyclist  except  in  the  matter 
of  dress,  in  which  he  can  give  Bald  a  gen- 
erous handicap  and  still  come  off  victor. 
But  the  Buffalonian  is  enthusiastic  over 
his  little  team  mate  and  says  he  will  go  to 
Europe  with  him  next  summer  and  will 
ride  in  match  cycle  races  there. 


Pennsylvanians  Want  Better  Roads. 

The  Pennsylvania  division  L.  A.  W.  is 
preparing  to  make  a  strong  fight  for  good 
roads  at  the  present  session  of  the  state 
legislature.  At  the  last  session  the  divi- 
sion succeeded  in  securing  the  passage  of 
the  Hamilton  bill,  which  provided  for  a 
radical  improvement  in  the  existing  sys- 
tem of  road  maintenance,  but  when  the 
measure  came  up  for  final  action  its  op- 
ponents     succeeded    in     having     it     so 


Elkes  Loses  to  Gibson  and  Downey. 

Joe  Downey  and  Harry  Gibson,  on  a 
tandem,  defeated  Harry  Elkes  on  a  sin- 
gle in  a  best-two-in-three  half  mile  heats 
match  at  Madison  Square  Garden  on  Jan- 
uary 4.  The  first  heat  was  a  pursuit 
race,  and  was  won  by  Elkes  by  a  yard  in 
1:03.  The  second  and  third  heats  were 
sprint  races,  and  were  won  in  succession 
by  the  tandem  team  in  1:07  and  1:15  re- 
spectively. At  the  same  meet  Charles 
Ertz  defeated  Kraemer,  the  amateur 
champion,  in  a  half-mile  handicap  in 
1 :  04  4-5.     Both  started  from  scratch. 


Washington=BaItiniore  Cycle  Path. 

The  committee  appointed  to  investigate 
the  feasibility  of  constructing  a  bicycle 
path  from  Washington  to  Baltimore  has 
begun  discussing  the  plans,  routes,  and 
system  of  tolls  in  connection  with  the 
project.  A  civil  engineer  is  to  be  se- 
cured to  investigate  and  report  upon  the 
difficulties  and  probable  expense  of  the 
undertaking,  which  is  roughly  estimated 
to  be  from  $100  to  $150  per  mile,  or  $4,000 
to  $6,000  in  all.  The  popularity  of  such 
a  path,  bringing  the  national  capital 
within  forty  miles  of  easy  riding  from 
Baltimore,  and  connecting  it  with  New 
York  and  Philadelphia,  is  not  to  be 
doubted. 

Banker  Runs  Third  in  Algiers. 

The  final  heat  of  the  race  for  the  prize 
of  Oran,  Algiers,  was  run  on  Christmas, 
and  was  a  remarkable  event,  the  three 
winners  finishing  almost  in  a  dead  heat. 
The  judges,  however,  gave  the  race  to 
Tommaselli,  with  Grogna  second  and 
Banker  third  by  five  inches. 


NEWS  IN  BRIEF. 

A  movement  is  on  foot  in  New  Orleans  to 
build  an  indoor  cycle  track. 

A  bill  for  the  protection  of  bicycle  paths 
has  been  introduced  in  the  Minnesota  legis- 
lature. 

Arthur  Zimmerman  is  once  more  reported 
to  be  seriously  thinking  of  returning  to  the 
race  track. 

Jacquelin,  Bouhours,  Parlby  and  Des- 
champs  are  giving  exhibition  races  at  Mar- 
seilles, France,  during  January. 

President  A.  L.  Mace  of  the  Century  Road 
Club  has  issued  a  call  for  the  annual  meet- 
ing of  that  organization  to  take  place  in 
Chicago  on  February  26. 

Tom  Eck  is  at  the  head  of  a  movement  in 
Minneapolis  to  organize  the  professional 
skaters  and  bring  them  under  the  control  of 
the  National  Racing  Cyclists'  Union. 

The  Springfield  (Mass.)  Bicycle  Club  has 
discharged  all  its  indebtedness  and  will  here- 
after devote  itself  to  the  social  side  of 
cycling,  eschewing  all  racing  affairs. 

The  indoor  racing  season  at  Madison 
Square  Garden  is  to  be  concluded  Thursday 
night  by  a  twenty-five-mile  paced  match 
race  between  Harry  Elkes  and  E.  A.  Mc- 
Duflae. 

A.  A.  Taylor's  New  York  to  Albany  record 
of  15  hours  and  10  minutes,  made  Septem- 
ber 17,  has  been  accepted  by  the  Century 
Road  Club.  The  previous  record  was 
21:54:00. 

The  police  department  In  New  York  issued 
orders  last  week  to  enforce  the  "uni- 
consequence  a  number  of  drivers  of  vehicles 
were  arrested  and  fined  for  violating  the  or- 
dinance. 

Major  Taylor,  who  is  this  week  the  cen- 
ter of  attraction  at  the  Chicago  cycle  show 
to  local  racing  enthusiasts,  created  a  mild 
sensation  last  week  by  joining  the  Baptist 
church  in  Worcester,  Mass.  The  colored 
wonder  is  without  doubt  one  of  the  cleanest 


and  best  conducted  professional  cyclists  in 
the  world.  He  neither  drinks  nor  smokes 
nor  indulges  in  the  common  dissipations, 
and  will  not  train  or  ride  on  Sunday. 

J.  S.  Johnson  broke  the  half-mile  profes- 
sional skating  record  in  Minneapolis  last 
Sunday,  making  it  in  1:18  2-5.  Weather  and 
track  conditions  were  bad.  He  was  paced 
the  first  300  yards. 

The  Riverside  Wheelmen  of  New  York 
have  decided  not  to  take  any  active  interest 
in  cycle  racing  the  coming  season,  owing 
to  the  uncertain  state  of  affairs  at  present 
existing  in  the  sport. 

Overtraining  is  ascribed  as  the  cause  of  the 
unbalanced  mind  and  subsequent  death  of 
Henry  Krupp,  a  professional  cyclisit  of 
Uhrichsville,  O.,  who  died  in  the  hospital  at 
Massillon  on  Decemlser  30. 

The  Detroit  consulate  of  the  Michigan 
division  L.  A.  W.  is  taking  steps  to  introduce 
into  the  state  legislature  two  'bills,  one  pro- 
viding for  the  protection  of  bicycle  paths 
and  the  other  a  general  good  roads  measure. 

Hereafter  every  person  who  belongs  to  or 
becomes  a  msmlber  of  the  National  Cyclists' 
Union  of  England  and  pays  his  dues  will 
be  insured  for  $250  against  death  and  paid 
an  indemnity  of  $5  a  week  for  five  weeks  in 
case  of  accidient. 

The  proposed  meeting  of  the  National  Cy- 
cling Association,  which  was  to  have  been 
held  in  New  York  on  January  4,  was  post- 
poned to  January  25,  owing  to  the  inability 
of  some  of  the  track  owners  to  be  present 
at  the  earlier  date. 

W.  E.  Stafford,  one  of  Boston's  best-known 
wheelmen,  started  Jan.  1  to  accomplish  the 
feat  that  put  Teddy  Edwards  in  the  hospital 
last  summer.  He  says  he  will  ride  3S5  cen- 
turies within  the  year  unless  compelled  to 
stop  on  account  of  sickness. 

The  French  say  that  every  German  rider 
Is  compelled  by  law  to  provide  himself  with 
a  book  which  enlightens  people  that  "cycling 
in  itself  is  not  a  criminal  occupation"  and 
that  "a  person  who  slays  a  cyclist  is  liable 
to  punishment  just  as  if  he  hadi  killed  an 
ordinary  man." 

C.  W.  Mears,  chief  consul  of  Ohio,  intends 
to  offer  an  amendment  to  the  constitution 
and  by-laws  of  the  League  at  the  National 
Assembly,  providing  that  each  division  have 
its  own  official  organ.  The  purpose  must  be 
obvious  to  the  publisher  of  "Joe  Lincoln's 
Joke  Book." 

Cycle  path  advocates  of  Massachusetts  will 
try  to  secure  the  passage  of  a  bill  by  the 
state  legislature  this  winter  providing  for 
the  taxation  of  bicycles  at  50cents  each,  half 
of  the  amount  to  be  turned  into  the  town  or 
city  treasuries,  and  the  other  half  to  be 
expended  on  the  construction  of  'bicycle 
paths. 

Peter  Berlo,  ex-racing  man  and  designer  of 
the  first  multicycle  pacing  machines  used  in 
this  country,  is  experimenting  in  the  con- 
struction of  petroleum-driven  one  and  two- 
seated  bicycles  with  which  he  expects  to 
solve  the  problem  of  satisfactory  pacing.  By 
spring  he  expects  to  have  in  regular  use  a 
tandem  capaJble  of  a  speed  of  1:30. 

During  the  past  season  the  L.  A.  W.  na- 
tional racing  board  took  in  $2,000  in  regis- 
tration fees  and  $3,000  in  sanction  money. 
Out  of  this  there  had  to  be  paid  $7,000  ex- 
pense money,  a  salary  of  $2,500  to  the  chair- 
man and  $1,000  each  to  the  seven  members 
of  the  board,  or  a  total  of  $16,500.  Thus  if 
the  salaries  are  paid,  racing  will  have  cost 
the  L.  A.   W.  more  than  $9,500  this  year. 

The  proposed  six-day  race  in  San  Francis- 
co seems  to  meet  with  the  approval  of  the 
people  of  that  city,  who  have  so  far  raised 
no  objection  to  it  being  run  there.  A  ten- 
lap  track  will  be  built  in  the  Mechanic's 
Pavilion,  which  will  be  altered  for  the  pur- 
pose. F.  McFarlane,  Stevens,  Freeman, 
Coulter,  Wells  and  other  national  circuit 
followers  are  already  in  training  for  the 
sprint  races  that  will  precede  the  long 
grind. 

Harry  Terrill  is  again  restless.  Terrlll 
ranks  with  "Plugger  Bill"  Martin  as  a  trav- 
eler, having  raced  In  every  known  racing 
center  of  America  from  the  Pacific  coast, 
where  he  lives,  to  Hawaii,  and  In  Europe 
as  well.  Terrlll  Is  one  of  the  original  out- 
laws of  California,  and  was  never  rein- 
stated, although  he  raced  under  the  L.  A. 
W.  all  the  past  season.  Terrill  applied  for 
reinstatement,  but  was  peremptorily  re- 
fused. He  applied  for  his  registration  card, 
enclosing  $2,  and  got  It.  He  now  contem- 
plates a  trip  to  France  for  '99,  and  may 
leave  after  the  close  of  the  indoor  season  In 
New  York. 


The  CraE  Age 

And  Trade  review 


Vol.  XXII— No   12. 


CHICAGO,  JANUARY  19,  1899 


New  Series  No.  61. 


OUR  GERMAN  TRADE  IN  PERIL 


TO  BOYCOTT  AflERlCAN   CYCLES 


German  Makers  Will  Refuse  to  Extend 

Credit  to  Agents  Who  Handle 

American  Machines. 


The  deep  resentment  of  German  bicycle 
makers  toward  American  firms  which 
have  secured  orders  from  importers  and 
agents  in  the  Fatherland  has  suddenly 
assumed  a  very  formidable  character. 
Failing  to  obtain  from  the  Imperial  gov- 
ernment the  prohibitory  import  duty  on 
American  bicycles  which  they  have  so 
earnestly  and  persistently  demanded,  the 
members  of  the  German  Bicycle  Manu- 
facturers' Association  have  decided  upon 
the  following  simple  but  ingenious  plan 
to  kill  the  American  cycle  trade: 
The  Plan  of  Operation. 

From  this  time  forward  they  will  unan- 
imously refuse  all  credit  to  any  dealer 
who  handles,  as  part  of  his  stock  in  trade, 
a  bicycle  of  American  origin.  The  prob- 
able effectiveness  of  this  measure  will  be 
readily  inferred  from  the  fact  that  the 
association  includes  in  its  membershin 
nearly  one  hundred  of  the  most  important 
bicycle  makers  in  Germany,  who  have 
been  accustomed  to  four  months'  credit 
and  very  liberal  terms  in  respect  to  parts 
and  materials  to  be  used  in  fulflllins: 
guarantees  and  making  repairs.  Under 
this  system  men  of  energy  and  tact  have 
been  able  to  turn  their  money  over  rap- 
idly and  do  a  large  business  upon  a  com- 
paratively small  capital.  Henceforward, 
if  a  dealer  in  American  bicycles  wishes  to 
adapt  his  stock  to  all  classes  of  pur- 
chasers by  keeping  in  his  assortment  a 
German-made  wheel  he  must  pay  cash  for 
what  he  has  hitherto  easily  and  cheaply 
obtained  upon  long  and  elastic  credit. 
What  Our  (lakers  Hay  Do. 

Since  the  majority  of  independent  bi- 
cycle dealers  in  Germany  are  in  close- 
business  relations  with  and  under  per- 
sonal obligations  to  one  or  more  manu- 
facturers, it  is  expected  that  the  effect  of 
this  heroic  policy  will  be  to  seriously  in- 
jure the  sale  of  American  bicycles,  unless 
exporting  manufacturers  in  the  United 
States  take  an  aggressive  attitude,  and, 
by  extending  and  broadening  their  sys- 
tem of  credits  and  backing  up  their  best 
retail  agents  vigorously,  make  the  com- 
petition so  hot  that  the  German  makers, 
many  of  whom  are  laden  with  unsold 
wheels  carried  over  from  last  season, 
will  be  compelled  to  make  peace  by  re- 
scinding the  present  decree. 


Novel  Plan  for  Instalment  Sales. 

A  Buffalo  cycle  company  has  adopted  a 
new  system  of  selling  bicycles  on  the  in- 


stalment plan.  It  advertises  to  receive 
payments  of  $1  per  week  on  a  $30  ma- 
chine, crediting  the  purchaser  with  $3  for 
the  first  dollar  paid  in — probably  as  an 
inducement  to  begin  the  payments  in  the 
winter.  By  the  time  the  riding  season 
opens  the  buyer  has  his  machine  half  paid 
for.  By  putting  such  a  plan  into  oper- 
ation the  dealer  reduces  the  probability 
of  bad  accounts  to  a  minimum,  has  capi- 
tal to  conduct  his  business  with  and  is 
saved  the  time  and  trouble  of  makins 
collections  and  the  loss  caused  by  having 
to  recover  unpaid-for  machines  which 
must  be  afterward  sold  as  second-hand. 
The  initial  credit  of  $2  may  be  considered 
a  moderate  amount  to  pay  to  escape  these 
common  losses.  The  purchaser,  on  the 
other  hand,  having  his  new  machine  half 
paid  for  when  he  begins  to  ride  it,  can 
complete  the  remaining  payments  before 
the  middle  of  the  summer  and  will  have 
small  occasion  to  refuse  to  finish  them. 
Whether  he  will  feel  sufficient  confidence 
in  the  dealer  to  permit  him  to  act  as  his 
banker  to  such  an  extent  before  the  goods 
are  delivered  is  an  aspect  of  the  case  that 
should  be  given  some  consideration. 


Local  Show  Movement  in  Buffalo. 

Some  of  the  Buffalo  cycle  tradesmen 
believe  that  a  local  bicycle  show  would 
be  a  good  thing  for  the  business  and  are 
earnestly  at  work  in  an  effort  to  induce 
the  others  to  come  in  and  make  the 
thing  a  success.  The  trade  has  been  can- 
vassed during  the  past  few  days  and  with 
but  few  exceptions  the  sentiment  is 
strongly  in  favor  of  the  project.  Buffalo 
has  never  had  a  cycle  show  except  those 
annually  held  in  Martin's  church  before 
this  edifice  was  razed  and  there  is  little 
doubt  that  the  city  is  ripe  for  a  good  one 
at  the  present  time.  The  promoters  have 
the  new  Glenny  building  on  Main  street 
adjacent  to  "Cycle  Row"  in  view.  This 
building  has  an  immense  floor  space  and 
is  admirably  adapted  for  the  purpose. 
The  question  will  come  before  the  board 
of  trade  at  its  meeting  this  week  and 
the  probabilities  are  that  the  project  will 
receive  its  unanimous  endorsement.  If 
held,  the  first  week  in  February  will 
probably  be  selected. 


CONTENTS. 


Brazingr  by  Immersion     - 
Editorial         .        .        -        -        . 
Spalding  Defies  Jobbers 
To  Protect  Pedal  Designs 
Commerce  in  Foreign  Markets 
Subjects  of  General  Interest 
Recent  Patents  ... 

Large  Motor  Vehicle  Deal 
Information  for  Buyers 
Cycling  in  Florida 
The  Pastime  and   Sport 


Page 
339 
341 
344 
347 
351 
352 
354 
356 
358 
364 
366 


AUSTRALIAN  TRADE  IMPROVING 

RECOVERING  FROM  DULL  TIMES 


Despite  Auction  Sales  Some  Dealers  Are 

Doing  Good  Business— Others 

Quit  the  Trade. 


Sydney,  N.  S.  W.,  Dec.  19.— The  month 
of  December  has  seen  a  slight  livening  up 
of  the  cycle  trade  throughout  Australia, 
consequent  upon  the  opening  of  the  rac- 
ing season.  Trade  was  very  dull  during 
October  and  November.  The  dealers  in 
New  South  Wales  have  felt  the  dullness 
more,  perhaps,  than  those  of  any  of  the 
other  colonies,  and  as  a  consequence  a 
few  of  them  have  got  rid  of  their  stock 
by  means  of  auction  sales  and  quit  the 
business.  One  or  two  of  the  big  firms 
have  also  held  auction  sales  of  their  old 
stock  ostensibly  to  make  room  for  fresh 
shipments. 

On  the  other  hand,  the  Austral  Cycle 
Agency,  the  largest  concern  in  Austral- 
asia, having  branches  in  all  the  colonies 
and  six  stores  in  different  parts  of  Mel- 
bourne, has  secured  quarters  in  a  new 
four-story  building  there,  and  will  give 
up  the  six  retail  rooms  and  hereafter 
have  only  the  one  house,  in  which  will 
be  located  the  work  rooms,  wholesale  and 
retail  departments,  and  general  offices 
This  agency  is  an  offspring  of  the  John 
Griffiths  Corporation  of  London  and  han- 
dles only  English  machines. 

Rural  Trade  is  Good. 

The  Victorian  Cricketing  &  Sports  com- 
pany, of  Victoria,  reports  having  done 
more  business  during  the  past  three 
months  than  for  a  long  time  previously. 
Its  trade  in  the  country  has  been  espe- 
cially brisk.  It  acts  as  agents  for  one 
line  of  American  bicycles  and  an  English 
chainless  machine. 

The  English  &  American  Agency  of 
New  South  Wales  (Gavin,  Gibson  &  Co.) 
has  announced  a  sale  of  sixty  American 
bicycles  at  $47.25,  a  price  considered  ridi- 
culously low  for  Australia,  and  one  at 
which  they  ought  to  be  quickly  closed 
out.  This  firm  has  removed  the  bicycle 
stock  from  its  retail  store  to  its  ware- 
house and  installed  pianos  in  the  former. 
Only  French  and  English  machiaes  are 
carried. 

Some  Benefit  from  Auction  Sales. 

One  of  the  leading  auctioneers  in  New 
South  Wales  has'  opened  a  "cycle  ex- 
change" for  the  disposal  of  new  and  sec- 
ond hand  bicycles  and  held  his  first  sale 
December  15.  Although  the  legitimate 
dealers  feel  that  these  sales  will  injure 
their  business,  they  get  consolation  out 
of  the  fact  that  it  will  largely  relieve 
them  of  the  annoyances  and  losses  inci- 
dent to  the  trading-in  of  old  machines  for 
new  mounts  by  customers.  The  first 
auction   sale  was  very  successful  and   a 


338 


The  Cycle  Age  and  Trade  Review 


large  number  of  machines  were  disposed 
of.  There  are  a  great  number  of  persons 
here  who  declare  that  they  will  not  buy 
bicycles  until  the  price  comes  down  to 
$50,  but  as  the  cheapest  "car"  of  an  Aus- 
tralian-built machine  brings  $60,  they  are 
likely  to  wait  a  long  time  before  they  can 
get  good  American  and  English  bicycles 
from  regular  dealers  at  their  price.  Ma- 
chines assembled  locally  from  Perry's 
parts  are  being  sold  for  $62.50  in  Syd- 
ney. They  are  not  bad  looking,  but  weigh 
about  29  pounds. 

Local  Builder  Leaves  the  Trade. 

F.  Bell,  of  this  city,  who  manufactured 
a  machine  that  was  popular  locally  and 
seemed  to  be  doing  a  good  business,  has 
just  surprised  the  trade  by  holding  an 
auction  sale  and  going  out  of  the  busi- 
ness. Bell  catered  to  the  preferences  of 
the  individual  riders  in  the  matter  of 
high  gears,  etc.  The  day  after  he  moved 
out  of  his  shop  another  maker  of  a  local 
machine  moved  in  with  the  evident  inten- 
tion of  trading  on  Bell's  reputation. 

Bennett  &  Wood,  the  busiest  firm  in 
New  South  Wales,  are  doing  a  good  busi- 
ness with  one  of  the  best  English  ma- 
chines, and  now  have  about  eighteen  or- 
ders on  their  books,  with  only  one  ma- 
chine in  stock.  These  machines  sell  at 
$100  and  $140. 


French  Bicycles  Americanized. 

As  a  type  the  French  machine  is  al- 
most non-existent,  according  to  an  Eng- 
lish expert  who  visited  the  recent  cycle 
shows  held  in  England  and  France.  At 
one  time  it  seemed  to  be  on  the  way  to 
attaining  distinction  of  merit  and  style 
alike;  now  it  has  neither.  In  style  it  is 
almost  entirely  Americanized;  in  work- 
manship and  design  it  is  inferior  to  either 
the  British  or  American  product.  The 
enameling  is  poor,  the  finish  imperfect 
and  the  design  often  faulty  and  obsolete. 
Moreover,  it  is  clearly  the  product  of  a 
nation  of  fair-weather  riders,  for  the  gear 
case  is  unknown  and  the  steel  mud  guard 
rarely  seen.  Most  of  the  French  ma- 
chines have  either  no  mud  guards  at  all 
or  light  wooden  ones,  after  the  American 
fashion.  On  the  ladies'  safeties  all  the 
dress  guards  and  chain  covers  are  of  the 
wood  and  cord  variety  common  to  Amer- 
ican machines.  Nevertheless  the  French 
bicycle  appears  to  satisfy  its  patrons, 
and  English  machines  were  almost  un- 
represented at  the  French  show,  though 
American  bicycles  were  numerous. 


Import  Duty  on  Calcium  Carbide. 

Washington,  Jan.  14. — A  quantity  of 
calcium  carbide  was  recently  imported 
through  the  port  of  Niagara  Falls.  It  was 
assessed  for  duty  at  25  per  cent  as  a 
chemical  compound  under  paragraph  3 
of  the  tariff  act  of  July  24,  1897,  but  was 
claimed  by  the  importers  to  be  dutiable 
at  only  20  per  cent  under  section  6  of 
said  act.  The  carbide  is  made  from  lime 
and  coke  finely  ground,  mixed  in  proper 
proportions  and  smelted  in  an  electric 
furnace.  The  carbide  contained  in  the 
lime  combines  chemically  with  the  coke. 
This  chemical  union  of  the  ingredients 
forms  a  chemical  compound,  and  the 
United  States  Board  of  General  Apprais- 
ers, before  whom  the  matter  came  for 
decision,  found  that  calcium  carbide  is  a 
chemical  compound  and  that  it  is  not  oth- 
erwise specially  provided  for  in  the  pres- 
ent tariff  act,  and  accordingly  affirmed 
the  decision  of  the  collector  in  assessing 
it  at  the  rate  of  25  per  cent. 


The  city  of  Wabash,  Ind.,  is  soon  to 
have  its  street  illumination  furnished 
from  an  acetylene  gas  plant,  which  is 
now  being  installed  by  the  Dietrich  syn- 
dicate, a  corporation  formed  for  exploit- 
ing acetylene  gas  plants. 


TO    PROTECT    PEDAL    DESIGNS 


ALLIANCE  AGAINST  INFRINGERS 


Record  Pedal  Makers  Unite  With  Metz 

of  Waltham  Company  to  Fight  Imi= 

tators  by  Law. 


It  has  been  the  sad  experience  of  every 
manufacturer  of  pedals  who  obtained  pop- 
ular recognition  of  the  merit  of  his  goods, 
that  his  design  was  forthwith  copied  as 
closely  as  possible  and  worked  into  cheap 
material.  Frequently  it  was  only  an  out- 
ward resemblance  that  was  aimed  at  and 
produced  by  the  imitators,  while  the 
bearings  and  other  features  which  would 
not  attract  the  scrutiny  of  the  average 
purchaser,  were  made  in  any  fashion 
that  would  reduce  the  cost  of  produc- 
tion. 

The  slowness  of  legal  procedure  and  the 
doubtful  responsibility  of  the  imitators 
made  it  a  burdensome  task  for  the  or- 
iginators of  a  design  to  protect  their 
property,  and  the  result  has  been  that  in- 
fringers have  had  free  play  and  have 
fiooded  the  market  with  pedals  of  ap- 
parently excellent  design  but  which  in 
use  soon  gave  out  and  threw  discredit 


QiifE 


Fig.  1— The  Davison  Pedal. 

on  the  original  patterns.  This  condition 
has  become  so  intolerable  in  more  than 
one  line  of  manufacture,  that  the  leaders 
whose  goods  were  copied,  have  finally 
been  brought  to  realize  the  need  of  some 
form  of  cooperation  to  reduce  the  evil. 
The  plan  which  has  found  most  favor  in- 
volves an  informal  alliance  between  those 
whose  interests  are  nearly  identical,  with 
sole  reference  to  legal  protection.  In  the 
pedal  trade  such  an  alliance  has  recently 
been  formed  between  Charles  H.  Metz,  the 
president  of  the  Waltham  Mfg.  company, 
and  the  Record  Pedal  Mfg.  company.  In- 
fringements of  the  pedals  for  which  pat- 
ents are  owned  by  either  of  the  contract- 


Fig.  2— The  Sidwell  Pedal. 

ing  parties  will  hereafter  be  run  to  the 
ground  with  the  combined  financial  re- 
sources of  both  parties  and  no  effort  will 
be  spared  to  fine-comb  the  pedal  manu- 
facturing so  thoroughly  that  all  who  have 
overlooked  any  of  the  points  in  construc- 
tion or  design  for  which  the  law  allows 
protection  under  the  patents  referred  to 
below,  will  be  made  to  tender  an  offer  of 


royalty  or  forced  to  abandon  the  offend- 
ing form  of  manufacture. 

The  Protected  Designs. 

The  fundamental  patents  controlled  by 
the  Record  company  are  No.  548,042,  is- 
sued October  15,  1895,  to  A.  C.  Davison 
of  London,  Eng.,  and  assigned  to  Walter 
Measure  of  Needham,  Mass.,  and  No. 
615,505,  issued  to  Arthur  Sidwell  and  also 
assigned  to  Walter  Measure. 

The  claim  allowed  for  the  Davison  pat- 
ent reads  as  follows:     "A  pedal  consist- 


Fig.  3— The  Metz  Pedal. 

ing  of  parallel  supporting  plates  B,  B. 
and  parallel  foot  bars  or  plates  A,  A,  ar- 
ranged in  planes  across  the  ends  of  plates 
B,  B,  and  projecting  beyond  the  sides  of 
the  latter,  with  edge  bearings  for  the  foot, 
etc.";  all  as  explained  by  the  accompany- 
ing illustration.  Fig.  1. 

The  Sidwell  patent,  illustrated  by  Fig. 
2,  carries  two  claims  of  which  the  sec- 
ond one  is  as  follows:  "A  bicycle  pedal 
comprising  a  supporting  spindle  adapted 
to  be  connected  with  the  crank,  a  bearing 
hub  supported  en  said  spindle  and  pro- 
vided with  cross-arms  at  its  inner  and 
ouier  ends,  and  the  treadpiece  consisting 
of  side  bars  and  a  crown  or  arch,  all  in- 
dependent of  the  supporting  bearings,  the 
said  side  bars  of  the  treadpiece  being 
connected  with  the  ends  of  the  hub-arms 
one  at  each  side  of  the  hub  and  the 
crown  or  arch  extending  around  the  outer 
end  of  the  hub  and  spindle  in  continua- 
tion of  said  side  bars,"  etc. 

The  Metz  patent.  No.  546,071,  of  Sep- 
tember 19,  1895,  is  illustrated  in  Fig.  3. 
The  principal  claim  is  for  "arms  ex- 
tending laterally  from  the  hub,  and  paral- 
lel footplates  secured  to  the  arms,  the 
end  portions  of  which  form  horns  or 
stops  extending  beyond  the  length  of  the 
hub,  of  a  shaft  or  spindle  having  a  screw- 
threaded  end  and  a  wrench  shoulder  ad- 
jacent to  the  end,  and  a  crank  arm  hav- 
ing a  screw-threaded  opening  into  which 
the  threaded  end  of  the  shaft  may  be 
screwed." 


Riders  Considering  Chainless  Bicycles. 

Philadelphia,  Jan.  16.— The  local  cy- 
cling trade  has  been  enjoying  the  bene- 
ficial effects  of  a  fortnight  of  good  riding 
weather,  and  already  the  first  faint  notes 
of  the  approaching  spring  trade  have 
been  heard  in  the  many  inquiries  con- 
cerning new  mounts  for  next  season. 
That  many  of  these  inquirers  have  been 
endeavoring  to  solve  the  chainless  ques- 
tion to  their  own  satisfaction  is  regarded 
as  an  augury  for  good  by  the  local  deal- 
ers. As  one  of  them  remarked  recently: 
"A  chainless  furor  just  at  the  present 
time  would  be  a  blessing  for  the  'Row.' 
Two  years  ago  Arch  street  contained  al- 
most fifty  bicycle  establishments  and  the 
majority  of  them  were  making  money. 
Now  there  are  less  than  a  dozen,  and  un- 
less I'm  greatly  mistaken  even  this  small 
number  will  be  reduced  unless  there  is 
an  improvement  in  business.  I  believe 
such  an  improvement  would  be  inaugur- 
ated by  a  good  demand  for  chainless 
bicycles.  My  orders  have  been  so  placed 
that  in  event  of  a  change  in  public  sen- 
timent from  the  chain  machine  to  the 
chainless  I  will  be  prepared  to  profit 
by  it" 


The  Cycle  Age  and  Trade  Review 


339 


BRAZING  BY  inriERSION 


rieans   for  Controlling  and  Regulating   the   Heat  Supply 
Through  Suitable  Furnace  Construction 


In  the  process  of  immersion  brazing, 
one  fundamental  condition  for  successful 
operation  is  the  ability  of  the  operator  for 
maintaining  a  large  quantity  of  molten 
spelter  at  the  proper  heat  throughout  its 
mass.  This  condition  depends  chiefly 
upon  the  construction  of  the  furnace. 

The  furnace  must  support  a  crucible 
which  holds  from  250  to  300  pounds  of 
metal,  and  the  arrangement  of  the  fire 
box  and  the  air  blast  must  be  such  that 
no  portion  of  the  molten  spelter  will  lose 
more  heat,  by  radiation  or  absorption  in 
the  work,  than  may  be  steadily  returned 
to  it  from  the  furnace.  To  this  end  the 
heat  must  be  carried  over  the  open  top 
of  the  crucible  in  a  steady  stream,  which 
will  prevent  cold  air  from  chilling  the 
surface  of  the  spelter. 

Flames  Under  and  Over  the  Crucible. 

Working  on  this  idea,  the  designers  of 
the  original  or  "old  style"  Fulton  fur- 
nace, illustrated  In  the  last  issue  of  the 
Cycle  Age,  placed  the  fire  box  at  the  bot- 
tom of  the  furnace  and  supported  the 
crucible  directly  above  it,  the  crucible  be- 
ing held  by  its  end  flanges  on  the  walls 
of  the  furnace  and  also  supported  under 
its  lowest  point  by  brick  buttresses  pro- 
jecting from  the  side  walls.  These  brick 
projections  did  not  come  together,  and 
so  did  not  conflict  with  the  fire  box  ar- 
rangement or  divide  the  fire  into  two 
parts.  Between  the  crucible  and  the  side 
walls  of  the  furnace  enough  space  was 
left  at  each  side  for  the  heat  to  come  up 
around  the  crucible  and  keep  it  heated  at 
all  points.  A  brick  cover  was  laid  on  the 
furnace  projecting  inwardly  from  the  side 
walls  and  reaching  to  the  side  edges  of 
the  crucible.  This  top,  being  a  short  dis- 
tance above  the  crucible  top,  compelled 
the  flames  rising  from  the  flre  box  and 
coming  up  at  both  sides  of  the  crucible, 
upon  reaching  the  top  of  the  furnace,  to 
turn  inwardly  and  rush  from  both  sides 
laterally  across  the  top  of  the  crucible. 

The  Cast  Iron  Jacket. 

These  primary  principles  in  design  and 
construction  have  been  adhered  to  by  the 
Fulton  Machine  Works  in  the  new  pat- 
tern of  furnaces  which  are  now  being 
erected  by  them.  The  most  noticeable 
change  from  the  older  style  consists  in 
entirely  surrounding  the  flre  brick  walls 
with  a  cast  iron  jacket,  such  as  is  shown 
in  the  accompanying  illustration.  It 
comprises  four  plain  plates  of  cast  iron 
the  two  end  pieces  of  which  bear  lugs 
for  the  swinging  and  latching  of  the  cast 
iron  fire  box  doors.  The  jacketed  furnace 
presents  a  neat  and  complete  appearance 
and  keeps  the  fire  brick  walls  from  crack- 
ing and  spreading  under  the  action  of  the 
high  heat  to  which  they  are  constantly 
subjected.  It  economizes  heat  and  saves 
repairs. 

It  being  absolutely  necessary  that  the 
flre  may  be  maintained  at  any  desired 
heat,  the  greatest  posible  convenience  in 
attending  the  flre  is  highly  desirable.  It 
is  conducive  to  better  work  and  also 
saves  money  in  other  ways,  for  if  the  flre 
is  kept  clean  from  clinkers  and  the  ash 
pit  is  not  allowed  to  flll  up,  the  iron 
grates  will  last  much  longer.  Upon  the 
care  of  the  flre  also  depends  the  amount 
of  coal  burned.  One  dollar's  worth  of 
coal  is  suflicient  for  a  day's  work  if  the 
flring  is  properly  done. 

A  capable  fireman  counts  for  a  great 
deal   and   may  reduce  the  coal   expense 


considerable,  and  may  make  one  set  of 
grates  last  a  year  and  over,  where  an- 
other flreman  would  burn  out  a  set  of 
grates  in  a  month.  But  a  suitable  flre 
box  arrangement  is  also  necessary,  for 
the  best  flreman  cannot  save  coal  and 
grates  and  keep  up  a  satisfactory  flre  in 
a  poorly  arranged  firebox. 

Description  of  the  Firebox. 

The  Fulton  flrebox  is  simple.  A  door 
is  placed  above  and  another  below  the 
grate.  By  opening  the  upper  door  the 
operator  may  clean  the  flre  from  ashes 
and  clinkers  and  replenish  the  supply  of 
unburned  coal.  In  cleaning  the  fire  the 
only  instrument  used  is  an  ordinary  long 
poker.  Through  the  lower  door,  open- 
ing into  the  ash  pit,  the  ashes,  which 
have  been  forced  down  through  the  grate 
at  the  times  when  the  fire  has  been 
cleaned  out,  may  be  removed.  In  the 
original  Fulton  furnace  thes  doors  were 
placed  only  in  one  end  of  the  furnace. 


inlet  was  placed  at  the  front  end  of  the 
feed  pipe  ends  in  a  Y-connection  at  the 
back  end  of  the  furnace,  a  smaller  pipe 
leading  around  to  the  center  of  each  side. 
At  each  of  these  points  another  Y-joint 
is  made,  and  from  each  Y  a  pipe  runs  di- 
rectly to  the  firebox.  There  is  thus  an 
inlet  air  pipe  near  the  end  of  each  side 
of  the  fire — four  pipes  altogether,  all 
of  which  discharge  exactly  the  same 
amount  of  air  at  the  same  pressure.  The 
turns  in  the  air  pipe  have  all  been  well 
rounded,  so  that  there  is  no  obstruction 
to  the  free  passage  of  the  air. 

Arranged  for  Overhead  Feed. 

The  pipes  running  to  the  furnace  here 
illustrated  are  arranged  for  an  overhead 
supply  feed.  The  overhead  supply  is 
firebox.  In  the  new  furnace  the  main 
found  most  commonly  in  factories,  but 
should  the  supply  come  along  the  floor 
instead  of  the  ceiling,  there  would  be 
a  slight  downward  instead  of  a  marked 
upward  bend  to  the  feeding  tube,  and 
the  open  joining  end  of  the  main  pipe 
just  in  front  of  the  first  Y  would  flt  to  a 
horizontal  floor  pipe  instead  of  a  ver- 
tical pipe  leading  to  the  ceiling  supply 
system. 

The  regulating  check  is  simply  a  cut- 
off slide  placed  across  the  main  pipe 
just  in  front  of  the  flrst  Y.  In  this  fur- 
nace the  proper  brazing  heat  has  been 
attained  in  about  an  hour's  time  in  the 


Iron  Jacket  and  Draft  Inlet  Pipes  for  Latest  Fulton  Furnace. 


In  the  new  pattern  a  set  of  doors  has  been 
placed  in  each  end,  thus  making  it  much 
easier  for  the  flreman  to  reach  all  parts 
of  the  firebox  with  his  poker.  Further, 
there  being  doors  in  the  front  as  well  as 
the  rear  end,  the  operator  may  attend 
to  his  fire  without  walking  around  the 
furnace.  To  clean  the  ashes  from  the  flre 
and  put  in  new  coal  does  not  cool  the 
furnace  enough  to  cause  the  stoppage 
of  brazing  work  more  than  a  few  minutes. 

Distribution  of  the  Air  Draft. 

The  distribution  of  the  air  draft  is  a 
very  important  feature  and  one  of  those 
which  have  been  changed  in  the  new 
style  Fulton  furnace.  The  heat  required 
in  a  brazing  furnace  demands  a  draft 
from  the  main  pipe  of  about  500  cubic  feet 
of  air  per  minute  under  a  pressure  of  5 
ounces.  The  regulating  means  should  be 
in  the  main  feed  pipe,  so  that  if  part  of 
the  air  is  there  cut  off  the  reduction  will 
affect  all  the  flrebox  discharge  pipes  alike. 

In  the  original  Fulton  furnace  the  draft 


morning,  and  once  attained  no  trouble 
has  been  experienced  in  keeping  it 
throughout  the  day. 

The  points  mentioned  concerning  the 
relation  of  the  flre  and  crucible  to  each 
other,  the  support  of  the  latter,  and  the 
arrangement  of  the  air  draft  system  are 
not  only  important  for  the  proper  main- 
tenance of  heat,  but  upon  them  depends 
to  a  large  extent  the  amount  of  work 
which  may  be  got  out  of  one  crucible. 
An  ordinary  commercial  graphite  cruc- 
ible placed  in  a  Fulton  furnace  has  with- 
stood regular  all-day  usage  for  over  six 
weeks  and  has  since  been  used  off  and 
on  for  six  months.  It  is  still  in  place 
and  while  nearly  worn  out  is  ready  for 
duty.  

Will  Agree  on  Renting  Prices. 

The  bicycle  dealers  of  West  Chester, 
Pa.,  are  taking  steps  to  combine  and  agree 
on  a  list  of  prices  to  be  charged  for  the 
rental  of  machines. 


340 


The  Cycle  Age  and  Trade  Review 


Good  Tires 
Good  Springs 
Good  Leather 
Good  Design 
Good  Form 
Good  Contour 
Good  Workmanship 
Good  Style 
Good  Comfort 
Good  Durability 
Good  Price 
Good  Business 
Good  Everything 
Good  Day 


The  Garford  Mfg-  Co. 

ELYRIA,  OHIO 

The  Hunt  Mfg.  Co. 

WESTBORO,  MASS. 

The  Brown  Saddle  Co. 

ELYRIA.^OHIO 


R.  B.  ricnULLEN  &  CO. 

Sales  Agents, 
CHICAGO  AND  NEW  YORK. 

HIBBARD,  SPENCER,  BARTLETT  &;C0. 

Chicago^Distributors. 


The  Cycle  Age  and  Trade  Review 


341 


The  CfCLE  Age 

AND  TRADE   REVIEW 

Entered  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

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All  remittances  should  be  made  to  The  Cycle  Age  Company. 

Copyrighted,  1898.    All  rights  reserved. 

Failing  to  obtain  from  the  imperial  govern- 

GERMANS'         ment  the  prohibitory  import  duty  on  Ameri- 

DESPERATE       can   bicycles   which   they  have   so  earnestly 

POLICY  ^^^  persistently  demanded,  the  members  of 

the  Germany  Bicycle  Manufacturers'  Asso- 
ciation have  decided  upon  a  new  plan  for  killing  the  American 
cycle  trade  in  Germany.  From  this  time  forward  they  will 
unanimously  refuse  all  credit  to  any  dealer  who  handles,  as 
part  of  his  stock  in  trade,  a  bicycle  of  American  origin. 

Corroboration  of  the  report  according  to  which  this  vigor- 
ous and  novel  protective  system  is  really  being  enacted  by  the 
German  manufacturers  has  been  received  through  the  ofllce  of 
the  American  consul-general  at  Frankfort  a.  M.,  as  related  on 
another  page  of  this  paper. 

Ordinarily  Germans  do  not  take  very  kindly  to  that  which 
smacks  of  compulsion,  and  when,  nevertheless,  the  German 
manufacturers  have  decided  upon  a  policy  which  may  cut  both 
ways,  and  which  it  will  require  much  commercial  dexterity  to 
follow  without  giving  mortal  offense  to  many  of  their  custom- 
ers, it  is  safe  to  conclude  that  they  consider  the  situation  so 
desperate  that  they  must  force  the  issue  into  the  arena  of  a 
patriotic  agitation.  It  is  evidently  their  purpose  to  divide  Ger- 
man cycle  dealers  into  two  distinct  classes,  one  which  carries 
German  bicycles,  with  a  possible  addition  of  English  and  Bel- 
gian manufacture,  and  another  which  will  refuse  to  yield  to 
coercion  and  will  carry  American  bicycles  exclusively.  Having 
effected  this  division,  they  may  then  endeavor  to  stigmatize 
the  latter  class  as  unpatriotic  and  unworthy  of  confidence,  but 
it  seems  hardly  probable  that  a  movement  of  this  character  can 
have  many  chances  for  success  in  a  country  whose  legislators 
have  steadfastly  refused  to  recede  from  the  standpoint  that  the 
public  are  entitled  to  the  greatest  value  for  their  money,  from 
whatever  source  obtained. 

On  the  other  hand,  there  is  perhaps  in  the  situation  a  direct 
encouragement  for  our  makers  to  canvass  the  German  markets 
more  thoroughly  and  more  directly  than  formerly,  so  as  to  place 
before  the  German  dealers  a  complete  assortment  of  grades  and 
prices  in  American  bicycles  and  convince  those  among  them  who 
have  heretofore  kept  only  one  grade  of  our  manufacture  in  stock 
that  they  will  be  able  to  satisfy  all  their  different  classes  of 
customers  without  yielding  to  the  imperious  edict  of  their  home 
manufacturers. 


The  idea  has  been  freely  expressed  lately  in 
EQUIPMENT        the  camp  of  cycle  accessory  makers  that  the 
SELLS  tendency    of    the    present   wholesale    season 

BICYCLES  runs  to  the  extremes  of  grades  and  prices, 

and  that  saddles,  lamps,  tires,  cyclometers, 
etc.,  whose  makers  aim  to  hold  the  middle  ground,  find  buyers 
only  outside  of  those  circles  where  trade  talk  is  current  and 
up-to-date.  Something  simlar  to  this  has  been  said  on  previous 
occasions,  however.  There  has  always  been  a  period  in  the  be- 
ginning of  each  wholesale  marketing  season,  when  traders  were 
so  saturated  with  the  opposing  arguments  of  two  opposite 
classes  of  sellers  that  they  could  see  no  room  for  trade  between 
them.  But  as  a  rule  the  tendency  in  former  years  has  been 
one-sided,  with  a  preponderance  in  favor  of  cheap  articles. 

When  this  year  the  general  opinion  favors  the  higher  grade 
article,  the  reason  for  the  change  is  perhaps  best  explained  by 


reference  to  a  new  axiom  which  is  working  its  way  into  the 
trade  and  which  proclaims  that  "equipment  sells  the  bicycle." 
This  new  doctrine,  which  has  that  in  common  with  all  other 
doctrines,  that  it  is  right  or  wrong  accordingly  as  it  is  under- 
stood, might  be  expressed  in  several  other  ways.  For  example, 
it  might  be  said,  "construction  does  not  sell  bicycles,  any 
more."  That  would  be  wrong,  in  so  far  as  "construction"  still 
has  considerable  to  do  to  determine  the  buyer's  mind — when 
wrong.  But  "construction"  generally  has  lost  in  popular  im- 
portance. It  is  now,  from  one  point  of  view,  second  to  "de- 
sign." The  market  is  tired  of  discussing  cycle  dynamics,  while 
yet  insisting  that  they  must  be  right.  It  is  not  desired  that  the 
cycle  manufacturer  shall  cease  to  discuss  and  justify  his  con- 
struction; on  the  contrary,  he  must  continue  to  give  mechari''=>i 
descriptions,  but  he  must  not  expect  any  comment,  unless  he  js 
wide  off  the  popular  preference.  In  matters  of  construction, 
silence  has  come  to  be  nearly  equal  to  approval. 

It  is  in  this  sense  that  "equipment  sells  bicycles,"  because  it 
is  taken  for  granted  that  "construction"  is  nearly  right  when 
nothing  is  said  to  the  contrary.  The  thing  to  be  demonstrated 
by  the  seller  is  now  that  the  equipment  has  the  proper  value 
to  justify  the  price  asked  for  the  bicycle;  the  rest  will  be  al- 
lowed to  pass  on  the  reputation  of  the  maker. 

Nothing  could  be  more  natural  under  these  circumstances 
than  that  the  salesmen  of  accessories  find  their  customers  in- 
clined to  insist  on  one  of  two  extremes.  Either  they  will  want 
the  full  benefit  of  an  article  of  equipment  the  reputation  and 
grade  of  which  are  strongly  established,  and  will  then  be  will- 
ing to  sustain  the  price  asked  for  such  an  article  and  support  a 
high-class  policy  in  regard  to  its  sale,  or  they  will  exact  the 
whole  "pound  of  flesh"  in  the  way  of  low  prices  if  they  con- 
clude that  their  chance  for  selling  goods  by  virtue  of  low  price 
only  is  their  best  cue  for  profitable  business. 

At  the  present  stage  of  the  buying  and  selling  activities 
these  opposite  standpoints  are  sharply  marked  and  sharply  no- 
ticed. Yet  they  are  destined  to  be  softened  during  the  progress 
of  the  season.  They  are  the  standpoints  of  those  whose  minds 
are  already  made  up  and  who  have  emphatic  words  at  their  com- 
mand for  expressing  a  decided  bias  in  one  direction  or  the 
other.  But  the  great  hesitating  majority  among  the  trade  are 
yet  to  be  heard  from.  They  are  not  actuated  by  doctrines,  are 
wary  of  extremes  and  travel  in  the  middle  of  the  road.  They 
listen  with  natural  sympathy — which  leads  to  purchase— to  the 
middle-ground  arguments  of  those  accessories  manufacturers  who 
make  medium-priced  articles.  Such  arguments  do  not  read  as 
brilliantly  as  those  from  the  extreme  camps  of  Simon-pure 
high-grade  on  one  side,  and  of  public-benefactor  prices  on  the 
other,  but  they  talk  well  and  they  wear  well  in  the  ever  com- 
promise-seeking estimation  of  the  majority  of  the  human  race, 
yclept  the  cycle  riding  public  and  the  cycle  selling  retail  trade. 

There  is  no  calamity  threatening  the  manuiacturers  who 
cater  to  middle-price  customers.  There  never  is;  for  what  the 
"middle-men"  lack  in  brilliancy  they  make  up  through  numer- 
ical predominance.  Their  goods  are  usually  a  little  late  in  the 
market,  and  their  customers  are  correspondingly  late  in  pur- 
chasing. They  have  little  to  say  for  publication,  but  they 
"saw  wood,"  and  in  the  natural  course  of  events  they  work  out 
their  own  salvation  with  a  sure-footedness  that  is  somewhat 
exasperating  to  higher-prancing  steeds. 

For  all  that,  the  doctrine  that  "equipment  sells  bicycles" 
nevertheless  has  its  significance  for  trade  in  the  coming  season, 
but  a  significance  which  is  not  a  signal  of  danger  to  anybody 
except  those  who  disregard  it  entirely. 

'There   are  many  cycles  to   be   made  in  the 
FOREIGN         future,    and    by   far   the   largest    number    of 
TRADE  them  must  be  made  in  the  United  States,  the 

PROSPECTS       remainder   being  almost  wholly  divided    be- 
tween   Germany    and    France,    because   Eng- 
land  cannot  be   a   successful   competitor  inside   of   twenty-five 
years  to  come." 

This  statement  may  read  like  mere  "American  bounce"  in 
the  estimation  of  many  knowing  ones  on  this  side  of  the  Atlan- 
tic, and  will  undoubtedly  be  received  with  derision  in  England, 
but,  nevertheless,  there  is  no  lack  of  thrifty  reasons  for  uphold- 
ing the  assertion. 

Why  cannot  England  compete  with  America  in  low  cycle 
production  cost?    England  has  capital  and  managerial  capacity 


342 


The  Cycle  Age  and  Trade  Review 


in  abundance,  and  has  been  the  acknowledged  leader  in  all 
manufactures  of  metal  ever  since  such  manufactures  became  of 
importance  in  international  commerce.  Why,  then,  is  England 
now  to  be  suddenly  taken  out  of  the  running  in  the  cycle  manu- 
facturing contest? 

Simply  because  the  English  workman  has  for  generations 
been  instructed,  and  has  come  to_  fully  believe,  that  there  is  an 
economical  limit  to  the  extent  of  his  individual  production,  and 
that  if  he  exceeds  this  proper  limit  of  individual  production  he 
does  so  at  the  expense  of  his  fellow  workman.  This  wholly 
absurd  belief  is  formulated  in  the  British  workman's  shibboleth: 
"A  fair  day's  work  for  a  fair  day's  pay." 

Can  a  mere  error  of  judgment,  a  simple  failure  on  the  part 
of  the  operative  to  grasp  the  true  conception  of  industrial  eco- 
nomics, make  it  impossible  for  a  great  nation  to  compete  in  an 
important  manufacture? 

If  all  the  factory  managers  of  England  had  a  faulty  concep- 
tion of  the  fundamental  conditions  of  economical  production, 
then,  very  clearly,  the  English  cycle  maker  would  be  at  a  dis- 
advantage; but  can  it  be  possible  that  while  the  English  cycle 
factory  managers  fully  understand  the  situation,  a  mere  mental 
misconception  on  the  part  of  English  workmen  can  force  those 
managers  to  close  their  factory  doors? 

The  convincing  answer  to  this  question  is  found  in  the  fact 
that  an  American  cycle  plant  cannot  be  made  to  yield  the  pro- 
duction with  English  workmen  that  it  gives  with  American 
hands.  Part  of  this  failure  in  quantity  of  output  is  due  to 
faults  in  form  of  material  and  quality  of  material  furnished  by 
English  makers. 

The  English  maker  of  bar  steel,  intended  for  use  in  auto- 
matic or  semi-automatic  tools,  has  not  yet  learned  to  furnish 
his  product  in  sixty-fourth  sizes,  as  do  American  makers; 
neither  has  he  learned  to  make  his  bars  perfectly  round  and  of 
even  size  from  end  to  end.  Hence  the  English  cycle  parts  maker 
is  at  a  disadvantage  with  his  automatics  from  the  start,  because 
his  stock  is  not  of  the  right  outside  form. 

Again,  our  American  tool  makers  know  they  must  temper 
tools  higher  for  foreign  use  than  is  needed  for  American  use; 
this  shows  that  the  English  makers  of  steel  bars  are  not  so 
certain  of  the  constitution  or  treatment  of  metal  as  we  are 
here,  and  as  all  users  of  rapid  production  machine  tools  well 
know,  stock  quality  is  the  dominating  cost  factor  in  automatic 
tool  product,  and  in  fact  fixes  the  price  of  all  the  operations  in 
cycle  making,  from  the  drawing  of  the  frame  tubes  to  assem- 
bling the  finished  parts  to  form  a  completed  cycle. 

The  cycle  at  present  prices  must  be  as  nearly  as  possible  a 
machine-tool  product;  hand  work,  in  which  the  British  work- 
man delights  and  excels,  is  now  out  of  the  question.  The  parts 
must  be  perfectly  machined,  and  must  be  to  gauge  before  they 
go  to  the  assemblers,  to  produce  good  cycles  at  a  factory  cost 
which  will  give  the  manufacturer  a  living  when  cycles  sell  to 
the  user  at  present  prices. 

It  is  not,  however,  faulty  stock  alone  which  prevents  the 
production  of  the  cheap  and  good  British  cycle.  It  is  the  thor- 
oughly ingrained  conviction  of  the  British  workman  that  he  Is  a 
good  mechanic,  as  he  often  is,  and  that  he  can  do  a  day's  work 
in  a  day,  as  he  often  can,  and  last  of  all  that  if  one  workman 
doubles  his  day  production,  he  takes  the  bread  out  of  the  mouth 
of  some  fellow  workman,  which  makes  it  impossible  for  Eng- 
land to  compete  with  America  in  cycle  making. 

Of  what  use  is  it  to  lay  down  the  very  best  plant  the  world 
can  produce,  and  then  man  it  with  workmen  who  will  not  ex- 
ceed a  rate  of  production  which  they  themselves  have  fixed  upon 
as  "fair"?    Absolutely  none  whatever. 

Rapid  cycle-part  production  by  the  use  of  machines  involves 
the  utmost  limit  of  mechanical  endurance,  and  unless  the 
powers  of  the  machine  tools  are  supplemented  by  willing  intelli- 
gence on  the  part  of  the  machine  tenders,  no  plant  can  give  a 
good  and  low  priced  production. 

The  British  workman  prefers  to  starve  rather  than  exceed  a 

certain  rate  of  production,  often  fixed  in  the  secret  councils  of 

.his  "union,"  but  just  as  disastrous  to  the  manufacturer  when 

fixed  by  the  mulish  workman's  own  estimate  of  "a.  fair  day's 

work." 

The  English  machine-tool  maker  also  a.3sumes  an  attitude 
which  must  be  changed  before  England  can  ever  again  hope  to 
rival  America  in  light  weight  metal  manufactures. 


Modern  machine  tools  have  had  two  nativities,  one  British, 
one  American — one  owning  such  names  as  Whitworth,  Mauds- 
ley,  Bramah,  Fairbairn,  Nasmyth,  and  all  the  long  illustrious 
line  who  laid  the  foundation  of  the  heavy  machine  tool  practice 
of  the  world,  and  the  other  a  nameless  nativity  among  the  Con- 
necticut clockmakers  of  the  Naugatuck  river,  where  our  present 
automatic-machine  tool  practice  originated.  From  the  first  the 
British  tools  were  the  best  constructed  in  the  world,  and  from 
the  first  the  small  Yankee  tools  excelled  all  others  for  produc- 
tion. 

Now  the  time  has  come  when  these  same  ideas  which  made 
the  Yankee  "traps"  so  largely  productive,  and  so  "handy,"  have 
received  appropriate  embodiments  at  the  hands  of  wholly  com- 
petent designers,  and  have  become  thoroughly  effective  units  of 
factory  production,  as  durable  as  is  compatible  with  high  com- 
plexity of  organization  and  extreme  rapidity  and  low  co=t  of 
production. 

The  British  machine-tool  maker  still  regards  our  American 
automatic  and  semi-automatic  tools  as  "traps,"  and  as  a  conse- 
quence the  English  tool  shops  have  not  produced  any  equivalent 
of  our  American  tool-makers,  a  class  of  highly  specialized  arti- 
sans indispensable  to  low  cost  production  of  small  metal  pieces. 

A  whole  generation  will  not  more  than  suffice  to  produce  in 
England  tool-makers  and  automatic  tool  tenders  equal  in  skill 
and  adaptability  to  those  of  our  ordinary  American  cycle  shops. 
Hence  it  is  perfectly  certain  that  for  a  quarter  of  a  century  to 
come,  at  least,  America  can  furnish  English  cycle  users  with 
cheaper  and  better  bicycles  than  can  be  built  in  England. 


At  the  recent  Chicago  cycle  show  one  of  the  noted  features 
was  the  absolute  absence  of  oil  lamps  and  the  prevalence  of 
acetylene  gas  lamps.  As  nobody  in  the  trade  is  prepared  to  be- 
lieve that  the  oil  lamp  has  been  perfectly  eclipsed,  or,  indeed, 
that  there  will  not  be  sold  at  least  equally  as  large  a  number 
of  oil  lamps  as  of  gas  lamps  during  this  coming  year,  the  fail- 
ure to  exhibit  oil  lamps  has  elicited  considerable  comment.  It 
seems  to  be  looked  upon  as  a  straw  which  shows  how  persist- 
ently the  trade  winds  that  blow  at  cycle  shows  fail  to  indicate 
the  direction  that  actual  trade  will  take. 


It  also  furnishes  a  hint  to  oil  lamp  makers  to  blow  their 
horn,  lest  it  may  be  generally  supposed  that  the  bright  and 
steady  gas  fiame  has  completely  ousted  the  convenient  kerosene 
from  the  affections  of  cyclists.  The  advantages  of  acetylene  gas 
are  too  conspicuous  to  be  concealed  and  the  profits  from  the  sale 
of  gas  lamps  are  too  good  in  the  aggregate  to  be  slighted,  but  it 
may  be  doubted  if  there  will  be  a  sufficient  number  of  really 
acceptable  patterns  of  actylene  lamps  in  the  market  to  afford 
satisfaction  all  around.  It  seems  just  possible  that  there  will  be 
a  fine  opportunity  for  pushing  the  sale  of  good  oil  lamps  in  dis- 
tricts where  gas  lamps  of  unsatisfactory  construction  first 
monopolize  the  attention. 


The  Cycle  Age  and  Trade  Review 


343 


THE  RECORD  OF  THE  PAST  MAKES  CRESCENTS  THE  BICYCLE  OF  THECFUTURE 


CRESCENT   BICYCLES 


for  '99  have  four  leading  characteristics: 


PERFECT  DESIGN 

HIGHEST  GRADE 


RICHEST   FINISH 

RIGHT  PRICES 


Our  large  and  steadily  increasing  annual  sales  clearly  indicate  the  popularity  of  Crescents,  and  that  they 

have  the  confidence  of  the  riders. 


Purchasers  Protected^  Price  and  Quality  being  Guaranteed. 


CHAIN  nODELS,  $35  JUVENILE  MODELS,  $25 

BEVEL  GEAR  CHAINLESS  HODELS,  $60 


Send  for  Descriptive  Catalogue  No.  2  (free). 


...CHICAGO — WESTERN  WHEEL  WORKS,  Makers — new  york 


r'""  —■-■■■     I    I    -!■■■■  ■         M 

I  NEW    TESTIMONIALS     EACH    WEEK.  ^| 

I MILNA/AUKEE  TIRES 

I  PUNCTURE  PROOF 


Pneumatic 


Resilient 


Single  Tube 


Easy  Riding 


COPYRIGHT  1898,  BY  MILWAUKEE  PATENT  PUNCTURE  PROOF   TIRE  CO. 


PRESENTING    TESTIMONIALS 

WiNFiELD,  Kas.,  December  18, 1898. 
Milwaukee  Patent  Puncture-Proof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen— In  reply  to  your  favor  of  21st  ult.,  will  say,  that  your  Mil- 
waukee Patent  Puncture  Proof  Tires  have  given  me  entire  satisfaction.  I 
have  ridden  through  alleys,  streets  and  hiehwavs  where  others  were  afraid 
to  go,  over  rubbish  of  every  description,  and  have  never  had  a  puncture  or 
trouble  of  any  kind  with  the  tire.  To  the  best  of  my  memory  I  have  never 
inflated  them  oftener  than  once  a  month.       Very  respectfully, 

(Signed)       F^  Manny. 


STARK  BROS.  CARPET  COHPANY. 

Milwaukee,  Wis.,  November  17, 1898. 
Milwaukee  Patent  Puncture-Proof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen — I  desire  to  write  you  stating  my  appreciation  of  your  Mil- 
waukee Patent  Puncture  Proof  Tire.  I  have  ridden  this  Mre  all  season,  hav- 
ing covered  over  4000  miles  on  the  same,  and  have  experienced  no  trouble 
whatever.  In  my  opiuion  th°y  are  the  coming  tire,  and  a  cyclist  who  has 
not  experienced  the  solid  comfort  of  riding  one  of  them  does  not  know  what 
real  enjoyment  on  a  bicycle  is.      Yours  truly,       (Signed)      John  C.  Fox. 


Representatives  Wanted.        Write  for  Prices  and  Other  information. 

MILWIUKEE  PITEm  PUHCTURE-PROOF  TIRE  CO..  IIILW«UKEE.  WIS..  U.  S.  H 


U 


844 


The  Cycle  Age  and  Trade  Review 


SPALDING  DEFIES  JOBBERS 


Complete  Argument  in  Favor  of  Casting  Off  Jobbers  and 

Selling  to  Retail  Agents 


Ever  since  the  firm  of  A.  G.  Spalding 
&  Bros,  made  public  announcement  of  its 
intention  to  abandon  the  time-honored 
policy  of  selling  to  jobbers  it  has  been 
the  center  of  a  storm  which  grew  in 
fierceness  as  the  jobbers  rushed  into  print 
and  sought  to  show  that  the  new  policy 
would  end  in  disaster  to  its  promoters. 
The  Iron  Age  threw  open  its  pages  to 
all  who  cared  to  discuss  the  subject,  and 
the  acrimony  and  violence  which  some 
of  its  correspondents  displayed  in  de- 
nouncing the  Spalding  plan  of  campaign, 
relieved  occasionally  by  the  vigor  of  some 
who  held  it  to  be  justifiable,  has  resulted 
in  a  lengthy  and  masterly  defense  by  A. 
G.  Spalding,  who  if  he  does  not  effectual- 
ly silence  his  critics  at  least  defies  them 
to  do  injury  to  his  house  or  its  trade. 

The  substance  of  Mr.  Spalding's  an- 
swer, as  given  in  the  Iron  Age,  is  as  fol- 
lows: 

Not  Favoring  Department  Stores. 

We  are  accused  of  favoring  department 
stores  in  one  city  and  giving  up  our  entire 
wliolesale  and  retail  trade  to  a  department 
store  in  that  city,  and  that  our  g-oods  could 
scarcely  be  found  outside  of  department 
stores.  We  presume  that  this  applies  to 
our  Philadelphia  retail  house,  which  we  sold 
out  last  February  to  a  prominent  depart- 
ment store  in  Philadelphia,  they  buying  the 
business,  furniture  and  fixtures,  taking  our 
entire  stock,  assuming  our  lease,  and  the 
contracts  and  orders  that  our  Philadelphia 
store  had  placed  with  our  own  factories. 
We  decided  that  it  was  advisable  to  dis- 
continue our  retail  business  in  Philadelphia 
and  conduct  our  wholesale  business  in  Phil- 
adelphia and  vicinity  from  New  York,  and 
we  happened  to  find  a  purchaser  in  one  of 
the    department    stores    there. 

Department  Stores  Supplied  by  Jobbers. 

Like  all  other  manufacturers  during  the 
past  three  or  four  years  we  have  been  at 
a  loss  to  know  just  how  to  handle  so-called 
department  stores.  We  have  sold  some  of- 
them  under  contracts  and  agreements  that 
they  would  maintain  our  retail  prices;  in 
other  cases  we  have  refused  to  sell  them 
because  they  cut  our  prices.  And  be- 
cause of  a  disposition  on  the  part  of  them 
to  cut  prices  generally,  we  have  refused 
to  supply  them  with  our  goods;  but  none 
of  them  seems  to  have  had  any  difficulty 
whatever  in  getting  all  of  our  goods  that 
they  wanted  from  certain  jobbing  customers 
who  could  not  resist  -the  temptation  to  sup- 
ply them  with  what  goods  of  ours  they  re- 
quired because  of  the  influence  it  had  on  the 
sale  of  some  other  articles  of  merchandise 
that  the  jobbers  handled.  Naturally  the 
department  store  price  cutters,  finding  that 
our  system  was  so  imperfect  that  they 
were  able  to  get  all  of  our  goods  they  want- 
ed, if  not  through  us  through  the  jobber,  it 
rather  tended  to  increase  their  desire  to  cut 
the  retail  prices   of   our   goods    still   more. 

Controlling  Prices  Made  to  Jobbers. 

After  these  various  experiences  we  began 
to  study  the  question  and  finally  came  to 
the  conclusion  that,  in  oraer  to  control  the 
prices  of  our  goods  at  retail,  it  was  abso- 
lutely essential  that  we  control  the  source 
of  supply  from  which  the  retail  dealers  se- 
cured their  goods.  We  have  always  be- 
lieved in  the  policy  of  handling  our  goods  in 
such  a  way  that  the  dealer  could  make  a 
profit,  but  after  several  years  of  experience 
we  have  come  to  the  conclusion  that  it  is  ab- 
solutely impossible  for  any  manufacturer 
to  control  the  retail  price  of  his  goods  so 
long  as  he  sells  through  the  jobber;  and, 
therefore,  in  order  to  carry  out  this  the- 
ory and  desire  upon  our  part  to  establish 
retail  prices  and  protect  the  retail  dealer 
in  the  fair  profit  to  which  he  is  entitled, 
we  found  It  was  absolutely  necessary  for 
us  to  discontinue  our  trade  relations  with 
the  jobbers. 

Giving  Up  the  Jobbing  Trade. 

Consequently,  on  November  21st  last  we 
wrote  a  formal  letter  to  the  300  or  400  job- 
bers who  had  been  handling  our  goods  in 
the  past,  notifying  them  that  on  and  after 
January  1,  1899,  it  would  be  impossible  for 
us  to  supply  any  of  our  goods  to  jobbers 
for    jobbing    purposes    at    any    price.      This 


means  that  we  will  positively  refuse  tO'  fill 
an  order  from  any  jobbing  house  for  jobbing 
purposes. 

It  might  naturally  be  asked:  "How  are 
you  going  to  prevent  a  jobber  from  buying 
goods  for  his  retail  department  and  then 
using  them  for  wholesale  purposes?"  In 
reply  to  this  will  say  that  in  making  our 
arrangements  with  jobbing  houses  for  goods 
for  their  retail  department  we  propose  to 
explain  to  them  fully  the  conditions  under 
which  they  receive  our  trade  prices,  and  if 
they  do  wholesale  the  goods  to  retail  deal- 
ers we  shall  simply  cut  off  their  supply  and 
refuse  to  sell  them  any  of  our  goods  at  any 

Past  Efforts  to  Protect  Jobbers. 

During  the  past  twenty  years  we  have 
done  our  toest  to  try  and  perfect  some  plan 
by  which  we  could  protect  the  jobber 
in  his  profits,  and  I  think,  generally  speak- 
ing, that  our  plan  has  been  considered  as 
successful  as  that  of  any  manufacturer  who 
has  ever  tried  to  do  the  same  thing.  Our 
plan  of  protecting  the  jobbers'  profits  and 
maintaining  their  prices  to  the  retail  trade 
was  very  successful  until  about  four  or  five 
years  ago.  when  the  department  store  be- 
came a  factor  in  the  trade.  Since  then  it 
has  been  more  difficult  every  year  to  pro- 
tect the  iob'ber,  not  so  much  on  account  of 
his  unwillingness  to  co-operate  with  us.  but 
largely  because  of  the  conditions  over  which 
he    had    no    control. 

How  Jobbers  Cut  Prices  in  1898. 

In  laying  out  our  policy  for  the  last  year, 
1898,  and  at  the  urgent  request  of  a  num- 
ber of  our  .iobbing  customers,  we  decided 
to  remove  all  restrictions  from  the  jobbers 
and  follow  in  the  wake  of  other  manufac- 
turers and  let  them  sell  our  goods  for  what 
they  pleased,  always  reauesting.  by  the  way, 
that  they  would  maintain  a  price  to  the  re- 
tail trade  that  would  yield  them  a  satisfac- 
tory profit.  What  was  the  result?  Many 
of  the  leading  jobbers  at  the  commence- 
ment of  the  s°ason  not  only  threw  away 
the  small  margin  of  profit  that  we  allowed 
them,  but  in  many  instances  sold  the  goods 
fnr  considerably  less  than  they  paid  us  for 
them. 

We  did  our  best  to  maintain  a  price  to  the 
retail  trade  that  would  enable  the  joibbers 
to  make  a  profit  and  we  found  ourselves  in 
this  delightful  predicament.  In  sending  our 
own  travelers  out  rppresenting  bicvcle  sun- 
dries and  other  goods  that  the  jobbers  did 
not  handle,  we  found  no  difficulty  in  sell- 
ing them  and  getting  good  orders  for  them, 
but  we  found  that  we  could  not  sell  our  own 
goods  to  the  retail  trade  because  jobbers 
had  quoted  prices  on  our  leading  articles  at 
less   than   the   jobbers   had   paid   us. 

General  Dissatisfaction. 

The  jobber  was  dissatisfied  because  he 
could  not  make  any  money  on  our  goods 
and  was  constantly  hammering  at  us  for 
lower  prices,  and  not  beine-  able  to  get 
them  he  was  constantly  s^-rivins-  to  get  in- 
ferior, cheaper  goods  to  substitute  for  ou^-s, 
a  very  natural  thing  for  him  to  do  under 
the  circum=tanres,  for  a  iohher.  like  every 
other  merchant,  can't  afford  to  sell  goods 
without  a  profit.  The  retail  dealer  became 
dissatisfied  because  of  the  many  different 
prices  that  were  quoted  to  him  on  our  goods 
and  lost  confidence  and  interest  in  them 
for   the   same   reason. 

All  this  tended  to  demoralize  his  profits, 
and  he  was  selling  our  ffoods  at  cost  or  less 
to  meet  the  cut  price  of  some  cf  his  nelgh- 
boT-s.  Furthermore,  the  cut  prices  of  the 
retail  dealers  carried  conviction  to  the  mind 
of  the  consumer  that  because  of  these  cut 
prices  the  quality  of  our  goods  must  neces- 
sarily have  been  degraded.  The  jobber  was 
dissatisfied  because  he  could  hot  make  any 
money  on  our  goods,  the  rptail  dealer  was 
dissatisfied  because  he  could  not  make  any 
rponev  on  our  goods,  and  the  consumer  was 
dissatisfied  because  he  thought  the  quality 
of  our  ffoods  had  been  degraded;  everybody 
dissatisfied  except  A.  G.  Spalding  &  Bros., 
wtio  sold  more  goods  and  made  a  better 
net  profit  last  year  than  at  any  time  in 
their  history. 

Why  the  New  Policy  Was  Adopted. 

It  will  naturally  be  asked.  If  this  worked 
so  satisfactory  to  A.  G.  Spalding  &  Bros., 
why   was   a  change    made? 

First. — Because  we  know  the  jobber  can- 
not afford  to  and  will  not  handle  and  push 
our  goods  If  he  cannot  make  a  profit  on 
them. 

Second. — Because  we  know  the  retail  dealer 


cannot  afford  to  and  will  not  handle  and 
push  our  goods  If  he  cannot  make  a  profit  on 
them. 

Third. — Because  of  the  above  two  condi- 
tions we  know  self-preservation  and  self- 
interest  will  cause  both  the  jobber  and  re- 
tailer to  be  constantly  on  the  lookout  for 
inferior  unknown  goods  at  lower  prices  on 
which  he  thinks  he  will  make  a  profit  (he 
won't,  but  he  thinks  he  will),  which  will 
necessitate  rival  manufacturers  cheapening 
their  goods  in  every  possible  way  in  order 
to  meet  the  demand  of  the  trade  for  cheap- 
er and  constantly  growing  cheaper  goods. 

Fourth.— Because  of  these  conditions  A.  G. 
Spalding  &  Bros,  feel  that  the  time  will 
soon  come,  if  it  is  not  already  here,  when 
they  will  be  forced  tp  decide  upon  one  of 
these  two  policies:  (1)  Either  to  constantly 
degrade  the  quality  of  their  goods  in  order 
to  meet  the  trade  demand  for  constantly 
lower  prices,  and  thus  lose  the  reputation 
for  a  high  standard  of  quality  among  the 
users  of  their  goods  that  they  have  spent 
many  years  of  hard  work  in  building  up,  or  (2) 
maintain  the  present  high  quality  of  Spald- 
ings'  trade-marked  goods,  which  can  only 
be  done  by  establishing  fixed  selling  prices 
based  upon  the  cost  of  production.  We  have, 
decided  now  on  the  latter  course,  and  in- 
stead of  waiting  until  circumstances  and 
trade  conditions  may  force  us  to  decide  up- 
on the  first  named  course.  If  thif  decision 
"busts"  us,  so  let  it  be.  We  are  confi- 
dent that  it  will  not,  but  we  know  if  we 
adopted  the  first  named  course  in  time  it 
surely   would. 

Fiftb. — Mianufa;ctu?ing,  as  we  do,  every 
article  bearing  our  trade  mark,  and  having 
decided  upon  the  policy  of  maintaining  qual- 
ity, the  next  question  that  naturally  forces 
is  decision  is:  How  to  reach  the  consumer 
at  the  lowest  possible  price  to  him.  After 
much  thought  and  mature  deliberation  we 
have  decided  this  all  important  question  to 
our  own  satisfaction,  which  in  substance  is 
as    follows: 

On  and'  after  January  1.  1899,  A.  G.  Spald- 
ing &  Bros,  will  reach  the  consumer  direct 
from  factory  through  the  medium  of  the 
retail  dealer,  doing  away  with  all  intermedi- 
ate jobbing  profits,  commissions  to  sales 
agents,  special  concessions,  rebates,  etc. 
Fixed  prices  to  the  consumer,  based  upon 
the  cost  of  production,  and  no  overcharging 
permitted.  Fixed  prices  to  the  legitimate 
retail  dealer,  that  will  yield  him  a  fair  and 
sure  profit,  and  no  price  cutting  permitted. 
Hie-h  quality  maintained. 

Sixth.— In  order  to  successfully  carry  out 
these  radical  and  apparently  arbitrary  meth- 
ods, it  is  absolutely  essential  that  A.  G. 
Spalding  &  Bros,  should  control  the  source 
from  wihich  the  retail  dealer  draws  his  sup- 
plies, and  for  that  reason  and  for  no  other 
they  have  been  obliged  to  discontinue  sup- 
plying the  jobber  with  any  of  Spaldings' 
trade  marked  goods  for  jobbing  purposes. 

Unanimously  Approved  By  Agents. 

Between  December  1  and  10  our  little  red 
covered  booklet,  "A  Radical  Change,"  was 
mailed  quite  liberally  to  the  retail  trade 
throughout  the  country.  Inclosed  in  this 
booklet  was  a  return  private  postal  card. 
Up  to  December  31  we  had  received  20,000 
return  postal  cards  from  retail  dealers, 
filled  out  In  accordance  with  our  requests, 
indicating  the  particular  goods  in  our  line 
in  which  the  dealer  was  interested  and 
handled.  No  catalogue  with  the  new  reduced 
prices  was  sent  with  it,  and  no  effort  was 
made  to  influence  the  opinion  of  dealers  on 
the  Spalding  policy  except  in  the  matter  con- 
tained in  the  booklet. 

These  replies  give  us  no  cause  so  far  to 
regret  having  taken  the  retail  dealers  into 
partnership  with  us  in  the  athletic  and 
sporting  goods  business,  and  now,  like  good 
partners,  we  propose  to  take  them  into  our 
confidence  and  tell  them  the  truth,  and  we 
ask  our  numerous  partners  to  do  the  same 
with  us. 

Retailers  Should  Get  Together. 

Manufacturers  have  their  associations, 
and  because  of  their  small  number,  wealth 
and  geographical  locations  it  is  not  difficult 
for  them  to  get  together  frequently  and  dis- 
cuss matters  pertaining  to  their  own  busi- 
ness and  try  and  devise  means  by  which 
they  can  correct  abuses  and  make  a  better 
profit.  Similar  associations  exist  among 
jobbers,  all  trying  to  increase  their  profits 
and  correct  abuses  in  their  particular  de- 
partment; but  in  all  these  conventions,  con- 
ferences and  banquets  tho  interest  of  the 
retailer  is  seldom  considered.  It  may  be  con- 
sidered in  a  vague  sort  of  way  and  pleasant 
addresses  sent  out  to  the  retail  dealer,  but 
on  account  of  his  great  numbers  and  lack 
of  means  to  attend  conventions  held  at  dis- 
tant points,  and  the  further  fact  that  as  a 
rule  he  has  to  remain  at  home  to  attend  to 
his  own  business,  the  retailers  do  not  have 
their  own  conventions  like  the  manufactu- 
rers and  the  jobbers,  to  consider  matters  for 
their  own  particular  interests.  If  it  were 
possible  for  the  retail  dealers  to  get  to- 
gether, compare  notes  and  decide  on  a  uni- 
form policy  that  they  would  adopt  for  them- 
selves and  that  they  would  like  to  have 
the  manufacturers  adopt,  I  am  certain  that 


The  Cycle  Age  and  Trade  Review 


345 


a  very  great  majority  of  these  retailers 
would  be  pleased,  and  if  they  could  devise 
the  power,  would  insist  that  manufacturers 
of  well  established  goods  go  direct  from  the 
factory  to  the  consumer  through  the  me- 
dium of  the  retail  dealer  and  maintain  re- 
stricted prices  at  retail,  cutting  off  such 
dealers  as  violated    these   conditions. 

The  responses  that  we  have  received  in- 
dorsing the  Spalding  policy  convince  us 
that  such  a  plan  would  meet  with  over- 
whelming favor  by  the  retail  dealer.  As  it 
seems  impossible  to  get  all  the  retail  dealers 
in  convention  where  these  matters  could  be 
discussed  among  themselves,  we  have  de- 
cided to  try  the  experiment  and  find  out  for 
ourselves  whether  the  retail  dealers  in  ath- 
letic and  sporting  goods  will  co-operate  with 
us  in  our  honest  efforts  to  make  established 
retail  prices  to  enable  the  retail  dealer  to 
make  a  fair  profit  and  to  prevent  cutting  on 
our  goods. 

Opposition  to  the  Plan. 

We  have  not  asked  any  other  manufac- 
turer to  join  us.  We  are  going  it  alone 
and  we  assure  the  retail  dealer  of  the  hon- 
esty of  purpose  back  of  this  movement,  and 
with  the  hearty  and  cordial  co-operation  and 
assistance  of  the  retail  dealers,  we  are  con- 
fident of  our  position  and  success. 

We  realize  that  it  is  a  big  undertaking. 
Many  manufacturers  and  jobbers  are  now 
laughing  at  us  and  insisting  that  it  can't 
be  done.  We  know  it  can  be  done  and  we 
are  going  to  do  it,  and  if  we  can  have- 
as  I  am  confident  we  will— the  support  of  the 
retail  merchants  handling  our  class  of 
goods,  we  don't  care  for  the  opinions  of 
other  manufacturers,  who.  we  have  reason 
to  believe,  are  watching  this  so-called  ex- 
periment with  great  interest,  nor  do  we  care 
what    the   jobber    thinks    about    it. 

We  are  assured  that  the  300  or  400  jobbers 
that  are  handling  more  or  less  sporting 
and  athletic  goods  will  try  to  circumvent 
us,.  We  are  sure  that  they  will  have  in  the 
aggregate  some  4.000  or  more  traveling  sales- 
men who  will  constantly  be  poisoning  the 
minds  of  the  retail  dealers  against  us  and 
our  goods.  We  are  assured  that  the  advan- 
tages of  the  jobber  in  toeing  able  to  ship 
goods  by  express  or  freight  with  a  bill  of 
rakes,  drugs  or  books  will  toe  of  such  con- 
sideration that  we  will  not  be  able  to  reach 
the  small  dealer.  It  has  been  intimated  that 
combinations  will  be  formed  against  us, 
that  manufacturers  of  competitive  goods 
will  receive  the  support  and  orders  of  the 
jobbers. 

The  Jobber  Overestimates  Himself. 

We  don't  underestimate  the  advantages  of 
the  jobber,  but,  on  the  other  hand,  we 
think  the  jobber  overestimates  the  control 
he  has  over  the  retail  dealers  of  this  coun- 
try. Everybody  knows  that  the  present 
method  of  price  cutting  and  lack  of  profits 
has  not  been  satisfactory  to  the  retail  deal- 
er, and  we  believe— and  the  Spalding  policy 
is  based  on  that  ground— that  our  plan  of 
giving  to  the  retail  dealer  the  very  best 
prices  that  we  want  to  give  to  any  one,  and 
our  intention  of  giving  him  goods  that  will 
be  cheaper  in  price  and  better  in  quality 
than  can  be  supplied  by  any  other  manufac- 
turer whose  manufacturing  facilities  are 
not  equal  to  ours,  will  be  approved  by  the 
retail  dealer  and  his  co-operation  and  sup- 
port accorded  us.  In  addition  to  that  we 
are  giving  the  retail  dealer  standard  goods 
in  demand  by  the  consumer,  a  demand  cre- 
ated toy  the  policy  of  25  years  in  manufactu- 
ring the  best  quality  goods,  are  protecting 
each  article  with  our  trade  mark  and  our 
guarantee  back  of  it,  and  at  the  same  time 
are  restricting  the  retail  prices,  thus  enab- 
ling the  retail  dealer  to  make  a  satisfactory 
profit.  Jobbers  do  not  create  a  demand  for 
any  goods.  They  simply  supply  it,  and  are 
simply  the  middlemen  or  porters  that  carry 
the  goods  from  the  door  of  the  factory 
to  the  door  of  the  retail  dealer,  plus  the  job- 
bers' profit. 

Creating  a  Demand. 

There  are  three  elements  necessary  to  cre- 
ate a  lasting  demand  for  any  article  of 
merchandise. 

First.— The  manufacturer  must  make  hon- 
est goods  adapted  for  the  purpose  for  which 
they  are  intended. 

Second. — In  order  to  acquaint  the  customer 
with  this  fact,  and  get  the  goods  intro- 
duced and  in  use,  he  must  be  a  liberal  ad- 
vertiser. 

Third.— In  order  to  make  it  convenient  for 
the  consumer  to  get  the  goods  handily, 
without  inconvenience  to  himself,  the  ser- 
vices and  co-operation  of  the  retail  dealer 
are  required.  The  Spalding  policy  contem- 
plates the  combination  of  these  three  ele- 
ments; and  going  direct  from  the  factory  to 
the  consumer,  through  the  medium  of  the 
retail  dealer,  and  eliminating  the  jobber, 
we  believe  will  result  in  changing  the  pres- 
ent demoralized  condition  of  the  athletic 
and  sporting  goods  trade,  and  will  afford 
satisfaction  to  the  consumer,  who  will  be 
getting  well  known  standard  goods  at  fixed 
prices;  will  be  satisfactory  to  the  retail 
dealer,  who  will  be  able  to  make  a  fair 
profit  because  of  the  fixed  retail  prices;  and 


satisfactory  to  ourselves,  who  wish  to  per- 
petuate, and,  if  possible,  increase  our  busi- 
ness. We  do  not  go  to  the  retail  dealer  with 
empty  hands.  We  go  to  him  with  the  two 
essential  elements  suggei^ted  above,  and 
ask  him  to  join  us  and  make  the  necessary 
third  element  to  produce  success  and  sat- 
isfaction all   round.  j 

We  appeal  to  the  retail  dealer  with  the 
same  confidence  of  receiving  his  co-opera- 
tion and  support  as  Secretary  of  the  Treas- 
ury Gage  did  when,  ignoring  the  advice  and 
opinion  of  many  of  the  leading  financiers 
whose  selfish  interests  may  have  influenced 
their  opinions,  he  went  direct  to  the  people 
of  this  country  and  asked  for  a  loan  to  ena- 
ble our  government  to  carry  on  the  Spanish 
war. 

BUFFALO  REPAIRHEN  THRIVING 


Number  of  Shops  Trebled  in  a  Year— flending  Cheap 
Bicycles  Kept  them  Busy. 


Buffalo,  Jan.  16. — The  local  repair  busi- 
ness experienced  a  growth  bordering  on 
the  phenomenal  last  year  and  where 
there  were  about  sixty  shops  in  the  city 
at  the  opening  of  the  season  the  number 
trebled  before  the  end  of  the  season  and 
today  the  city  is  thickly  dotted  with  re- 
pair shops.  Mechanics  who  started  in  a 
very  modest  way  the  year  before  with 
scarcely  work  enough  to  make  a  liveli- 
hood found  their  quarters  inadequate  be- 
fore the  middle  of  1898  and  were  obliged 
to  secure  more  space  and  employ  assist- 
ance. 

This  remarkable  growth  is  largely  at- 
tributed to  the  various  cheap  lines  of  bi- 
cycles with  which  this  city  was  flooded  at 
the  beginning  of  the  season. 

Repairmen  were  sorely  perplexed  at 
times  as  to  how  to  proceed  with  jobs  that 
were  brought  them.  So  varied  and  diffi- 
cult were  they  that  hundreds  of  machines 
had  to  be  sent  back  to  the  builders,  if 
they  could  be  located,  which  was  a  rath- 
er difBcult  task  sometimes,  many  of  them 
having  gone  out  of  business. 

The  greatest  trouble  experienced  with 
this  class  of  bicycle  was  the  wretchedly 
bad  brazing.  To  this  imperfect  work  is 
traced  nearly  all  of  the  trouble  and  acci- 
dents arising  from  the  breaking  of  front 
forks  which  was  epidemic  here  during  the 
season.  With  very  few  exceptions  there 
were  no  actual  fractures.  The  entire 
trouble  arose  from  the  parting  of  the 
stem  and  crown.  To  all  appearances  the 
crown  was  simply  shoved  into  the  stem 
and  the  process  of  brazing  hurried 
through  with  the  utmost  despatch  and 
insufficient  material.  Not  a  pin  was  used 
in  many  cases  and  but  very  little  brass 
appeared  to  have  been  used. 

Two  deaths  and  scores  of  painful  and  in 
several  instances  permanent  injuries  were 
the  result  of  this  kind  of  work,  and  pub- 
lic feeling  was  aroused  to  such  a  pitch 
that  legislative  action  to  protect  the 
users  of  bicycles  against  faulty  construc- 
tion was  demanded. 

In  the  event  of  the  reappearance  of  this 
trouble  the  coming  season  the  makers  and 
sellers  of  the  machines  at  fault  will  be 
made  subject  to  some  restrictive  and  pun- 
itive law  which  will  deal  with  this  sort 
of  workmanship  in  an  extremely  harsh 
manner,  it  is  believed,  for  there  are  men 
who  stand  ready  to  introduce  such  a 
measure  and  force  its  passage. 


How  "Trading  In"  Works. 

During  the  past  season  it  became 
matter  of  frequent  remark  among  riders 
that  bicycles  of  the  previous  season  were 
worth  more  to  keep  than  to  sell.  When 
offered  trade  as  part  payment  for  a  new 
machine,  the  allowance  made  by  dealers 
was  very  small.  Twenty  dollars  or  $25 
was  rare,  and  it  was  made  only  on  strict- 
ly high-grade  products  in  fine  condition. 
More  often  only  $10  or  $15  allowance 
could  be  obtained,  and  most  riders  pre- 
ferred to  keep  them  to  accepting  that. 
This  was  the  sad  part  of  the  situation 
from  the  rider's  point  of  view.  The  deal- 
ers of  such  transactions  had  grievances  of 


their  own.  As  a  rule  they  had  to  sell  the 
second-hand  machines  for  less  than  they 
had  allowed  on  them,  and  often  they  let 
them  go  for  half  as  much  rather  than 
have  them  encumbering  their  stores.  In 
connection  with  this  state  of  affairs  a 
dealer  tells  of  a  very  neat  trick  that  was 
played  by  a  woman,  according  to  a  Pitts- 
burg paper.  She  bought  a  new  bicycle 
and  received  an  allowance  of  $20  on  her 
old  one.  After  the  bargain  had  been  com- 
pleted she  asked  the  retailer  what  he 
would  do  with  the  old  wheel.  "Oh,  sell 
it;  and  we're  lucky  if  we  get  $12  for  it," 
he  replied.  The  next  day  that  second- 
hand machine  was  sold  for  $12  cash  to  a 
young  man  who  would  not  consider  any 
other,  and  refused  to  pay  more  than  $12, 
although  $18  had  been  the  original  price 
demanded.  It  was  not  until  some  weeks 
later  that  the  dealer  learned  that  the 
young  man  was  the  brother  to  the  woman 
who  had  turned  in  the  machine.  She  had 
received  a  cash  discount  of  $8  in  making 
her  purchase  and  kept  her  old  bicycle, 
which  she  afterwards  sold  to  a  friend  for 
more  than  $12. 

WIDE  TIRES  APPROVED 


Professor  Carpenter  of  Cornell  University  Demon- 
strates Advantage  Over  Small  Tires. 


Prof.  Carpenter,  in  charge  of  the  me- 
chanical experiment  station  at  Cornell, 
has  completed  a  series  of  tests  on  the 
comparative  value  of  large  and  small  bi- 
cycle tires.  In  spite  of  the  decided  ten- 
dency in  the  past  few  seasons  to  dimin- 
ish the  size  of  their  tires.  Prof.  Carpen- 
ter now  shows  conclusively  that,  other 
things  being  equal,  the  larger  the  tire 
the  easier  runs  the  wheel.  This  is  par- 
ticularly so  in  case  the  rider  is  of  more 
than  average  weight. 

It  is  not  a  matter  of  friction  by  con- 
tact with  the  ground,  for,  that  being  of 
the  rolling  type,  amounts  to  practically 
nothing,  but  it  depends  on  the  loss  of 
power  in  compressing  the  tire.  On  a  two- 
inch  tire  the  rider  of  average  weight 
causes  very  little  compression  of  the  tire 
tread.  The  tire  has  a  great  bearing  sur- 
face. Take  half  an  inch  from  the  diam- 
eter of  the  tube,  however,  and  as  it  rolls 
along  a  constant  indentation  and  release 
result.  Here  the  power  is  lost,  and 
hence  the  conclusion. 

Prof.  Carpenter  says  that  a  poor  two- 
inch  tire  will  run  easier  than  the  best 
one-and-a-half-inch  tire  that  was  ever 
made.  A  difference  of  over  15  per  cent 
in  the  running  qualities  of  a  wheel  is  at- 
tributed to  the  kind  of  tire  used.  A  sin- 
gle tube  always  proves  faster  than  the 
double  tube,  but  this  may  be  due  partly 
to  the  better  material  employed  in  mak- ' 
ing  the  former. 


Death  of  Charles  Daly. 

Charles  Daly,  senior  member  of  the 
firm  of  Schoverling,  Daly  &  Gales,  of  New 
York  City,  died  as  a  result  of  an  apoplec- 
tic stroke  on  January  11  at  his  home  in 
Summit,  N.  J.  Mr.  Daly  began  his  busi- 
ness career  with  the  old  firm  of  Tuffts  &■. 
Colley  about  1858,  and  subsequently  was 
connected  with  Sargent  &  Co.  and  H. 
Boker  &  Co.,  which  latter  firm  he  left  in 
1865  to  join  Mr.  Schoverling  in  the  gun 
business.  He  was  one  of  the  incorpora- 
tors and  for  many  years  president  of  the 
Marlin  Fire  Arms  Co.,  of  New  Haven. 
Conn.  He  was  one  of  the  organizers  of 
the  Hardware  Club.  A  son  and  a  daugh- 
ter survive  him. 


Heavy  Overproduction  in  Germany. 

It  is  said  that  the  German  cycle  market 
is  overstocked  to  the  extent  of  175,000  bi- 
cycles. "The  outlook,"  says  a  leading 
German  newspaper,  "is  most  distressing. 
This  year's  sales  will  be  most  calamitous- 
ly affected." 


346 


The  Cycle  Age  and  Trade  Review 


EXPRESS  CO/VVPANIES  WEAKEN 


Leading  Officials  Counsel  a  Policy  of  Concession,  but  the 
*  Controlling  Spirits  Are  Firm 


The  aggressive  manner  in  whicli  the 
Merchants'  Association  of  New  York  is 
carrying  on' its  war  against  the  express 
companies  is  said  to  have  resulted  in  a 
temporary  truce,  during  the  course  of 
which  high  officials  of  the  carrying  com- 
panies earnestly  advocated  a  policy  of 
concession  in  order  to  allay  the  inflamed 
commercial  interests  and  put  an  end  to 
expensive  litigation,  arising  out  of  the 
construction  variously^  put  upon  the  af- 
fixing of  stamps  to  hills  of  lading.  But 
with  that  stubbornness  for  which  they  are 
famed,  and  that  haughty  indifference  to 
the  rights  of  the  public  for  which  they 
are  held  in  disfavor,  the  controlling  spir- 
its among  the  carriers  decided  to  let  mat- 
ters run  their  course.  As  a  consequence 
the  association  is  more  active  than  ever 
in  waging  war  and  in  seventeen  states  is 
maJiing  preparations  for  compelling  by 
legislation  the  reforms  which  it  is  ap- 
parent can  never  be  secured  by  more  pa- 
cific agitation.  Following  are  some  late 
expressions  of  opinion  from  the  retail 
cycle  trade  upon  the  subject  of  con- 
troversy: 

Old  Excuse  Does  Not  Apply  Now. 

Decidedly  I  am  in  favor  of  the  movement 
and  will  do  all  I  can  to  help  it  along.  For 
years  I  received  all  my  bicycles  by  express; 
now  I  order  all  by  freight  and  find  that 
from  Chicago  to  Mitchell  the  time  is  only 
one  day  longer  than  by  express.  I  believe 
the  express  -  companies  simply  tuck  on  all 
the  traffic  will  bear.  By  express  it  used  to 
cost  $1.35  to  $1.50,  but  after  I  had  twenty- 
five  or  thirty  bicycles  come  by  freight  one 
bicycle  came  by  express  contrary  to  my 
orders  to  the  manufacturer,  and  I  noticed 
the  rate  had  fallen  to  $1.25.  The  local  ex- 
press rates  are  too  high,  also.  One  of  my 
customers  wrote  me  from  White  Lrake,  S.  D., 
that  it  cost  him  50  cents  on  a  single  bicycle 
wheel  with  the  tire  from  Mitchell  to  White 
Lake,  a  distance  of  thirty-six  miles.  When 
bicycles  were  worth  $150  each  the  express 
companies  said  the  reason  the  rates  were 
so  hig'h  was  because  the  goods  were  so  valu- 
able that  if  one  was  injuredi  it  cost  heavily 
to  pay  the  damages.  The  prices  are  down 
now  and  I  do  not  see  why  the  carrying  rates 
stay  up  unless  it  is  because  the  companies 
can  get  their  price.  The  railroad  companies 
charged  from  10  to  15  cents  too  much  on 
each  machine  until  I  went  to  weighing  the 
wheels  before  crating.  I  received  rebate 
from  the  railroad  company  for  all  over- 
charging that  I  couli  prove.  I  hope  this 
movement  will  be  successful. 
Mitchell,  rf.  D-  L.  E  State. 

Despotic  Rates  in  the  West. 

It  has  always  seemed  a  little  despotic  that 
we  are  compelled  to  pay  $3  to  get  one  bicy- 
cle here  from  Chicago  by  express,  whereas 
it  costs  an  agent  in  New  York  (same  dis- 
tance) $1  per  machine.  This  cculd  have  toeen 
changed!  to  a  certain  extent  had  bicycle 
manufacturers  shown  a  disposition  to  make 
an  allowance  for  excess  western  rates  in 
upholding  their  theory  of  "treating  all 
agents  on  equal  terms."  This  excess 
charge  comes  out  of  our  commission 
on  goods  sold.  My  opinion  has  always 
been  that  the  bicycle  manufacturers 
by  a  joint  action  could  have  secured 
a  special  rate  on  bicycles.  There  are 
also  a  great  many  other  things  that 
manufacturers  could  do  for  the  benefit  of 
their  agents  and  patrons,  one  of  the  worst 
practices  being  the  compelling  of  a  man  to 
pay  express  on  his  broken  or  defective  parts 
and  tires  after  he  has  once  paid  the  market 
price  on  guaranteed  (?)  goods.  We  patron- 
ize freight  if  possible. 

Colorado  Springs  Col  L.  C.  Wahl. 

Express  Charges  Triple  Cost  of  Goods. 

We  are  certainly  in  sympathy  with  any 
legitimate  movement  whereby  the  express 
companies  can  be  compelled  to  moderate 
their  charges.  We  are  compelled  to  use 
express  more  and  more  every  year,  and  are 
willing  and  expect  to  pay  for  quick  service, 
but  we  do  seriously  object   to  toeing  rohbed, 


and  that  is  What  it  amounts  to  out  here 
where  there  is  no  competitive  line.  The 
charges  on  most  goods  are  enormous,  the 
express  charges  being  in  a  great  many  cases 
three  or  four  times  as  much  as  the  first 
cost  of  the  goods.  Two  or  three  houses 
have  helped  us  out  by  prepaying  charges, 
they  being  able  to  secure,  better  rates,  or  at 
least  it  costs  them  less  at  their  end  of  the 
line.  We  believe  the  fast  freight  would  be 
all  right,  but  think  that  something  should 
be  done  to  compel  the  express  companies 
to  make  reasonable  charges. 
Devil's  Lalfe.N.  D.  C.  P.  Brainakd. 

Railroads  Should  Perfect  their  Service. 

We  have  not  been  able  to  pay  the  exor- 
bitant express  rates  charged  out  here  for 
two  years.  We  use  fast  freight  entirely, 
and  will  continue  to  do  so  until  a  more  rea- 
sonable charge  is  made  by  the  express  com- 
panies. Our  freight  service  is  nearly  as 
prompt  as  the  express  and  if  the  railroad 
companies  would  make  a  lower  or  less  than 
100-pound  rate  on  small  packages  they  would 
get  every  pound  of  our  business.  We  are 
in  sympathy  with  any  movement  that  will 
educate  the  people  as  to  the  folly  of  using 
express  where  freight  service  can  be  had. 
The  railroad  companies  should  be  encour- 
aged to  perfect  this  service,  giving  us  rates 
on  small  packages,  and  the  merchants  will 
do  the  rest.  A  solution  of  this  question 
is  undoubtedly  coming.  The  express  com- 
panies must  reduce  their  charges  or  the 
United  States  government  should  give  us 
safe  transportation  of  larger  packages 
through  the  mails. 

Denver,  Col.  Felker  Cycle  Co. 

At  ilercy  of  Two  or  More  Companies. 

I  most  certainly  am  in  hearty  sympathy 
with  the  movement  to  compel  the  express 
companies  to  moderate  their  charges  for  the 
carrying  of  goods,  particularly  small  pack- 
ages. The  fast  freight  plan  seems  to  be 
one  good  solution  of  this  evil  that  the  retail 
merchants  have  to  deal  with.  I  have  one 
particular  complaint  to  make;  that  is, 
against  the  transfer  charges  which  the  west- 
ern express  companies  make  when  goods  are 
carried  by  two  or  more  express  companies. 
I  wish  this  movement  success. 
Sandy  Hill,  N.  Y.  L.  E.  Sexton. 

Risk  Decreased  but  Charges  Stationary. 

The  proposal  to  use  fast  freight  meets 
with  our  approval.  We  feel  very  bitter  to- 
ward the  express  companies  for  evading  the 
tax;  also  for  their  very  excessive  charges  for 
small  packages,  and  because  the  tariff  is 
the  same  now  on  a  $25  bicycle  as  it  was  on 
a  $150  bicycle,  although  the  risk  to  them  is 
six  times  less  as  far  as  damages  are  con- 
cerned. We  sincerely  Tiope  the  day  is  not 
far  distant  when  their  excessive  charge 
will  be  lowered  by  fast  freight,  postal  pack- 
age delivery  or  something  else,  and  it  will 
surely  come  soon.  The  distant  rumblings 
caused  by  evading  the  stamp  tax  will  surely 
end  in  a  striking  of  the  lightning. 
Arkansas  Cicy,  Ark.  H.S.Simmons. 

Rates  Higher  than  Cost  of  Goods. 

I  am  certainly  in  favor  of  the  movement 
started  and  will  do  all  I  can  to  further  it. 
Express  rates  to  Denver  from  any  point 
east  of  Chicago  average  $5  per  100  pounds 
on  large  articles,  and  on  small  ones  very 
often  several  times  the  value  of  goods.  I 
use  freight  or  mail  whenever  possible  and 
shall  continue  to  do  so  and  never  ship  by 
express  except  when  compelled  to  do  so. 
Hope  you  will  win. 

Denver,  Col.  E.  T.  Weiant. 

Freight  Economical  and  Satisfactory. 

More  than  twelve  months  ago  I  worked 
faithfully  towards  a  reduction  of  these  ex- 
tortionate express  charges  on  bicycles.  To- 
day the  charges  are  the  same  on  these 
goods  that  now  retail  at  $35  as  they  were 
a  few  years  ago  when  they  sold  at  $150,  with 
the  difference  that  the  express  companies 
mow  carry  fifty  packages  to  the  one  of  five 
years  ago.  After  a  voluminous  correspond- 
ence I  was  informed  that  the  companies 
could  not  discriminate  in  favor  of  our 
goods  as  against  hats  and  millinery  goods 
covered  by  the  same  rates.  I  was  further 
assured  that  a  movement  wasi  then  on  foot 
for  a  general  revision  of  express  tariffs, 
looking  to  a  material  reduction,  but  this 
promise  has  resulted  in  nothing.     From    the 


attitude  of  the  express  companies  on  the 
stamp  question,  I  saw  no  hope  for  a  reduc- 
tlO'n,  therefore,  I  say  we  must  look  for  re- 
lief in  fast  freight.  Personally  I  have  no 
grievance  on  this  score,  as  I  handle  ma- 
chines manufactured  in  Chicago,  and  our 
freight  service  between  Chicago  and  Mem- 
phis does  not  differ  four  hours  from  that  of 
the  express  company.  This  applies  only  to 
one  road,  for  I  find  sometimes  that  my 
positive  directions  are  overlooked  and  goods 
shipped  by  other  roads  and  their  connec- 
tions means  anywhere  from  eight  to  twelve 
days  In  place  of  thirty-six  hours  in  transit. 
Express  rates  from  this  point  to  Chicago 
per  100  pounds  is  3  cents  per  pound;  less 
than  100  pounds  the  rate  is  higher.  Freight 
on  ibicycles  is  $1.27%  per  100,  considerably 
less  than  one-half,  which  resulted  the  past 
year  in  the  saving  of  a  neat  little  sum. 
The  express  companies  have  a  very  arbi- 
trary rule.  Bicycle  parts  must  be  crated, 
no  matter  of  how  little  value.  There  may 
be  small  danger  of  hreakage  or  injury  In 
transit,  but  If  not  crated  the  rate  is  double 
first  class.  It  simply  means  express  charges 
on  useless  crating  material  and  laJbor  to  the 
shipper  to  crate. 
Memphis,  Tenn.  Chas  J.  Scherek. 


Express  Companies  Absorb  All  Profits. 

I  am  in  sympathy  with  the  movement 
started  in  New  York.  I  prefer  fast  freight. 
Express  charges  are  too  heavy,  especially 
in  the  west.  Our  profits  are  all  paid  to  the 
express  company. 

Ogden,  Utah.  L.  H.  Beecraft. 

Express  Rates  Higher  than  Postage. 

We  think  the  fast  freight  proposition 
would  be  a  great  thing.  As  for  us,  we  get 
the  largest  part  of  our  wheels  and  bicycle 
sundries,  also  guns  and  gun  material,  by 
express  and  have  often  noticed  that  the 
company  has  charged  us  more  for  small 
packages  than  the  mail  would  have  been 
from  any  part  of  the  United  States,  and 
often  these  packages  have  only  come  250 
to  500  miles.  We  do  not  see  why  the  fast 
freight  could  not  be  run  on  all  railroads  to 
good  advantage  to  both  small  dealers  and 
to  the  railroad  companies  also. 

Oklahoma  Cycle  &  Supply  Co. 

Oklahoma  City,   O.  T. 

Railroads  Could  Give  Good  Service. 

I  think  the  subject  of  lower  transporta- 
tion rates  by  express  companies  a  timely  one. 
I  am  a  thorough  believer  In  fair  and  reason- 
able charges  for  all  articles  of  commerce 
and  all  individual  or  public  service.  While 
express  charges  In  many  cases  are  not  ex- 
orbitant, there  are  cases  in  which  the 
charges  are  far  toeyond  the  limit  of  reason- 
aJbleness.  The  suggestion  of  organizing  a 
fast  freight  service  is,  I  think,  a  good  one. 
I  think  the  railroad  companies  are  the  only 
ones  which  should  profit  by  the  transporta- 
tion of  the  goods  they  handle.  Certainly 
such  a  service  would  be  safe  enough  for 
goods  of  ordinary  value,  and  goods  could 
be  transported  in  reasonable  time  if  the  long 
delays  at  stations  could  be  eliminated.  As 
to  complaints,  I  once  paid  70  cents  to  an 
agent  of  an  express  company  for  bringing 
a  package  containing  a  two-ounce  bottle  of 
lubricating  oil  a  distance  of  300  miles.  I 
have  received  bicycles  which  were  marked 
correctly  to  go  by  a  direct  route,  which, 
when  only  twenty-five  miles  from  their  des- 
tination, were  shipped  by  a  roundabout  way 
200  miles  more  with  increased  charges. 
Surely  these  Instances  are  enough  to  show 
what  some  express  companies  are  capable 
of,  and  all  who  have  occasion  to  ship  or  re- 
ceive goods  should  welcome  a  reasonable  and 
honorable  service.  Your  efforts  to  bring 
about  a  change  for  the  better  should  be  ap- 
preciated. 
Orient  Point,  Suffolk,  N.  Y.  R.  W.  Tuthii.l, 

Freight  Better  for  Short  Hauls. 

During  the  past  season  I  have  avoided 
using  the  express  companies  as  much  as  pos- 
sible. Their  charges  are  out  of  all  reason 
and  since  they  have  compelled  us  to  pay 
their  revenue  ta;x  I  have  found  the  ordinary 
freight  better  for  short  carries,  but  dislike 
to  put  the  shipper  of  small  packages  to  the 
trouble  of  forwarding  by  freight  lines.  I 
have  never  been  able  to  recover  anything 
damaged  or  lost  by  the  express  companies, 
but  have  found  the  freight  lines  reasonable 
and  ready  to  adjust  all  claims.  Any  move- 
ment that  will  compel  the  express  companies 
to  make  their  charges  reasonable  will  be 
good  for  the  well-being  of  all  business. 

Ashaway.  R.  I.  H.  Herbert  Kenyon. 

Fast  Freight  Found  Satisfactory. 

I  am  surely  in  sympathy  with  any  move- 
ment to  compel  express  companies  to  mod- 
erate their  charges.  I  frequently  use  fast 
freight  from  New  York  and  find  it  quite  as 
satisfactory  as  express,  but  am  not  sure 
that  to  use  it  universally  would  be  satis- 
factory; however,  I  'believe  It  could  be  made 
so.  I  have  had  several  special  complaints 
to  make   concerning   express  companies  but 


The  Cycle  Age  and  Trade  Review 


347 


THESE^ 
jTARE     THE 

ONLY 
POOLS  YOl/lL> 

NEED. 


TRADE 
MARK     U 


TMESE^ 
if  ARE     THE 

ONLY 
POOLS  YOl/l.y 

NEED. 


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MANUFACTURERS   ARE   FURNISHING 

Dunlop  Dctacbabk  Ores 

On  their  wheels  AT  NO   EXTRA  COST,  either  wholesale 
or  tet3iii.Jt^^jtJ*Jt 

Agents  should  see  that  the  manufacturers  whom  they  repre- 
sent are  among  this  number,    \7rite  us  about  iL^JtjtJ^JtjfJtjt 

1899  IS  GOING  TO  BE  A  DUNLOP  YEAR.^^ 

Cbe  American  Dunlop  Cire  Company 


134  Cakt  Street,  Cblcaso. 


THESE^ 
fARE    THE 

ONLY 
\TO0LS  YOULU 

NEED. 


Belleoille.  (north  newark)  n.  3. 


TRADE 
MARK 


36-3$  Lombard  St.,  toronto. 


TMESE^ 
^ARE     THE 

ONLY 
POOLS  YOl/lU 

NEED. 


The  Sterling 


(( 


BUILT  LIKE  A  WATCH 


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BUILT  LIKE  A  WATCH 


Chain  Models,   -  $50 


Racers,    _     _     _   $65 


Chainless  Models,  $75 


KTmUNfemiEWOPKS  KENQSnA,WIS. 


Tandems,    -     -    $75 


348 


The  Cycle  Age  and  Trade  Review 


as  I  have  kept  no  record  of  them  and  have 
dropped   the   matter,    believing   that   I   could 
get  no  redress,  I  am  not  now  able  to 'specify 
any  particular  one. 
Auburn,  N.  Y.  Edwakd  Leonard, 

Even  Slow  Freight  Better  th^n  Costly  Express. 

Fast  freight  would  meet  my  approval,  and 
sometimes  slow  freight  would,   too.     I  have 
no   other    complaint     against     express    com- 
panies than   their  extortionate  charges. 
Sodus  Center,  N.  Y.  R  S.  Boreadaile. 

Always  Ship  By  Express. 

We   always   have   our   bicycles   shipped   by 
freight. 
Eedwood  Falls,  Minn.  Dallas  E.  Latrd. 

Has  Stopped  Using  Express. 

I  for  one  have  stopped  all  use  of  the  ex- 
press facilities  except  at  most  urgent  need, 
using  the  mail  instead  where  I  can  and 
freight  for  all  other  goods.  In  fact,  they 
would  have  to  quit  if  their  patrons  were  all 
like  me. 
Vermillion,  S.  D.  D.  W.  C.  Nichols. 

Compelled  to  Use  Freight. 

We  are  situated  so  far  from  the  centers 
of  production  that  we  have  to  pay  an  aver- 
age of  $4  on  a  ibicycle,  which  obliges  us  to 
get  all  our  wheels  by  freight,  and  then  we 
have  to  order  in  quantities  to  enable  us  to 
have  some  in  stock,  as  it  takes  about  three 
weeks  to  get  machines  by  freig'ht.  Push  it 
along. 
San  Antonio,  Tex.  Wagner  &  Chabot. 

Shipping  by  Freight  this  Season. 

Express  charges  have  been  so  high  with 
us  that  we  have  been  forced  to  make  our 
shipments  so  far  this  season  by  freight  and 
shall  continue  to  do  so. 

Datonia,  Fla.  Halifax  Cycle  Co. 

Freight  Almost  as  High  as  Express. 

The  proposal  to  use  fast  freight  instead  of 
express  meets  with  our  approval.  We  hope 
arrangements  can  be  made  to  cheapen  trans- 
portation. The  railroads  have  been  charg- 
ing almost  as  much  as  express  companies. 
Both  carriers  are  at  fault;  for  instance, 
the  express  company  delivers  one  bicycle 
from  New  York  city  for  $1.50,  while  the  rail- 
road charges  $1.10  on  same,  but  takes  five 
days  longer  to  deliver; 
Charlotte,  S.  0.  Fitzsimons  &  Co. 

Used  Fast  Freight  for  Two  Years. 

If   the   express  companies  do   not   give   us 
the   rate  we  ask,   we  toelieve   in   having  the 
fast  freight  used  as  much  as  possible,  wliioh 
we  have  done  for  two  years. 
Arcanum,  O.  A.  F.  Shulee  &  Son. 

Prefer  Express  at  Lower  Rates. 

We  were  very  much  interested  in  the  re- 
cent article  in  the  Cycle  Age  but  we  have 
no  specific  complaints  to  make.  We  are  in 
favor  of  the  fast  freight  proposal,  and 
think  it  is  quite  generally  used  by  the  deal- 
ers here,  especially  those  representing  Chi- 
cago made  wheels.  However,  this  is  not  as 
satisfactory  as  express,  and  we  are  in  sym- 
pathy with  anything  that  will  tend  to 
bring  express  charges  down. 
Memphis,  Tenn.  Pritchard,  Evans  &  Co. 

Good  Railroad  Service  at  Low  Cost. 

Two  years  ago  we  were  requested  by  the 
Western  Wheel  Works  to  have  as  many  of 
our  wheels  shipped  iby  freight  as  we  could, 
and  we  took  their  advice.  Since  that  time 
the  express  company  has  handled  yery  few 
wheels  for  us  as  we  get  about  the  same  ser- 
vice from  the  railroad  company  as  we  did 
from  the  express  company  at  from  one- 
fourth  to  one-fifth  the  cost. 
New  Egypt,  N.  J.  Chafey  &  Brown. 

Saved  $200  by  a  Late  Change. 

Last  season  we  received  over  400  wheels, 
nearly  all  by  express.  We  shipped  a  few 
late  in  the  season  by  fast  freight  and  had 
we  shipped  all  by  fast  freight  we  could 
have  saved  at  least  $200.  The  wheels  are 
handled  carefully  and  the  time  is  only  eight 
hours  slower  than  express. 
Washington,  D  C.  Acme  Repair  Bicycle  Co. 

Wants  to  See  a  Change. 

I  am  with  you  in  the  movement  with  both 
hands  and  approve  of  the  fast  freight  in- 
stead of  the  express.  The  express  com- 
panies' charges  are  too  high  for  crated 
wheels  and  small  articles,  and  very  often 
breakage  which  can  be  found  out  only  after 
goo-ds  are  delivered  cost  a  loss  to  the  buyer 
and  a  delay  of  time.  The  express  company 
here  will  not  carry  any  small  package  or  re- 
paired bicycle  parts  unless  they  are  prepaid, 
which  often  adds  to  the  cost  of  the  goods, 
and    there    is    no   way    of    getting    a   rebate 


back.     By   all   means    I   would   like   to    see 
some  change  and  do  away  with  the  express 
companies'   overcharges. 
Pltttisburg,  N.  Y.  A.  Langlois. 

Finds  Freight  Service  Satisfactory. 

We  are  heartily  in  favor  of  any  move- 
ment that  will  have  a  tendency  to  cheapen 
the  express  rates  that  now  exist.  The  po- 
posal  to  use  fast  freight  meets  our  approval; 
in  fact,  we  are  now  using  the  freight  routes 
as  much  as  possible  and  find  the  service  sat- 
isfactory. We  have  had  some  trouble  with 
the  company  receiving  two  packages  at  the 
other  end  of  the  line  from  the  same  party 
(which  could  not  easily  be  tied  together) 
under  the  same  receipt,  and  when  delivered 
to  us  the  company  charged  the  same  as  if 
they  had  been  received  from  two  different 
parties  and  shipped  out  under  separate  bills. 
In  many  cases  the  express  cost  almost  as 
much  as  the  article  shipped.  We  have 
watched  carefully  as  to  the  express  charges 
and  find  that  the  charges  on  all  parts  re- 
ceived except  crated  wheelsj  will  average 
between  20  and  25  per  cent  of  the  invoiced 
price  of  the  shipment.  Our  express  items 
foot  up  to  quite  a  sum  in  a  busy  season  and 
anything  that  we  can  do  to  lessen  this  ex- 
pense will  be  done. 

Rome,  Ga.  West  Cycle  Co. 

Lower  Rates  Would  Help  Dealers. 

Regarding  the  express  companies  I  have 
no  special  kick,  only  the  high  rates  charged 
for  transportation.  I  think  it  would  be  a 
great  help   to  dealers  if  they  were  lowered. 

Bradley,  S.  D.  R.  T.  Read. 

Cheaper  to  Send  Collect  than  Prepaid. 

I  am  very  much  in  favor  of  what  the  mer- 
chants are  trying  to  do  in  New  York.  It 
seems  strange,  but  our  agent  here  in  town 
says  that  if  we  prepay  goods  the  express 
will  ibe  more  than  if  sent  collect.  Awhile 
ago  I  sent  two  crated  bicycles  to  New  York 
city,  prepaid,  for  $1,  and  when  they  came 
back  I  only  had  to  pay  70  cents. 
East  Hampton,  N.  Y.  E.  B.  Mlxhmorf. 

Wholesale  Thieving  in  Florida. 

In  no  other  state  in  the  Union  are  the  peo- 
ple robbed  by  the  express  and  railroad  com- 
panies as  in  Florida.  I  am  heartily  in 
sympathy  with  your  movement  and  will  give 
all  the  aid  in  my  power  to  stop  the  whole- 
sale thieving. 
Tampa,  Fla.  Tampa  Cycle  Co. 

Excessive  Rates  Prohibitory. 

We  have  not  been  able  to  use  express  for 
two  years.     Charges  too   high  for  profits  on 
wheels. 
El  Paso,  Texas.  El  Paso  Cycle  Co. 

Would  Like  to  See  Rates  Lowered. 

Express  comes  high   and   I   would   like    to 
see  rates   cheapened   if  it   can   be   done   and 
let  the  expressman  make  a  fair  profit. 
"Omaha,  Neb.  Midland  Cycle  Co. 

In  Sympathy  with  Whole  riovement. 

I  am  in  favor  of  the  New  York  movement 
to   compel  these   carriers   to   moderate  their 
charges,  and  to  use  fast  freight. 
Tyndall,  S.  D.  J.  C.  Kiehlbaugh. 

Cheap  Rates  by  Boat. 

For  the  past  year  we  have  been  having 
lur  machines  shipped  to  Boston  and  then 
to  Baltimore  by  steamer  at  an  average 
charge  of  29  cents  per  machine  as  against 
$1.10  each  by  the  express  companies,  the 
difference  in  time  being  three  days  in  favor 
of  the  express  companies.  We  would  cheer- 
fully pay  100  per  cent  increase  in  the  rates 
we  are  now  paying  to  get  goods  by  express, 
but  draw  the  line  when  the  increase  is  300 
per  cent. 

Baltimore,  Md.  E.  D.  Loane  Jr.,  Co. 

No  Alternative  but  Freight. 

We  had  little  to  complain  of  in  Providence 
until  one  express  company  squeezed  out  the 
other.  Since  then  rales  have  gone  up  and 
there  is  no  recourse  but  freight,  which 
would  be  satisfactory  if  faster. 
Providence,  R.  I.  Corp  Bros. 

Ships  by  Local  Express  Company. 

We  are  most  heartily  in  sympathy  with 
the  movement  started  in  New  York.  We 
have  had  trouble  with  the  American  Ex- 
press Company  in  our  town  and  have  made 
use  of  a  local  company  werever  possible, 
but  could  not  do  this  with  business  beyond 
Boston,  Mass.  Reckon  us  in  on  any  move 
that  shows  the  least  hope  of  bringing  them 
to  terms. 

Portsmouth,  N.  H.  F.  B.  Parshley  &  Po. 

Advocates  Parcels  Post. 

We  are  fully  in  sympathy  with  the  agita- 
tion to  regulate  this  matter.  In  our  ex- 
perience    with     the   express     company    here 


Cand  they  have  a  perfect  monopoly)  we  have 
always  found  them  a  "law  unto  themselves" 
and  it  is  next  to  impossible  to  get  any  sat- 
isfaction for  any  grievance,  however  real. 
We  would  like  to  see  established  a  parcels 
post  similar  to  that  in  successful  operation 
in  England  for  the  last  fifteen  years. 
Bridgeport,  Cuun.  Bridgeport  Cycle  Co. 

Monopolistic  Charges. 

Express  charges  to  this  place  are  simply 
outrageous.  I  have  paid  sometimes  as  high 
as  50  to  75  per  cent  of  the  cost  of  the  pack- 
age. At  Fulton,  N.  Y.,  the  rates  are  about 
one-half  less  because  there  is  competition. 
Heavy  packages  we  send  by  stage  to  Fulton 
for  10  cents  and  get  about  half  rates  there. 
Mexico,  N.  Y.  H.  H.  Dobson. 

Special  Rates  on  Large  Business. 

I  think  the  express  companies'  charges  to 
some  places  are  very  high.  I  will  lend  my 
best  assistance  to  put  a  stop  to  it.  Would 
use  freight  in  many  eases.  Think  special 
rates  should  be  allowed  between  factory  and 
agents  doing  a  large  business. 
Amsterdam,  N.  Y.  Ed.  T.  DeGraff. 

A  Big  Factor  in  the  Trade. 

A   Big  Factor  in   the  Business. 

I  think  the  proposal  to  use  fast  freight  is 
a  good  one.  Express  charges  ai-e  quite  a 
factor  in  trade  at  the  present  low  prices  of 
bicycles.  I  wish  you  great  success  in  your 
undertaking  and  will  give  what  little  help 
I  can. 

Hudson  N.  Y.  William  Petry. 

Finds  Freight  Cheap  and  Fast. 

I  have  been  using  Erie  fast  freight  for  the 
past  season  with  the  best  results.  A  little 
more  than  a  year  ago  the  express  company 
succeeded  in  suppressing  all  competition  in 
Hartford  and  proceeded  to  advance  rates; 
with  me  the  charges  on-  a  single  wheel  ad- 
vanced from  90  cents  to  $1.35,  and  at  the 
same  time  the  time  increased  a  day.  I  be- 
gan experimenting  with  the  different  fast 
freight  lines  and  found  that  I  could  get  a 
rate  of  40  cents  a  machine  and  only  one  hour 
longer  time  required  than  the  present  ex- 
press time,  by  the  E.  &  N.  E.  Despatch. 
As  a  result  the  advance  of  rates  cost  the 
company  all  the  business  I  had  previously 
given  it  on  complete  bicycles. 
Corning,  N.  Y.  F.  C.  Williams. 

Drawback  to  Freight  System. 

We  could  not  use  fast  freight  as  goods  are 
not  delivered,  and  for  this  reason  we  pre- 
fer the  express  system.  We  have  only  one 
specific  complaint  to  make  against  our  ex- 
press company,  and  that  is  their  practice  of 
making  their  patrons  pay  for  the  revenue 
stamps  on  express  packages  when  the  law 
was  intended  to  tax  the  companies  and  not 
their  patrons. 
Watenown,  N.  Y.  Carpenter  &  Malf. 

Volume  of  Business  Warrants  Lower  Rates. 

Considering  the  extensive  business  done 
by  the  various  express  companies  in  the 
shipment  of  bicycles,  I  certainly  think  their 
charges  are  away  above  what  they  should 
be.  I  am  heartily  in  favor  of  any  move- 
ment which  would  bring  about  the  reduction 
of  their  rates.  I  am.  not  in  favor  of  fast 
freight  except  in  long-distance  shipping. 
S  ng  Sing,  N.  Y.  George  Ostendorf. 

Small  Buyers  Suffer  IVIost. 

I  think  the  present  express  rates  on  small 
packages  are  too  high.  When  small  dealers 
cannot  order  from  the  factory  direct  in 
quantities,  it  works  a  hardship  on  them  on 
Dccount  of  the  express  charges  which  take 
all  the  profits  and  in  many  cases  more.  I 
have  given  up  the  idea  of  expressing  goods 
and  have  been  ordering  all  goods  sent  toy 
freight,  and  will  continue  to  do  so  unless  I 
can  d'o  better.  The  fast  freight  would  be 
all  right,  I  think. 

Woodburn,  Ore.  E.  L.  Remington. 

Throughly  Tired  of  Abuses. 

We  are  in  sympathy  with  the  movement 
started  in  New  York  to  compel  these  car- 
riers to  moderate  their  charges.  The  pro- 
posal to  use  fast  freight  meets  with  our  ap- 
proval. Our  complaints  are  too  numerous  to 
mention. 
San  Antonio,  Texas.  Frasce  &  Thiele. 

Californians  Would  Use  Freight. 

The  proposal  to  use  fast  freight  instead  of 
express  meets  with  our  approval.    The  prices 
of  the  express  companies  are  too  high. 
Pasedena,  Cal.  Bn,  R.  Braley  &  Co. 

Rates  to  the  South  Invisible. 

We  never  think  of  using  the  express  com- 
pany   for    shipping   bicycles   as    the   charges 
•are   "out   of  sight." 
El  Paso,  Texas.  W.  G.  Walz  Co. 

Will  Patronize  Fast  Freight. 

We  are  in  sympathy  with  you  In  your  move 
to  compel   the   express   companies   to   reduce 


The  Cycle  Age  and  Trade  Review 


349 


tbe  Simplest 
Tnternal  Binder 


IS  SEEN 
ON 


i  TWO  PARTS 


national 
Bicycles  •>» 


The  nut  that  fits  in  the  top  of  the 

seat  post  cluster. 
The  circular  spring  -wedge. 


No  special  tools  needed.  —A  half  turn  of  your 
bicycle  wrench  tightens  or  releases  it. — No 
threads  to  jam.— No  expander  to  stick  fast  in- 
side.^Tust  like  all  National  improvements, 
SIMPI^B  AND  GOOD 


THERE  ARE   OTHER  GOOD  THINGS  ON  NATIONALS 

national  Cycle  fllfg.  go. 

?  BAY  CITY,  MICH. 

"An  improvement  which  does  not  make  it  easier  for  a  rider 
to  take  care  of  his  bicycle  is  not  an  improvement." 

H  national  Rider  never  (^ban^es  f)\$  mount 


t 


»i^n^^i*^»^i^f«v^ 


j^m'W'nmmmi^j 


WHEELER  SADDLES 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BACK. 

OUR  LINE  FOR  '99  COMPRISES  BUT  FOUR  DISTINCT  MODELS : 
"EXTRA"  Woman's    .     .     .    Broad,  Soft  and  Easy.  ^^ 
"EXTRA"  rien's      ....     Hygienic  and  Durable.  .^^ 
"SPECIAL"  Roadster  .     .     .     An  ornament  to  any  wheel. 
"CORK=TOP"  Racer     .     .     .     Light  and  Graceful.  ^^^ 

These  saddles  are  made  and  finished  in  the  care- 
ful and  stylLsh  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  popular  saddle  on 
the  market. 

THE  WHEELER  SADDLE  CO. 

1427-14S7  Woodward  Ave.,  DETROIT,  MICH. 

Chicago  Distributing  Agents:    HIBBARD.  SPENCER  &  BARTLETT. 
New  York  Distributing  Agents:    HARTLEY  &  GRAHAH. 


tmmMa 


^m 


rii^ 


rfUh 


( 


I 


Steams 
Bicycles 


Twelve  Magnificent  Models 

— go  to  make  up  the  Stearns  product  for 
1899 — a  product  that,  in  point  of  variety, 
elegance  and  p;  rf  ect  work  in  every  detail,  we 
believe  to  be  without  a  peer  in  the  world. 

^^^The  STEARNS  CUSHION 
FRAME,  Models  K  and  L,  mark  a  new 
era  in  bicycle  construction.  The  cushion 
device  adds  from  2  to  2^  inches  to  the 
resiliency  of  the  present  pneumatic  tired 
wheel,  without  loss  of  strength  or  durabil- 
ity to  the  frame  or  changing  its  graceful 
lines.  It  assists  the  pneumatic  tire  in  mak- 
ing riding  easier.  They  are  ideal  wheels 
for  comfort  for  both  men  and  women. 

The  STEARNS  SPECIAL,  LADIES^ 
SPECIAL,  30-INCH  SPECIAL  and 
TRACK  RACER  show  a  degree  of  ex- 
cellence never  before  attained  in  the  history 
of  bicycle  making.  ^  j« 

The  STEARNS  MODELS  E  and  F 
will  be  the  favorite  road  wheels  of  the 
season.  The  extreme  lightness,  the  pleas- 
ing lines,  the  narrow  tread  and  the  many 
technical  improvements  are  irresistible  at- 
tractions. «^  «^ 

The  STEARNS  CHAINLESS,  MOD- 
ELS G  and  H,  combine  the  practical  fea- 
tures of  the  bevel  gear  mechanism  with  the 
alluring  charms  peculiar  to  Stearns  con- 
struction. 

^  J^  The  STEARNS  TANDEMS,  dia- 
mond and  combination  frames,  are  entirely 
new  models. 

With  so  extensive  a  line  of  praisewor- 
thy wheels  we  are  confident  that  the  dealer 
who  handles  them  cannot  fail  to  meet  with 


success.  ^  <^ 


The  Yellow  Fellow  Year  Book  is  now 
ready.    We  invite  correspondence  ^  ^ 

E.  C.  STEARNS  &  C9. 

SYRACUSE,  N.  Y. 

The  trade  on  the  Pacific  Coast  supplied  from  our  branch  store, 
E.  C  Steams  &  Co.,  210  McAllister  Street,  San  Francisco. 

The  trade  in  the  Dominion  of  Canada  supplied  from  our  Can- 
adian factory,  E.  C.  Steams  &  Co.,  67  Adelaide  St.  West, 
Toronto,  Ontario. 


pnM 


350 


The  Cycle  Age  and  Trade  Review 


their  charges,  and  will  t)©  one  to  patronize 
fast  freight  instead  of  the  express.  "We  ap- 
prove of  the  fight  you  are  making  against 
theim  and  hope  to  see  the  extortionate 
charges  reduced  at  an  early  day. 
Alexandria,  Tenn.  Roy  &  Jones. 

Meanness  of  the  Jlonopolists. 

I  consider  the  express  charges  from  the 
east  to  the  Pacific  coast  excessive,  and 
think  the  express  cornpandes  sihould  be  com- 
pelled to  pay  the  war  tax  and  not  raise  the 
charges  to  get  even. 

Marysville,  Oal.  F.  D.  Gokdon 

Big  Profits  the  Strongest  Argument. 

I  consider  the  rates  charged  by  express 
companies  most  arbitrary,  especially  on 
small  packages.  There  is  no  classification 
and  a  package  occupying  one  cubic  foot  of 
space  may  cost  more  than  one  occupying 
five,  simply  because  it  weighs  more,  etc.  I 
use  freight  when  possible,  and  have  never 
failed  to  get  bicycles  from  Reading,  Pa.,  to 
Lockport  in  three  days.  Have  had  machines 
come  from  Waltham,  Mass.,  in  three  and 
four  days,  at  a  cost  of  from  25  to  33  per  cent, 
of  express  charges.  If  the  figures  relating  to 
the  profits  of  the  express  companies  pub- 
lished by  the  shippers'  association  are  true, 
I  think  there  is  very  little  remaining  to  be 
said  in  favor  of  reduced  rates. 

Lockport,  N.  Y.  F.  S.  Coates. 

Advises  a  General  Request  for  Reduced  Rates. 

The  proposal  to  use  fast  freight  instead  of 
express  so  fully  meets  with  my  approval 
that  I  have  been  using  it  for  over  a  year.  I 
have  noticed  in  other  lines  an  inclination  to 
grant  a  reasonable  request,  where  any  at- 
tempt to  force  the  same  party  to  make  the 
same  concession  would  be  met  with  stubborn 
resistance.  Certain  lines  of  merchandise, 
such  as  printed  matter,  oysters,  bread,  etc., 
are  granted  special  rates  by  the  express 
companies,  and  it  would  seem  that  a  general 
request  by  those  interested  (agents,  makers 
or  any  one  having  occasion  to  ship  or  re- 
ceive shipments  of  bicycles  or  accessories) 
should  and  would  receive  prompt  and  favor- 
able attention  from  the  companies  and  spe- 
cial rates  be  named.  I  have  already  asked 
the  agents  of  the  various  companies  repre- 
sented in  our  city  to  take  up  at  once  with 
their  traffic  managers  the  matter  of  special 
rates  on  bicycles  and  sundries,  and  would 
suggest  that  all  dealers  and  others  interested 
take  similar  action  at  once.  This  will  indi- 
cate to  the  authorities  that  there  is  a  gen- 
eral and  earnest  desire  for  the  special  rates, 
and  the  same  request  from  thousands  of  pa- 
trons would  certainly  impress  the  companies 
more  than  one  from  a  committee,  no  matter 
how  many  representatives  it  might  have.  I 
favor  making  known  our  desire  to  the  com- 
panies, and  giving  them  a  fair  chance  to 
make  reasonable  concessions  voluntarily,  be- 
fore trying  to  force  them. 
Dubuque,  Iowa.  C  A  Noyes. 

Shippers  Should  Organize. 

The  proposition  of  fast  freight  meets  with 
my  views,  and  can,  I  think,  be  made  a  suc- 
cess if  the  shippers  throughout  the  country 
will  only  organize  with  that  end  in  view. 
Sacramento,  Cal.  F.  M.  Jones. 

Argument  for  Parcels  Post. 

The  remedy  for  high  express  charges  is 
lower  postal  rates  for  packages  under  10 
pounds  and  fast  freight  for  crated  bicycles 
or  large  shipments  of  sundries.  The  govern- 
ment can  aiford  to  carry  merchandise  at  4 
cents  per  pound  and  make  a  profit  if  it  can 
carry  periodicals  and  magazines  (which  are 
really  three-fourths  advertising  circulars)  at 
1  cent  per  pound.  The  express  companies 
will  meet  competitibn,  of  course.  Freight 
charges  on  crated  bicycles  are  $6  per  hun- 
dred weight,  and  express  $12,  so  we  poor 
coast  dealers  suffer  either  way.  The  time 
required  from  Chicago  by  express  is  five 
days,  and  by  freight  ten  days;  these  are 
minimum.  The  San  Francisco  Board  of 
Trade  is  fighting  the  stamp  charge,  but  Cal- 
ifornia courts  are  so  notoriously  slow  that 
we  have  no  relief  as  yet. 

HoUister,  Cal.  The  Logan  Cycle  Co. 

Charges  Never  Twice  Alike. 

Not  oinly  myself  but  all  the  merchants  I 
have  spoken  to  on  the  subject  in  this  coun- 
try say  that  the  express  companies  never 
have  the  same  charge  on  the  same  article 
coming  from  the  same  place.  The  express- 
a,ge  is  more  from  the  west  than  from  the 
east.  I  think  that  fast  freight  would  be  O. 
K.  for  this  section,  and  I  will  do  all  I  can 
for  it. 

Boise,  Idaho.  J.  B.  Tayloe. 

Western  Business  Lost  to  rianufacturers. 

We  would  like  to  use  the  express  compa- 
nies but  cannot  as  their  rates  are  too  high, 
being  out  Of  all  proportion  to  freight.  The 
time  is  about  six  or  seven  days  shorter  than 
the  freight  time  in  reaching  this  point  from 
Chicago.  The  freight  rate  from  Chicago  to 
this  point  on  bicycles  is  $6  per  100  pounds  in 
less  than  car  lots,  and  the  expressage  is  $12 
per  100.  The  railroadi  companies  stand  in 
with  the  jdbbers  to  force  the  retailers  to  buy 


from  jO'bbers  here.  They  place  the  rates  at 
$2.40  in  car  lots,  which  means  that  if  one 
can  not  buy  400  bicycles  at  one  time  at  an 
outlay  of  $10,000  to  $15,000  and  $480  additional 
for  freight  (as  they  weigh  about  50  pounds 
each  crated),  he  must  in  taking  a  smaller 
number  at  one  time  must  pay  $1,200  freight 
for  the  same  amount,  or  $2,400  expressage. 
Portland,  Ore-  Daly  &  Higley. 

All  Charges  Out  of  Proportion  to  Risk. 

For  the  past  two  years  we  have  used  fast 
freight  instead  of  express  as  much  as  pos- 
sible, but  find  that  even  the  freight  com- 
panies charge  an  excessive  rate  considering 
the  small  value  of  bicycles  nO'W  and)  the 
small  margin  the  dealer  gets  after  paying 
express  or  freiglit.  As  far  a,s  we  know 
there  has  been  no  reduction  in  freight  or 
express  rates  since  bicycles  used  to  sell  for 
$125  to  $150  and  we  believe  it  is  high  time  that 
both  express  and  freight  rates  were  re- 
duced. 

Wichita,  Kan.  M.  H.  Burt  Cycle  Mfg.  Co. 

Have  Stopped  Shipping  by  Express. 

We  have  practically  abandoned  all  ship- 
ment by  express  except  in  extreme  cases. 
In  several  cases  we  have  paid  more  for  ex- 
press charges  than  the  goods  were  worth, 
and  have  had  charges  vary  20  per  cent  for 
same  distance  and  weight.  The  position  ta- 
ken by  The  Cycle  Age  is  certainly  com- 
mendable and  should  receive  the  hearty  co- 
operation of  dealers  and  tradesmen  in  gen- 
eral. 

Austin,  Minn.  Harriman  mpg.  Co. 

Good  Business  for  the  Express  Companies. 

The  proposal  to  use  fast  freight  instead 
of  express  meets  our  approval  in  a  general 
way.  Two  days  ago  we  had  to  pay  75  cents 
for  k  7%-^ounid  package  from  Chicago.  The 
bill  for  the  goods  was  tout  $1.61.  This  is  all 
right— for   the  express  company. 

Frederick,  Md.  Keyser  &  Co. 

Wants  Lower  Freight  Rates  on  Small  Packages. 

I  most  heartily  sympathize,  from  the  point 
of  a  fellow  sufferer,  with  all  business  men 
who  are  imposed  on  by  the  transportation 
companies  with  their  extortionate  charges, 
but  I  must  oomfess  that  as  a  rule  I  have 
suffered  most  on  freiglit  charges  for  pack- 
ages weighing  less  than  100  pounds.  If  I 
can  be  assured  that  by  combined  efforts  we 
can  have  our  freight  charges  regulated  so 
that  we  can  ship  fractional  portions  of  100 
pounds  at  only  a  small  charge  for  handling 
the  extra  packages,  say,  a  rate  of  about  20 
per  cent  more  on  packages  under  50  pounds, 
then  I  vote   for  fast  freight. 

Paris,  Tex.  Erle  K.  Baker. 

Lower  Rates  Would  Increase  Business. 

Situated  as  we  are  so  far  from  the  manu- 
facturing and  jobbing  centers,  we  feel  the 
heavy  tariffs  much  more  than  dealers  who 
are  not  so  far  anvay.  We  have  just  made 
an  effort  to  secure  a  freight  rate  on  a  car 
of  bicycles  for  shipment  to  El  Paso,  but  find 
that  we  cannot  get  any  lower  rate  on  a 
carload  than  on  a  shipment  of  100— either 
from  Kenosha,  Wis.,  or  Chicago.  We  are 
of  the  opinion  that  it  would  be  a  good  busi- 
ness move  on  the  part  of  the  express  com- 
panies as  well  as  a  toenefit  to  the  dealers  to 
reduce  the  express  rates  to  the  minimum,  as 
if  the  rates  were  low  the  express  companies 
would  handle  the  bulk  of  bicycle  shipments 
except  when  carloads  are  shipped,  and  this 
should  increase  their  revenues  much  more 
than  the  increase  in  expense,  but  possibly 
they  do  not  make  a  correct  estimate  of  the 
increased  business  low  rates  would  bring 
them. 

El  Paso,  Tex.  McCuTCHEON,  Payne  &  Co. 

Express  Companies  Need  a  Heroic  Dose. 

I    think  that   fast    freight   would    be    good 
medicine  for  the  express  companies. 
Wilton,  N.  H.  p.  J.  Abb  TT. 

Weary  of  the  Injustice. 

We   are   charged  rates   varying  from   $1.75 

to  $2.25  on  ibicycles  of  the  same  make  from 

Dayton,  O.    This  is  very  unsatisfactory.    We 

trust  that  you  will  be  able  to  do  something 

Savannah,  Ga.  R.  D.  &  Wm.  Lattimore. 

Prefers  Express  At  Reduced  Rates. 

We  are  in  hearty  sympathy  with  any  move- 
ment that  will  compel  express  companies  to 
moderate  express  charges.  Unless  this  can 
b©  done,  we  will  adivocate  fast  freight,  but 
inasmuch  as  express  companies  deliver  all 
goods  at  our  doors,  we  would  prefer  get- 
ting goods  through  them  if  charges  can  be 
lowered.  Oftentimes  the  express  on  a  bi- 
cycle lamp,  bicycle  parts,  etc.,  is  as  much 
ag  cost  of  the  article.  We  trust  that  vour 
efforts  will  be  rewarded  and  appreciated  by 
the  retail  merchants. 

Aurora,  111.  Henry  Ryan. 

Assets  Shrunk  by  Instalment  Sales. 

In  the  schedule  of  assets  and  liabilities 
of  the  Sol  Heyman  company  of  New  York 


city,  which  went  into  bankruptcy  some 
time  ago,  the  total  liabilities  are  shown 
to  be  $154,172,  with  nominal  assets  of 
$44,812  and  actual  assets  of  $24,327.  The 
direct  liabilities  are  $45,506,  and  contin- 
gent liabilities  $108,666,  of  which  $99,816 
are  unpaid  leases  of  the  stores  which  the 
company  occupies.  The  difference  be- 
tween the  nominal  and  actual  value  of 
the  assets  is  on  account  of  depreciation  in 
stock  and  outstanding  accounts  for  goods 
sold  on  installments. 


Cycling  Increasing  in  the  South. 

The  bicycle  is  steadily  gaining  in  favor 
in  the  south  and  Charleston,  S.  C,  has 
probably  more  riders  in  proportion  to  the 
white  population  than  any  other  city  in 
the  country.  There  are  30,000  white  in- 
habitants and  there  are  7,000  cyclists. 
Four  years  ago  there  were  hardly  fifty 
riders.  More  women  ride  than  men.  One 
third  of  the  streets  of  the  city  are 
asphalted  and  there  is  a  shell  road  ten 
miles  long  running  out  through  the  woods 
from  which  bicycle  paths  branch  off  in 
all  directions.  These  paths  are  made  by 
the  riders  themselves,  whose  pneumatic 
tires  pack  the  sand  down  as  hard  and 
smooth  as  a  board.  The  real  riding  sea- 
son is  on  down  there  now  and  more  cy- 
clists are  to  be  seen  at  this  time  of  the 
year  than  in  summer. 


Exports  of  Bicycles  and  flaterials. 

Exports  of  bicycles  and  bicycle  mate- 
rial from  the  port  of  New  York  for  the 
week  ending  January  10  are  recorded  as 
follows: 

Bicycles.  Material. 

England   $20,046  $10,756 

Canada 26,653 

Argentine   13,281  100 

Holland 1,683  4,919 

Germany 2,221  5,057 

France  6,813  1,590 

British   East  Inkiies   5,313  249 

Denmark   439  4,007 

British  Africa   3,865  34 

Belgium   te  3,925 

Russia  117  1,808 

Sweden   , 100  1,728 

Brazil   1,032  83 

British    Guiana    356  586 

Uruguay   915  

British  West  Indies  750  166 

Prussia    47  625 

China 609  34 

Australia  400  75 

Norway 342  

Portugal    71  209 

United  States  of  Colombia..       188  80 

Mexico 112  84 

Japan 57  68 

Venezuela  85  .... 

Central  America  70  10 

Italy 70  9,174 

Hong  Kong  36 

Arabia   55  

Other  countries    44  16 

Totals  $59,232  $63,036 


Eleven  flonths'  Exports  to  Germany. 

That  the  apprehensions  of  tne  German 
makers  are  not  vain  or  imaginary  is 
made  plain  by  glancing  at  the  appended 
table  of  American  cycle  exports — all  kinds 
of  goods  implied — for  eleven  months  of 
the  past  year,  which  are  put  in  com- 
parison with  similar  periods  for  1897  and 
1896: 

1897.  1898. 

$1,147,776  $1,411,961 


1896. 
$216,202 


Restoring  Looks  of  Shopworn  Tires. 

The  following  inquiry  upon  an  interest- 
ing subject  has  been  received  from  a 
dealer  in  Colwich,  Kan.: 

Editor  Cycle  Age:  Will  you  kindly  inform 
me  through  your  paper,  if  there  is  a  way  to 
renew  the  appearance  of  tires  of  wheels  left 
over  from  last  year,  slightly  soiled?  I  have 
tried  washing  them  but  this  will  take  the 
outer  coajt  of  gray  off  and  leave  black  spots. 

The  Cycle  Age  is  unable  to  furnish  the 
desired  information.  Those  who  may  pos- 
sess it  are  requested  to  communicate  it. 


The  Cycle  Age  and  Trade  Review 


351 


COnnERCE  IN  FOREIGN  HARKETS 


Cycling  has  developed  at 

CYCLING  IN         an     astonishing    rate    in 

SOUTH  South  Africa   during   the 

AFRICA  PS'St  six  years  and  is  now 

the  most  popular  pas- 
time. Interest  has  been  awakened  through 
racing  on  the  track,  and  now  the  public 
has  taken  it  up  with  an  enthusiasm  which 
bespeaks  a  bright  future  for  •  the  bicycle 
in  that  quarter  of  the  southern  hemis- 
phere. There  are  seven  tracks  in  South  Af- 
rica, located  at  Cape  Town,  Port  Elizabeth, 
Kimberley,  Johannesburg,  Durban,  Mar- 
itzburg  and  Grahamstown.  The  track  at 
Cape  Town,  which  has  not  long  been 
completed,  cost  $50,000,  the  amount  being 
provided  by  the  city;  while  the  authori- 
ties at  Port  Elizabeth  have  expended 
no  less  than  $20,000  on  their  track  and 
ground,  and  the  Kimberlej^  track  was 
completed  eighteen  months  ago  at  a  cost 
of  $35,000.  Touring  clubs  are  starting  at 
all  the  principal  centers,  one  of  the  best 
being  the  Johannesburg  Cycle  Touring 
Club. 


TRADE 

CONDITIONS  IN 

TURKEY 


The  activity  in  industries 
and  trade  throughout 
Turkey  is  marked  and 
unmistakable.  Germanv 
continues  to  show  energy 
in  every  department  of  business,  and  is 
undoubtedly  taking  each  year  a  part  of 
the  business  given  heretofore  to  England, 
Austria,  and  France.  There  is  a  general 
impression  in  business  circles  that  the 
German  manufacturers  are  giving  credit 
upon  such  long  time  and  to  dealers  of 
such  doubtful  responsibility  that  they  will 
soon  believe  that  commerce  with  this 
country  is  not  desirable.  The  English, 
who  have  heretofore  done  the  bulk  of  the 
importing  business,  are  making  no  spe- 
cial effort  to  extend  their  business,  and 
they  seem  to  be  relying  upon  the  reputa- 
tion they  have  gained  for  selling  reliable 
goods.  Germany,  on  the  other  hand,  has 
already  acquired  the  reputation  of  man- 
ufacturing cheap  and  comparatively 
worthless  products.  The  goods  of  Amer- 
ican and  English  manufacture  are  the 
only  ones  which  have  an  unquestioned 
reputation  for  quality.  This  reputation 
has  led  the  Germans  to  manufacture  and 
market  imitations  of  American  and  Eng- 
lish goods. 

Much  has  been  written  and  said  of  the 
long  terms  of  credit  given  by  German 
and  Austrian  manufacturers  to  the  retail 
dealers  of  Turkey,  and  it  has  been  con- 
tended that  the  conservative  ideas  of 
American  manufacturers,  the  large  per- 
centage of  irresponsible  dealers  in  Tur- 
key, and  the  difliculty  in  enforcing  col- 
lections render  the  markets  there  unin- 
viting to  American  trade.  The  conditions 
complained  of  are  partly  real  and  partly 
fictitious.  They  are  not  unlike  conditions 
in  the  various  states  of  America,  except 
that  a  somewhat  longer  credit  is  given  in 
Turkey;  but  the  tendency  is  decidedly  to- 
ward cash  or  shorter  credits.  Nearly  all 
the  American  goods  entering  the  Turkish 
market  are  sold  for  cash  or  upon  very 
short  time.  In  many  cases,  a  remittance 
or  deposit  is  required  at  the  time  the  or- 
der is  given.  Long  credit  is  not  given  by 
any  manufacturers  to  dealers  in  Turkey, 
unless  their  responsibility  is  unques- 
tioned. 

As  to  the  difficulty  of  collecting  debts, 
there  is  no  more  trouble  or  delay  in  col- 
lecting debts  in  Turkey  than  there  is  in 
the  United  States.  As  nearly  all  the  mer- 
chants in  Turkey  are  Greeks,  Italians, 
English,  Germans,  Austrians,  and  French, 
a  resort  to  the  Turkish  courts  is  scarcely 
ever  necessary.     The  creditor  must   sue 


the  debtor  before  the  latter's  consul,  and 
he  is  usually  a  man  of  such  high  sense 
of  integrity  that  he  will  not  shield  a  debt- 
or, unless  he  is  able  to  make  a  substan- 
tial defense  upon  the  merits  of  the  case. 
Moreover,  the  consular  courts  are  always 
open,  the  proceedings  are  summary,  and 
there  is  less  delay  than  in  any  courts  of 
the  United  States,  except  the  courts  of 
inferior  and  limited  jurisdiction,  like  the 
justices'  courts  of  the  state  of  New  York. 

The  presence  of  a  few  bi- 
WRETCHED  cycle  salesmen  in  Cuba 
ROADS  IN  and  Puerto  Rico  does  not 

CUBA  imply    an    immediate  de- 

mand from  those  mar- 
kets. In  fact  considerable  time  will 
elapse  before  they  add  materially  to  the 
volume  of  our  exports.  No  money  has 
been  spent  on  the  roads  of  Cuba,  all  of 
which  are  in  a  deplorable  condition.  At- 
tention should  at  once  be  given  to  this 
important  question  and  a  liberal  sum  out 
of  both  local  and  general  revenues  of  the 
island  set  apart  for  this  lourpose. 

The  colonial  methods  of  Great  Britain 
are  receiving  carefur  study  by  members 
of  the  administration  who  have  anything 
to  do  with  the  government  of  the  new 
dependencies.  There  is  still  a  strong  de- 
sire for  the  creation  of  a  new  department 
having  charge  of  all  matters  relating  to 
the  new  dependencies.  This  will  probably 
be  recommended  to  congress  at  the  next 
session.  The  experiment  is  being  made  in 
Cuba  of  an  independent  colonial  service. 

To  thoroughly  under- 
CVCLE  TRADE  stand  the  Hong  Kong 
CONDITIONS  cycle  market  it  is  neces- 
IN  HONG  KONG  sary  to  describe  the  high- 
way conditions  of  the  col- 
ony. Hong  Kong  is  built  on  the  side  of 
a  mountain  1,800  feet  high,  and  all  streets 
above  sea  level  are  terraces  broken  by 
flights  of  steps,  making  the  majority  of 
them  unavailable  for  cycling.  Conse- 
quently, the  available  roads  are  reduced 
to  two,  although  there  are  numerous  ex- 
cursions that  the  daring  rider  can  take 
throughout  the  island.  The  favorite,  and 
in  fact  only,  road  for  ladies  borders  the 
harbor  front  and  is  about  8  miles  long. 
This  road  has  a  hard,  metaled  surface  and 
is  beautifully  kept.  The  view  and  scen- 
ery along  it  is  unrivaled,  and  the  breeze 
that  comes  sweeping  in  from  the  ocean 
is  most  refreshing.  Every  evening  from 
5  until  7  it  is  alive  with  cyclists  with  the 
most  heterogeneous  lot  of  machines  ever 
seen.  Bicycles  of  all  dates  run  side  by 
side.  The  other  road  referred  to  is  called 
the  Aberdeen  road,  which  is  also  8  miles 
long.  This  road  contains  some  heavy 
grades  which  a  strong  rider  can  take,  but 
they  do  not  commend  themselves  to  the 
majority. 

Hong  Kong  is  a  free  port;  consequently, 
custom-house  duties  do  not  have  to  be 
considered  in  the  purchase  of  bicycles  or 
bicycle  parts.  There  are  no  real  import- 
ers of  bicycles.  There  are  two  small  bi- 
cycle repair  shops  which  always  keep  a 
few  machines  on  sale.  On  the  other  hand, 
every  firm,  from  the  largest  to  the  small- 
est, handles  bicycles  for  the  convenience 
of  customers,  who  are  scattered  all  over 
China  and  the  Philippine  Islands.  Pos- 
sibly half  of  those  which  are  in  use  here 
were  purchased  by  their  owners  direct 
from  San  Francisco,  and  probably  two- 
thirds  of  all  the  machines  in  use  here  are 
American.  There  is  no  favorite  make. 
There  has  been  very  little  money  spent 
in  advertising  any  particular  make.  The 
Chinese,   who   are  becoming  the  largest 


users  of  bicycles  on  this  coast,  are  utter- 
ly indifferent  to  name  or  reputation. 

What  this  market  demands  is  a  low- 
priced  machine — one  that  would  sell  for, 
say,  $20  gold  in  America  wholesale.  Ir 
there  is  added,  say,  $3.50  freight  from 
New  York  to  Hong  Kong,  the  machine 
could  be  sold  at  a  nice  profit.  The  high 
grades  of  American  machines  are  at  pres- 
ent selling  in  Hong  Kong  for  $185  Mexi- 
can, and  where  one  could  be  sold  at  this 
price,  one  hundred  at  the  cheaper  figure 
would  find  a  market.  It  is  not  necessary 
that  the  machine  should  even  be  of  a  late 
model.  The  1896  make  would  command 
just  as  good  a  price  as  the  1899.  China  is 
a  magnificent  field  for  bicycle  manufact- 
urers to  unload  all  their  old  stock.  All  bi- 
cycles should  be  fitted  with  brakes,  lamps, 
and  bells,  as  the  streets  are  crowded  with 
rickshaws  and  sedan  chairs,  and  darkness 
comes  on  almost  without  warning. 

Since  the  occupation  of  Manila  by  the 
Americans,  there  has  been  something  of 
a  boom  in  the  bicycle  trade,  as  Hong 
Kong  has  for  years  been  the  feeder  for 
the  Philippine  Islands,  as  well  as  its 
warehouse.  In  time,  of  course,  agencies 
will  be  opened  in  Manila  for  bicycles;  but 
until  that  time  arrives.  Hong  Kong  will 
be  the  distributing  center. 

Bicycle  makers  should  not  sell  indis- 
criminately to  the  unknown  individual 
purchaser  on  credit,  as  there  are  no  col- 
lection agencies.  The  same  conditions  ex- 
ist with  regard  to  bicycles  as  to  all  other 
shipments,  the  shipper  drawing  for  his 
shipment  and  negotiating  his  draft 
through  a  bank,  with  complete  documents 
attached. 

An    avalanche    of    circu- 

SENDING  lars  and  catalogues,  print- 

CATALOQUES  TO     ed  in   English,   are  sent 

GERAUNY  to     Germany     annually: 

they  can  not  be  read  and 
are  therefore  consigned  to  the  "basket." 
Circulars  should  be  printed  in  German, 
and  good  German  from  both  grammati- 
cal and  technical  standpoints.  Some 
which  are  sent  from  the  United  States 
are  not  only  unintelligible,  but  ridiculous. 
Illustrations  of  the  machine  or  article 
should  be  given,  with  full  description  of 
its  construction,  operation,  advantages, 
range  of  work,  and  application.  Net  and 
gross  weights  should  be  given  in  kilo- 
grams and  not  in  pounds,  and  dimensions 
in  meters  and  centimeters.  The  price 
should  be  given  free  on  board  ship  at 
New  York,  Boston,  Philadelphia,  or  Bal- 
timore. Many  circulars  give  prices  at 
some  inland  city,  and  the  cost  of  trans- 
portation to  the  seaboard  is  often  greater 
than  the  freight  charges  from  New  York 
to  Bremen  or  Hamburg.  Shippers  should 
secure  bills  of  lading  from  the  ship,  if 
sight  draft  is  made  with  bill  of  ladine 
attached.  Sight  drafts  are  frequently 
made  upon  a  bill  of  lading  issued  by  the 
railroad  company  at  the  original  point 
of  shipment,  and,  as  the  consignee  does 
not  know  the  American  seaport  from 
which  the  property  started,  he  is  unable 
to  form  any  idea  as  to  when  he  will  re- 
ceive the  goods  and  can  not  trace  them  in 
cases  of  detention,  which  are  frequent. 


Four  years  ago.  there  were  not  one  hun- 
dred bicycles  in  the  city  of  Rheims, 
France.  Now  they  are  coming  into  more 
general  use,  and  workmen  are  commenc- 
ing to  use  them.  There  are  a  number  of 
machines  of  American  make.  These  have 
been  introduced  generally  by  houses  hav- 
ing headquarters  in  Paris.  Many  more 
can  be  sold.    The  roads  are  fine. 


352 


The  Cycle  Age  and  Trade  Review 


SUBJECTS  OF  GENERAL  INTEREST 


What  will  the  streets  of 

CITV  STREETS  large  cities  be  like  when 
OF  the  motor  vehicle   comes 

THE  FUTURE  into  use?  This  is  a  ques- 
tion which  interests 
greatly  all  students  of  electricity  and 
civil  engineering,  and  any  one  who  talks 
much  with  them  will  be  likely  at  first 
thought  to  reach  the  conclusion  that  they 
are  extremely  visionary  in  their  views. 
Whether  they  are  visionary  or  not,  their 
descriptions  of  possible  developments  are 
interesting. 

The  first  result  of  the  final  passing  of 
the  horse  will  be  the  elimination  of  stone 
pavements.  Some  engineers  think  it  not 
improbable  that  before  many  years  iron 
may,  because  of  its  cheaper  ctuality,  take 
the  place  of  asphalt.  With  no  iron  shoes 
of  horses  and  no  iron  tires  to  come  in 
contact  with  it,  there  are  no  obvious  ob- 
jections to  be  made  to  its  use.  It  could 
be  cleaned  as  easily  as  asphalt,  and  it 
might  be  so  constructed  as  to  make  the 
effects  of  heat  and  cold  upon  it  compara- 
tively unimportant.  With  smooth  pave- 
ments everywhere,  over  which  horseless 
vehicles  can  move  with  ease  and  rapidity, 
an  extraordinary  transformation  of  street 
locomotion  becomes  possible. 

But  the  greatest  gain  of  all  from  the 
departure  of  the  horse  will  be  in  cleanli- 
ness. When  he  goes  the  larger  part  of 
the  work  of  the  street  cleaners  will  have 
come  to  an  end.  The  cleaning  of  the 
roadbeds  will  be  a  simple  matter  and  can 
be  done  almost  entirely  by  flushing  them 
from  the  water  mains.  The  same  elec- 
tricity which  gives  us  the  motor  vehicles 
will  give  us  in  steadily  increasing  meas- 
ure better  lighting  of  our  streets  and 
houses  and  better  heating  as  well.  Even 
the  bicycle  may  rise  in  public  favor  as  a 
result  of  good  pavements. 

In  many  large  cities  there 

THE  DREAD         is  just  now  taking  place 

OF  a    perfectly    natural    and 

LARGE  BANKS  wholesome  consolidation 
of  banks.  The  movement 
is  slow;  the  banks  participating  in  it,  or 
those  which  are  absorbed  into  others,  are 
failing  to  make  money,  or  are  making 
very  small  profits,  so  that  reason  for  the 
consolidation  is  perfectly  plain.  With  a 
decreasing  rate  of  interest  larger  capitals 
have  to  be  employed  in  order  to  meet 
the  fixed  charges  of  bank  management 
and  afford  a  reasonable  profit,  while  in 
the  investment  of  funds,  a  bank  or  trust 
company  with  $6,000,000  of  capital  has 
decided  advantages  over  sixty  banks  of 
$100,000  capital  each. 

As  to  the  effect  of  large  banks  upon 
popular  sentiment,  it  is  quite  certain  that 
popular  sentiment  is  not  going  to  be  more 
hostile  to  aggregations  of  capital,  and,  on 
the  contrary,  that  this  relic  of  barbarism, 
the  fear  of  banks,  is  destined  to  recede 
before  advancing  enlightenment. 

As  to  branch  banking,  there  are  many 
communities  in  the  west  and  south  that 
cannot  adequately  support  independent 
banks,  even  of  small  capitals.  It  costs 
a  certain  amount  to  run  even  a  small 
bank.  A  small  capital  does  not  afford 
profit  enough,  and  there  is  not  employ- 
ment enough  for  a  large  capital.  In 
cases  where  these  small  communities  do 
support  banks  they  do  it  only  by  means 
of  high  rates  of  interest,  made  still  high- 
er by  charges  and  commissions  which  are 
the  cost  of  the  local  community.  In  a 
purely  agricultural  community  the  ob- 
stacle to  banking  is  that,  in  the  spring,  all 
the  bank's  customers  want  to  borrow  and 
none  make  deposits;  in  the  fall  all  are 
depositors  and  none  are  borrowers. 


The  branch  bank  meets  most  or  all  of 
these  difficulties.  A  branch  is  more  cheap- 
ly run  than  an  independent  bank.  It  can 
be  maintained,  therefore,  where  the  in- 
dependent bank  cannot  be.  In  the  fall  it 
can  take  all  the  deposits  offered  because 
the  parent  bank,  or  some  other  of  its 
branches,  can  find  use  for  such  funds. 
The  country  branch  can  accommodate  all 
its  customers  in  the  spring,  because  its 
resources  are  not  limited  to  its  local  de- 
posits; it  can  obtain  funds  from  the  pa- 
rent bank.  Under  a  system  of  branch 
banking  experience  shows  that  there  is 
far  less  difference  than  in  the  United 
States  between  the  rates  of  interest  in  the 
great  monetary  centers,  and  those  in  the 
agricultural  communities.  The  great  ob- 
stacle to  branch  banking  is  the  ignorant 
suspicion  and  opposition  of  farmers  in 
the  newer  or  poorer  states,  and  yet  of  all 
classes  of  the  community  no  other  one 
would  be  nearly  so  much  benefited  by 
branch  banks  as  the  agriculturists,  who 
would  find  the  rate  of  interest  drop  near- 
ly to  the  rates  in  New  York  and  Boston, 
instead  of  remaining  at  the  high  figures 
due  to  the  local  stringency  of  credit. 

Much  of  the  opposition  to  legislation 
permitting  branch  banks  undoubtedly 
comes  from  the  small  local  banks  that 
have  little  competition  and  are  able  to 
get  very  high  rates  for  the  use  of  their 
funds. 

A   noted  electrician  con- 
ELECTRIC  tends    that   in    the    next 

RAILWAY  fifteen  years,  unless  there 

ENGINES  should  be  an  unexpected 

slump  in  electrical  pro- 
gress, steam  will  be  superseded  by  elec- 
tricity as  the  motive  power  for  even  the 
trunk-line  railroads.  The  change  will 
mean  the  reduction  in  time  between  New 
York  and  Chicago  to  ten  hours,  and  a 
general  readjustment  of  business  and  so- 
cial conditions  to  a  standard  of  125  miles 
per  hour  instead  of  40.  This  revolution 
will  come  without  any  great  sacrifice  in 
railroad  properties  and  without  radical 
departure  from  present  methods  of  rail- 
road construction. 

The  chief  difliculty  in  the  way  of  this 
great  revolution  is  the  waste  which  con- 
servative railroad  men  always  point  out 
that  it  would  bring  to  the  enormous  rail- 
road plants  already  in  operation.  In  the 
matter  of  locomotives  alone  there  are 
now  30,000  steam  engines  in  the  United 
States  in  service,  and  if  they  only  cost 
$10,000  each  it  would  mean  that  some 
$300,000,000  worth  of  machinery  would 
have  to  be  sold  as  scrap-iron,  as  they 
could  probably  not  be  adapted  to  elec- 
trical service.  It  has  been  estimated  that 
the  cost  of  installation  of  an  electrical 
plant — conductors,  locomotives,  motors, 
and  cars — for  a  single  railroad  system 
such  as  the  Pennsylvania  would  reach 
$100,000,000. 

It  would  be  much  more  feasible  than 
some  railroad  men  think  to  change  the 
plant.  Running  over  an  inventory  of  the 
items  in  a  steam  railroad  property  of  to- 
day he  finds  a  great  number  of  the  as- 
set of  a  sort  which  would  not  have  to  be 
changed — real  estate,  office  and  terminal 
buildings,  stations,  round  and  car  houses, 
repair  shops,  road-bed  and  appurtenances 
for  its  control  and  protection,  passenger 
and  freight  car  bodies,  car-trucks,  and 
many  of  the  locomotives.  All  mentioned 
here,  except  the  car-trucks  and  locomo- 
tives and  the  general  repair  shops  devot- 
ed to  locomotive  work,  would  continue  in 
uninterrupted  use. 

This  electrician  then  takes  the  case  of 


a  railroad  running  by  steam  and  goes 
into  the  details  of  the  cost  of  changing  it. 
He  suggests  that  as  fast  as  a  steam 
freight  locomotive  should  become  super- 
annuated— and  the  life  of  such  a  machine 
is  just  so  many  years — an  electric  locomo- 
tive should  be  substituted,  and  thus  in 
time  the  whole  equipment  would  be 
changed. 

Aside  from  the  enormous  advantage  of 
greater  speed,  there  are  obvious  econo- 
mies in  fuel  and  repairs.  Five  pounds  of 
coal  in  a  steam  locomotive  are  now  re- 
quired to  do  what  one  and  a  half  pounds 
will  do  in  a  stationary  plant.  The  cost 
of  fuel  per  horse-power  per  hour  would 
be  brought  down  to  a  half  cent,  and  if  gas 
engines  were  used  to  still  less.  The  cost 
of  repairs  would  be  enormously  reduced, 
in  spite  of  the  greater  speed  obtained. 
Track  life  would  lengthen  with  the  grad- 
ual elimination  of  the  locomotive,  and  re- 
pairs to  a  motor  are  both  less  costly  and 
less  troublesome  than  to  a  locomotive. 
The  electric  motor  runs  without  intermis- 
sion, requires  little  attention,  and  gives 
an  output  far  in  excess  of  that  demanded 
of  any  other  machine  in  hard  service. 
While  it  may  not  be  asserted  that  elec- 
trical apparatus  is  invulnerable  or  that 
the  mighty  power  which  we  drive  through 
devious  ways  finds  its  pathway  always 
free  from  obstruction,  it  is  true  that  cor- 
rectly designed  and  well-made  electric 
railroad  apparatus  is  of  lasting  utility. 


REMARKABLE 

FOREIGN 

TRADE 


The  story  of  the  foreign 
commerce  of  1898  is  now 
complete.  Its  exports  are 
the  largest  in  our  his- 
tory, its  imports  the 
smallest  since  1885,  although  the  consum- 
ing population  is  now  33  per  cent  greater 
than  at  that  time.  As  if  to  emphasize  the 
great  work  of  this  greatest  year,  the 
month  of  December  made  for  itself  the 
highest  record  of  exports  ever  made  by 
any  month  in  our  history.  The  total  ex- 
ports of  December  were  $137,247,t48,  and 
of  the  full  calendar  year  $i,iio4,925,169. 
Only  two  earlier  calendar  years  crossed 
the  billion  dollar  line,  that  of  1897  hav- 
ing been  $1,099,709,045,  and  1896  $1,005,- 
857,241.  The  largest  record  of  any  month 
prior  to  that  just  ended  was  that  of  No- 
vember 1898,  which  was  $129,780,014, 
while  only  sixteen  months  in  our  history 
ever  crossed  the  one  hundred  million  dol- 
lar line  in  exports. 

The  imports  of  the  year  are  as  notable 
as  the  exports,  but  for  reverse  reasons, 
being  the  smallest  since  1885,  although 
the  consuming  population  is,  as  above  in- 
dicated, greater  than  at  that  time.  They 
amount  to  only  $633,664,634,  as  against 
$742,623,893  in  1897.  Thus  the  year  shows 
an  increase  of  more  than  150  million  dol- 
lars in  exports  and  a  decrease  of  more 
than  100  million  dollars  in  imports,  giv- 
ing by  far  the  largest  excess  of  exports 
ever  known  in  our  commerce. 

The  total  excess  of  exports  of  merchan- 
dise is  $621,260,535,  against  $657,090,914 
in  1897,  which  was  the  highest  record 
prior  to  1898. 

It  is  said  that  there  are  about  45,000  bi- 
cycles in  Denver.  The  small  builder  does 
a  thriving  business.  There  are  about  125 
repair  and  machine  shops  where  bicycles 
are  built.  One  concern  made  1,200  multi- 
ple and  single  machines. 


A  partner  has  authoricy  to  execute  a 
chattel  mortgage  of  firm  property  to  se- 
cure a  firm  note,  wiiuout  the  knowledge 
of  his  copartner. 


The  Cycle  Age  and  Trade  Review 

I  Get  Your  Money's  Worth 

/is  «««  IN  A  «««  s)> 

iPatee  GrestJ 

* =-  M/ 


353 


PATEE  CREST,  $35.00. 


Warranted  the  Best  Bicycle  in  the  World  for  the  Money. 


A  good,  live  agent,  who  is  not  in  business  for  to-day  only,  will  investigate 
the  merits  of  this  machine  before  closing  a  contract  for  his  '99  leader.  It 
always  pays  a  dealer  to  give  his  customers  their' money's  worth,  whether 
there  is  a  big  profit  to  him  or  not.  The  margin  on  the  Patee  Crest  is  small, 
but  it  is  "honest  money"  and  a  fair  compensation,  while  you  can  sell  three 
Patee  Crests  to  one  of  any  make,  that  pays  a  larger  profit.  Does  this 
interest  you?  If  it  does,  drop  us  a  card  for  agents'  prices  and  a  copy  of  our 
circular,  "Opinions  from  100  of  the  best  retail  agents  in  America."  Up-to- 
date  dealers  don't  wait  until  their  neighbors  secure  all  the  good  lines. 
They  write  to=day. 


I  PATEE  BICYCLE  CO., 


Peoria,  III, 


354 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Device  for  Centering  Stock  in  Lathe — Boltless    Seat  Post 
Binder — Folding  Mud  Guard 


Center  Indicator. — The  object  oi'  the  in- 
strument is  to  aid  one  of  the  most  com- 
mon difficulties  hi  lathe  work,  that  of 
centering  chucked  turning  stock.  The  in- 
strument is  hung  from  an  arm  adjustably- 
fastened  to  the  cross  slide  of  the  lathe. 
The  clamp  for  this  attachment  may  grip 
the  cutting  tool.  The  forward  end  of  the 
hanger  or  yoke  is  divided  and  has  at  the 
end  of  each  arm  a  cross  journal.  These 
cross  journals  hold  a  ring  which  is  pivot- 
ed on  a  vertical  axis  and  made  to  be 
tightened  against  swinging  by  a  thumb 
screw.  At  right  angles  to  the  axis  of  the 
ring  another  axial  line  is  formed  by  two 
pivot  points  which  support  a  ball.  The 
ball  thus  constitutes  a  universal  joint 
which  may  swing  in  both  vertical  and 
horizontal  planes.  The  ball  is  equipped 
with  a  collar-like  projection  which  clamps 
a  long  rod  or  bar  passing  through  the 
horizontal  center  of  the  ball.  If  the  in- 
strument is  to  be  used  for  determining 
when  a  chucked  bar  is  exactly  centered 
with  relation  to  the  lathe  spindle  the  rod 
point  at  the  universal  joint  end  is  placed 
in  the  depressed  center  point  in  the 
chucked  piece  and  the  center  at  the  long 
free  end  of  the  bar  is  held  on  the  tail 
stock  center  of  the  lathe.  The  thumb 
screw  holding  the  ring  at  the  universal 
joint  is  loosened  so  that  the  joint  may 
swing  freely  in  both  directions.  As  the 
chucked  piece  revolves  the  eccentricity 
of  its  center  will  cause  the  adjacent  end 


of  the  rod  to  revolve  accordingly  and  the 
long  end  of  the  rod  will  revolve  in  a 
magnified  path.  As  soon  as  the  machin- 
ist by  manipulating  the  chuck  brings  the 
center  of  the  work  truly  to  the  spindle 
axial  line  the  rod  will  cease  revolving  and 
remain  still  in  a  straight  line. ,  Ic  is  not 
necessary,  though  best,  that  the  ball  at  the 
universal  joint  be  set  exactly  coincident 
with  the  axial  line  of  the  lathe  spindles. 
When  the  tool  is  tC'  be  used  for  centering 
a  chucked  annular  piece  or  other  work 
which  has  a  central  hole  the  head  end  of 
the  rod  is  supplied  with  a  conical  headed 
thimble  and  the  ring  is  secured  by  the 
thumb  screw  against  movement,  thus  lim- 
iting the  motion  of  the  rod  to  an  up  and 
down  swing.  The  conical  thimble  is  per- 
mitted to  rest  against  the  upper  peri- 
pheral wall  of  the  hole  in  the  piece  to  be 
centered.  The  counter-poising  weight  of 
the  long  arm  of  the  rod  keeps  the  thimble 
up  to  its  bearing  at  the  top  of  the  hole 
and  as  long  as  the  work  remains  untrue 
the  eccentricity  of  the  wall  of  the  hole 
will  cause  the  rod  to  vibrate  in  a  vertical 
plane.  As  soon  as  the  hole  becomes  con- 
centric the  vibrations  will  cease.  The 
inventor  is  C.  P.  Fay,  Chicopee,  Mass., 
assignor  to  the  J.  Stevens  Tool  &  Arms 
Co.,  same  place. 

Seat  Post  Clamp.— The  clamp,  which  is 
that  used  on  Tribune  bicycles,  consists  of 
but  two  pieces.  The  interior  of  the  seat 
cluster  lug  is  bored  out  about  three-six- 
teenths of  an  inch  larger  than  the  diame- 


ter of  the  seat  post  and  is  internally  screw 
threaded  at  the  top.  Near  the  bottom 
of  the  lug  a  shoulder  projects  so  that  be- 
low this  point  the  post  is  hugged  snugly. 
Surrounding  the  post  and  resting  on  the 
shoulder   in   the   cluster   lug  is   a  short 


piece  of  tubing  with  its  ends  cut  oblique- 
ly so  that  the  rear  lower  edge  touches  the 
shoulder  while  the  front  upper  edge 
touches  an  actuating  nut  which  is 
screwed  down  into  the  lug.  This  tube 
should  fit  around  the  post  snugly  but  lies 
loosely  in  the  cluster  lug.  When  the  nut 
is  screwed  down  the  pressure  on  the  up- 
per front  edge  of  the  binding  tube  causes 
this  tube  to  press  against  ths  seat  post 
in  two  places — at  the  upp  5r  rear  edge  and 
lower  front  edge.  The  pressure  of  the 
nut  will  also  cause  the  comparatively  thin 
walls  of  the  tube  to  give  so  that  the  cross 
section  will  assume  an  ovoid  shape  and 
the  tube  will  bind  on  the  sides  of  the 
seat  post  as  well  as  at  the  front  and  rear. 
Upon  the  unscrewing  of  the  nut  the  bind- 
ing tube  will  spring  back  to  its  normal 
position  leaving  the  post  loosened  for  ad- 
justment or  removal.  A  small  pin  pro- 
jecting inwardly  from  the  lower  rear  side 
of  the  cluster  lug  and  engaging  a  noi;ch 
or  hole  in  the  binding  tube  keeps  the  lat- 
ter from  turning.  The  inventor  is  L.  B. 
Gaylor,  Brie,  Pa.  * 

Folding  Mud  Guard. — ^The  guard  is  com- 
posed of  flexible  material,  such  as  sheet 
rubber,  which  may  be  wound  on  a  small 
cylinder,  reel  fashion.  This  reel  is  se- 
cured to  a  frame  which  is  mounted  on  the 
rear  stays  of  the  bicycle  frame  directly 


above  the  rear  wheel.  The  outer  end  of 
the  flexible  strip  is  secured  to  the  end  of 
a  folding  frame  comprising  crossed  and 
jointed  slats  like  the  extension  frame 
used  by  dentists  for  supporting  an  elec- 
tric drill.  The  end  of  this  frame  is  se- 
cured to  rods  which  swing  on  clamping 
pieces   secured  lower   down  on  the  stay 


tubes.  When  it  is  desired  to  extend  the 
guard  over  the  rear  tire  the  latch  on  the 
reel  ratchet  is  lifted  with  one  hand  and 
with  the  other  the  rider  grasps  the  hook 
at  the  end  of  the  guard  and  pulls  it  out, 
the  folding  frame  extending  itself  corre- 
spondingly. The  brace  rods  compel  the 
extended  guard  to  conform  to  the  curva- 
ture of  the  rear  wheel.  To  fold  up  the 
guard  it  is  simply  necessary  to  wind  up 
the  reel.  The  whole  when  folded  occu- 
pies a  space  equal  to  about  four  cubic 
inches  on  the  back  of  the  stays.  The  in- 
ventor is  R.  A.  M.  Herman,  New  York. 

Screw  Machine  Attachment. — The  de- 
vice is  for  the  purpose  of  turning  tapers 
or  irregular  forms  upon  a  screw  machine 
automatically.  The  cutting  tool  is  held 
in  a  box  mill  which  is  cut  away  at  its 
head  to  provide  for  the  reception  of -the 
working  stock  and  the  cutting  tool.  The 
stock  passes  through  a  hole  in  the  end  of 
the  cut  away  portion  nearest  the  chuck  of 
the  machine.  The  cutting  tool  is  fastened 
by  means  of  a  set  screw  in  a  block  which 
slides  in  a  transverse  slot  in  the  mill 
head.  The  shank  of  the  tool  extends, 
backward  beyond  the  outline  of  the  box 
mill,  and  is  restrained  in  its  sliding  move- 
ment by  a  spring  acting  between  the  box 
mill  and  the  head  of  the  shank.  A  pin 
depending  from  the  lower  side  of  the 
tool  block  touches  the  edge  of  an  ad- 
justable forming  guide  secured  by  set 
screws  to  the  cross  slide  of  the  lathe.  The- 
box  mill  is  held  in  the  machine  by  its 
spindle  and  as  the  latter  is  fed  along 
toward  the  chuck  the  cutting  tool  must 
follow  the  contour  of  the  forming  guide 


on  the  cross  slide,  as  the  spring  at  all 
times  keeps  the  depending  pin  against  the 
edge  of  this  guide.  By  varying  the  form, 
of  the  guide  any  irregular  or  taper  form, 
may  be  turned  without  attention  from  the 
operator  other  than  that  orainarily  neces- 
sary in  the  operation  of  a  screw  machine. 
The  inventor  is  J.  P.  Brophy  of  Cleveland,, 
assignor  to  the  Cleveland  Machine  Screw 
Co.,  same  place. 

Back  Pedaling  Brake.  —  The  front 
sprocket  is  secured  to  the  axle  by  means 
of  a  ball  ratchet  device  so  that  it  will  ro- 
tate forwardly  in  unison  with  the  axle, 
but  will  run  free  when  the  motion  of  the 
pedals  is  reversed.  Around  the  central 
part  of  the  crank  axle  is  a  similar  ball 
ratchet,  though  reversed  in  the  direction 
of  its  operation.  This  ratchet  actuates  a 
collar  which  carries  a  cam  acting  at  one 
end  against  a  limiting  pin  placed  in  the 
hanger  bracket,  and  at  the  other  end 
against  the  forward  extremity  of  a  hor- 
izontal plunger  brake  rod.  When  the 
rider  back  pedals  the  internal  ratchet 
catches  the  collar  and  turns  it  with  its 
cam  backward,  so  that  the  brake  rod  is. 
pushed  toward  the  rear  wheel  where  an 


The  Cycle  Age  and  Trade  Review 


355 


ordinary  spoon  brake  shoe  acts  on  the 
tire.  A  coil  spring  around  the  braise  rod 
returns  the  brake  to  its  normal  position 


after  the  rider  has  ceased  to  back  pedal 
and  has  returned  to  the  regular  forward 
pedaling.  The  inventor  is  V.  E.  Doremus, 
of  New  York. 

Sprocket  Design. — The  principal  feature 
of  the  design  lies  in  the  heart-shaped 
opens  cut  in  the  sprocket  plate.    This  cut- 


ting gives  spokes  wide  at  their  intersec- 
tion with  the  hub,  narrow  at  their  centers 
and  wide  and  divided  where  they  join  the 
rim.  The  design  is  granted  to  J.  P.  Fan- 
ning, Chicago. 

Handle      Bar      Adjustment. — "Working 
upon  the  assumption  that  riders  desire  to 


adjust  their  handle  bars  by  raising  or 
lowering  them  in  the  fork  stem,  this  in- 
ventor  provides  a  spring  for  the  auto-. 


matic  raising  of  the  bars  when  the  bind- 
ing screw  has  been  loosened.  The  handle 
bar  stem  is  splined  to  match  feathers  on 
the  interior  wall  of  the  fork  stem  and 
is  supported  on  a  spiral  spring  resting  on 
a  partition  across  the  fork  stem,  so  all 
that  is  necessary  when  it  is  desired  to 
raise  the  bars  is  to  loosen  the  binding 
nut.  The  spring  does  the  rest.  A  small 
spring-operated  headed  pin  is  held  in  a 
box  on  the  opposite  side  of  the  fork  stem 
from  the  binding  screw  and  this  pin 
when  the  handle  bar  stem  is  raised  suf- 
ficiently slips  into  a  depression  in  the  bar 
stem.  This  locking  arrangement  serves 
the  purpose  of  limiting  the  action  of  the 
stem-raising  spring  and  preventing  it 
from  throwing  the  bars  entirely  out  of 
the  machine.  A  modification  of  the  lock- 
ing pin  provides  for  a  beveled  end  and  a 
beveled  engaging  depression  so  that  the 
pin  may  be  pushed  out  of  its  locked  posi- 
tion by  simply  pressing  down  on  the  han- 
dle bars.  The  inventor  is  Carl  Ehling, 
Bremen,  Germany. 

J.  A.  Reed,  Morvin,  Ala.,  is  the  patentee 
of  a  changeable  gear  driving  mechanism 
comprising  two  sets  of  chains  and  sprock- 
ets, one  placed  on  either  side  of  the  ma- 
chine. Both  front  sprockets  run  loosely 
on  the  crank  axle,  being  mounted  on  ball 
bearings.  There  are  on  the  outer  side 
of  each  sprocket  clutch  teeth  which  may 
engage  corresponding  clutches  arranged 
to  slide  along  the  axle.  An  arm  extends 
upward  from  each  of  these  slidable 
clutches  and  the  two  arms  are  connected 
at  their  upper  ends  by  a  cross  rod  pass- 
ing above  the  sprockets.  The  cross  bar 
is  further  supported  by  two  stationary 
arms  projecting  from  the  hanger  bracket. 
A  lever  is  pivoted  to  a  lug  about  midway 
up  the  lower  tube  of  the  bicycle  frame 
and  is  secured  at  its  lower  end  to  the 
cross  bar.  The  upper  end  of  the  lever 
rests  in  one  of  the  notches  in  a  catch 
piece  secured  to  the  frame  tube.  By  lift- 
ing the  free  end  of  the  lever  from  the 
catch  and  swinging  it  one  way  or  the 
other,  one  clutch  piece  is  freed  from  its 
adjacent  sprocket  and  the  other  made  to 
engage  with  the  clutch  teeth  on  its 
sprocket.  Thus  either  the  high  or  the 
low  gear  sprocket  may  be  made  to  turn 
with  the  crank  shaft  and  drive  the  bi- 
cycle. 

Alvin  M.  Cushing  of  Springfield,  Mass., 
is  impressed  with  the  idea  that  the  only 
proper  way  to  brake  a  bicycle  is  to  use 
the  same  method  as  that  common  among 
tobogganers,  that  of  pressing  a  rod  into 
the  ground  while  the  machine  is  in  mo- 
tion, thereby  retarding  its  movement.  He 
consequently  gives  his  impression  form  in 
an  invention  which  comprises  a  hand 
lever  swung  from  the  lower  frame 
bar  near  the  head  and  reaching  a  short 
distance  above  the  top  frame  bar.  Mid- 
way of  this  swinging  handpiece  is  at- 
tached a  rod  which  extends  obliquely  back 
past  the  hanger,  where  it  is  guided  and 
controlled  by  a  spring.  The  lower  end  of 
this  rod  is  in  close  proximity  to  the 
ground.  When  the  rider  desires  to  oper- 
ate the  brake  he  pulls  back  on  the  hand 
lever,  thus  lowering  the  long  rod  until  it 
touches  and  drags  on  the  ground.  A  sim- 
pler scheme  for  accomplishing  the  same 
result  is  that  employed  by  some  of  the 
riders  in  the  hilly  portions  of  Pennsylva- 
nia, who,  when  they  approach  a  descent 
which  is  too  steep  to  coast  safely,  get  off 
and  cut  down  a  small  sapling  or  shrub 
and,  tying  it  to  the  rear  of  the  frame, 
drag  it  after  them  down  the  hill. 

J.  J.  Harden,  Chicago,  is  the  patentee 
of  a  cushion  tire  in  which  resiliency  is 
suppositiously  obtained  by  constructing 
the  inner  surface  of  the  tire  in  the  form 
of  a  series  of  longitudinal  ridges  with  V- 
shaped  recesses  separating  them.  The 
tire  is  detachable  and  is  held  on  the  rim 
by  flanges  at  the  edges  which  fit  into  cor- 


responding grooves  around  the  sides  of 
the  rim.  When  the  tire  is  in  place  on  the 
rim  the  ridges  press  close  to  each  other, 
narrowing  the  sectional  area  of  the  V 
depressions.  When  any  pressure  is 
brought  to  bear  on  the  face  of  the  tire 
the  ridges  immediately  underneath  will 
separate,  this  ease  of  separation  making 
the  tire  flexible.  At  the  same  time  the 
tire  at  other  places  than  where  the  pres- 
sure is  applied  becomes  more  stable  than 
normally. 

Without  tendering  the  public  any  exact 
information  concerning  the  intended  use- 
fulness of  the  invention,  K.  G.  Hiller, 
Zittau,  Germany,  patents  a  canvas  cover 
for  inner  tubes,  this  cover  to  be  remova- 
ble from  the  outer  casing  with  the  tube. 
It  is  made  in  several  sections,  the  ends  of 
which  lap  each  other  so  that  in  case  of 
puncture  some  one  section  can  be  pushed 
back,  freeing  the  rubber  surface  of  the 
tube  suiBciently  to  allow  the  repair  of 
the  puncture  to  be  made.  Whether  this 
casing  is  supposed  to  act  as  the  sole  re- 
taining jacket  of  the  tire  or  whether  it 
is  to  be  used  on  an  inner  tube  fitted  into 
an  ordinarj'  casing  already  supplied  with 
a  canvas  jacket  is  not  stated  by  the  pat- 
entee. 


SEGMENTAL  DRIVING  GEARS 


Designed  to  Transform  Rotary   Into   Reciprocating 
notion  for  Driving  a  Bicycle. 


The  transformation  of  a  continuous  ro- 
tary motion  into  a  reciprocating  move- 
ment and  the  application  of  the  latter  to 
the  driving  of  bicycles  is  accomplished 
by  J.  T.  Pederson  of  New  York  City  by 
the  use  of  a  set  of  segmental  gears  and 
a  pair  of  swinging  slotted  levers  arranged 
as  shown  in  the  illustration. 

On  the  crank  axle  are  secured  two  half 


gears  placed  side  by  side  with  the  toothed 
parts  opposite  each  other.  Hung  from 
an  axle  supported  by  a  light  frame  pro- 
jecting from  the  seat  mast  are  two  seg- 
mental gears,  each  having  the  proper 
number  of  teeth  to  remain  in  mesh  with 
its  corresponding  gear  on  the  crank  axle 
for  a  period  equal  to  one  half  of  a  revo- 
lution of  the  latter.  Supported  above  the 
rear  fork  tube  near  the  rear  end  of  the 
frame  is  an  axle  from  which  are  pivoted 
two  slotted  levers  that  engage  pins  on  the 
ends  of  diametrically  opposite  cranks  at- 
tached to  the  axle  of  a  spur  gear  driving 
a  pinion  that  in  turn  drives  a  gear  on  the 
axle  of  the  rear  wheel  of  the  bicycle. 
Connecting  rods  join  the  slotted  levers 
and  the  segmental  gears  above  the  cranTi 
hanger.  When  the  teeth  of  one  of  the 
crank  axle  half  pinions  are  engaging  the 
end  teeth  of  its  segmental  gear  just  be- 
fore separating,  the  teeth  of  the  other 
pinion  will  be  engaging  the  end  teeth  of 
the  other  segmental  gear  preparatory  to 
giving  it  a  motion  equal  in  duration  to  a 
half  turn  of  the  crank  axle.  It  will  be 
noticed  that  in  consequence  of  the  gear 
wheel  at  the  back  of  the  frame  moving  in 
the  direction  indicated  by  the  arrow,  the 
two  connecting  rods  will  for  the  moment 
move  in  the  same  direction.  Both  sec- 
tional gears  then  move  in  the  same  di- 
rection as  the  sectional  pinions  upon  the 
crank  shaft,  but  the  movement  in  this 
direction  of  one  of  the  connecting  rods 


356 


The  Cycle  Age  and  Trade  Review 


ceases  as  soon  as  its  gear  passes  entirely 
out  of  engagement  with  the  driving  pin- 
ion and  is  carried  in  the  opposite  direc- 
tion by  the  movement  of  the  slotted  lever, 
which  movement  is  governed  by  the 
cranks  attached  to  the  axle  of  the  spur 
gear  driven  by  the  levers.  The  teeth  of 
the  forward  sectional  gears  and  pinions 
are  not  subjected  to  heavy  concussions  or 
strains  which  would  cause  unusual  wear 
because  the  driving  strain  is  gradually 
transferred  from  one  gear  to  the  other 
while  the  gears  are  both  moving  in  the 
same  direction  as  the  sectional  pinions  on 
the  crank  shaft. 

While  the  gearing  is  well  designed  and 
combines  mechanical  principles  which  are 
strictly  practical,  it  has  the  common 
shortcoming  of  having  more  open  and  un- 
protected working  parts  than  popular 
ideas  of  bicycle  mechanisms  could  toler- 
ate. The  gearing  is  too  bulky  to  be  com- 
fortably housed  in  a  gear  case,  weighs 
too  much  to  be  well  liked  for  use  on  bi- 
cycles, and  adds  at  least  an  inch  to  the 
width  of  the  lower  frame  of  the  bicycle 
and  to  the  tread  of  the  cranks.  A  better 
application  would  be  to  the  slide  valve 
mechanism  of  a  steam  engine. 


LARGE   MOTOR   VEHICLE    DEAL 


ONE  THOUSAND  FROfl  EACH  FIRM 


To  Make  Automotive  Trucks. 

Joseph  Leiter  has  announced  that  with- 
in a  week  a  company  will  be  organized 
for  the  operation  of  auto-trucks  in  Chi- 
cago. The  first  installment  manufactured 
will  be  2,000.  The  trucks  will  be  operated 
with  compressed  air  motors  and  will  be 
built  in  Chicago.  The  International  Air 
Power  company,  which  proposes  to  fur- 
nish the  motive  power  for  the  auto-trucks 
and  compressed  air  motors  in  New  York 
and  Chicago,  was  recently  incorporated. 
The  capital  stock  is  $7,000,000.  The  in- 
corporators are  Robert  McKenstry,  Jo- 
seph H.  Hoadley,  William  Knight,  Harry 
Knight  of  New  York,  and  Edwin  F.  Glenn 
of  Philadelphia.  Mr.  Leiter's  name  does 
not  appear  among  the  incorporators.  He, 
however,  owns  or  controls  a  majority  of 
the  stock.  A  similar  company,  known  as 
the  New  York  Auto-Truck  company,  was 
also  incorporated  last  Saturday  with  an 
authorized  capital  of  $1,000,000.  Richard 
Croker  is  at  its  head.  Interested  with  him 
are  Nathan  Straus,  Lewis  Dixon,  Arthur 
P.  Gorman,  Joseph  H.  Hoadley,  and  Rob- 
ert McKenstry. 


Qerman  Motor  Vehicle  Movement. 

Every  reputable  bicycle  making  con- 
cern in  Germany  is  busying  itself  in  mo- 
tor vehicle  construction.  Many  firms  are 
further  ahead  in  their  appreciation  of  the 
motorcar  than  English  makers.  They 
have  watched  French  progress  carefully, 
and  the  moment  they  touched  the  point 
of  overproduction  in  cycles  they  were 
i)repared  to  turn  to  the  new  work. 


Motor  Vehicles  at  French  Show. 

There  were  386  stands  at  the  recent 
Trench  cycle  and  motor  vehicle  show 
held  in  Paris.  Motor  vehicles  were  ex- 
hibited in  89  of  these,  bicycles  in  87, 
tires  in  35,  motors,  materials  and  tools 
lor  automobiles  in  20,  sporting  goods, 
<cycle  clothing,  etc.,  in  28,  and  bicycle 
parts  and  sundries  in  127. 


Some  of  the  French  communes  have 
Imposed  on  motoi*  vehicles  the  same  tax 
that  applies  to  horse  drawn  vehicles,  the 
rates  being  as  follows:  Two-wheeled 
motor  vehicles,  $1.20  per  year;  three- 
wheeled,  $1.80  and  four-wheeled,  $2.40. 


The  president  of  the  Bicycle  Repair- 
men's Protective  association  of  Milwau- 
kee has  appointed  a  committee  of  five  to 
draft  a  uniform  schedule  of  repair 
charges. 


First  Reports  of  Gigantic  European  Con= 

tract  for  American  Vehicles  Par= 

tially  Confirmed. 


The  preliminary  reports  of  an  im- 
mensely large  order  for  American  motor 
vehicles  of  various  type  and  manufac- 
ture which  were  recently  published  in 
the  daily  press  throughout  the  United 
States,  and  to  which  reference  has  been 
made  in  two  recent  issues  of  this  paper, 
have  been  sufficiently  confirmed  by  in- 
vestigation to  place  it  beyond  all  doubt 
that  the  transaction,  whide  not  so  in- 
credibly large  as  first  reported,  yet  con- 
stitutes the  most  important  event  which 
has  so  far  marked  the  development  of  the 
American  motor  vehicle  industry. 

Responsibility  Undoubted. 

According  to  the  first  reports.  Count 
de  Jotemps  of  Paris,  president  of  the 
American  Motor  General  Agency  of  Paris, 
which  has  a  capital  of  ten  million  francs, 
or  two  million  dollars,  contracted  during 
a  visit  to  this  country  with  each  of  the 
following  companies  to  have  delivered 
one  thousand  vehicles  per  year  for  ten 
years  to  the  above  mentioned  Parisian 
company:  The  Fischer  Equipment  Com- 
pany of  Chicago,  electric  carriages;  the 
Holyoke  Motor  Works,  Holyoke,  Mass., 
gas  engine  vehicles;  the  Overman  Wheel 
Company,  Chicopee  Falls,  Mass.,  gas 
engine  vehicles;  the  Stanley  Company, 
Newton,  Mass.,  steam  engine  vehicles. 

It  was  further  said  that  among  the 
stockholders  in  the  Paris  company  are 
Albert  Oeiger,  a  Boston  capitalist,  and 
the  Duke  of  Milton. 

Count  de  Jotemps,  it  was  stated,  mar- 
ried a  Mrs.  Bennett  of  New  Haven,  Conn., 
several  years  ago,  and  with  his  bride 
acquired  an  immense  fortune. 

In  regard  to  the  responsibility  of  the 
purchasing  company  no'  additional  direct 
information  has  be«n  obtained,  but  there 
seems  to  be  little  room  for  doubt  on  this 
score.  Mr.  Geiger,  the  Boston  capitalist, 
writes  upon  inquiry  that  he  is  not  yet 
a  stockholder  in  any  company  handling 
automobiles,  but  that  "it  is  quite  possible 
that  I  may  take  an  interest  in  the  busi- 
ness. I  leave  for  Europe  to-niorrow  to 
determine  this  proposition." 

The  Correct  Figure. 

C.  E.  Woods,  the  constructor  and  gen- 
eral manager  of  the  Fischer  Equipment 
Company,  states  that  the  contract  en- 
tered into  is  not  for  1,000  vehicles  a  year 
for  ten  years,  but  for  1,000  vehicles  in 
all,  one  hundred  to  be  delivered  each  year. 

The  same  reduction  of  the  figure  prob- 
ably applies  to  each  of  the  other  com- 
panies. 

The  Stanley  brothers,  upon  inquiry,  di- 
rectly confirm  the  report  as  true  so  far 
as  they  are  concerned.  The  Overman 
company  and  the  Holyoke  company  do 
not  contradict  the  report. 

From  all  of  this  so  far,  it  is  pretty  cer- 
tain that  the  Fischer  Equipment  company 
and  the  Stanley  brothers  are  expecting 
to  make  large  immediate  deliveries  of 
their  wagons  to  the  Count  de  Jotemps' 
"American  Motor  General  Agency  of 
Paris,"  that  Mr.  Geiger  has  serious 
thoughts  of  an  investment  and  that  the 
Victor  and  Holyoke  explosion  motor 
driven  wagon  makers  will  be  likely  to 
deal  with  the  count's  company  as  soon 
as  they  have  wagons  to  deliver. 

The  rioral  of  the  Event. 

Now  the  burning  question  is,  why  does 
the  Count  de  Jotemps  come  from  Paris, 
the  present  center  of  automobile  use  and 
construction,  and  contract  for  motocycles 


in  America,  where  almost  no  mechanic- 
ally driven  wagons  are  in  use? 

Are  we  to  flatter  ourselves  that  our 
work  is  so  good  for  the  money,  that  we 
already  lead  the  world  in  motocycle 
manufacture?  Unquestionably  we  can 
build  any  number  of  vehicles  here  which 
any  customer  will  pay  for,  and  unques- 
tionably the  French  makers  are  very 
slow  in  making  provision  for  extended 
automobile  manufacture.  With,  it  is  said, 
advance  orders  covering  a  year's  maxi- 
mum production,  the  largest  of  the 
French  motocycle  producing  establish- 
ments has  only  about  600  men  in  work, 
and  it  is  possible  that  this  slowness  in 
production  of  motocycles  at  home  drove 
the  count  to  America  for  a  supply  of  car- 
riages to  open  his  spring  trade  with  in 
the  European  capitals. 

Whatever  the  cause  of  these  large  con- 
tracts for  American  vehicles,  the  result 
is  so  far  extremely  gratifying.  Undoubt- 
edly the  American  vehicles  will  give  sat- 
isfaction to  their  purchasers  and  our 
motocycle  makers  can  have  the  very  sub- 
stantial satisfaction  of  knowing  that  if 
the  American  public  is  a  little  slow  in 
taking  up  the  mechanically  propelled 
wagon,  other  nations  are  prompt  cash 
purchasers  of  American  vehicles. 


Big  Order  Worries  Frenchmen. 

The  latest  French  cycling  papers  dis- 
cuss at  length  the  $5,000,000  orders  for 
motor  vehicles  recently  reported  to  have 
been  placed  in  Chicago  and  in  the  east 
by  Count  de  Jotemps  and  throw  discredit 
on  the  canard,  as  they  call  the  story. 
They  sneer  at  the  readiness  of  the  Amer- 
icans to  make  contracts,  but  seem  to  have 
taken  to  heart  the  effectiveness  with 
which  American  makers  of  bicycles  have 
in  a  very  few  years  distanced  their  Euro- 
pean competitors  and  taken  from  them 
even  their  own  home  markets,  for  the 
papers  cautiously  say,  "Let  us  not  laugh 
at  a  people  who  can  make  up  lost  time 
so  quickly.  There  is  nothing  impossible 
in  the  entering  of  American  motor  vehi- 
cles on  the  European  markets.  Five  hun- 
dred vehicles  a  year  will  not  be  an  ex- 
travagant number,  so  great  will  be  the 
demand  and  so  prompt  the  delivery.  Per- 
haps this  is  the  spur  that  French  makers 
need  to  make  them  a  little  more  active. 
While  we  hope  there  is  some  exaggera- 
tion in  these  figures,  yet  there  must  be 
some  truth  in  them  also." 


Location  of  Electric  Vehicle  Co. 

The  location  of  the  American  Electric 
Vehicle  company  was  inadvertently  given 
in  the  Chicago  cycle  show  report  as  In- 
dianapolis. All  connection  between  this 
company  and  the  Indianapolis  firm  hav- 
ing been  severed,  as  stated  in  the  pub- 
lished letter  from  the  American  Electric 
Vehicle  company,  all  mail  should  be  ad- 
dressed to  the  company's  general  oflices 
at  1545  Michigan  avenue,  Chicago. 


The  Stettin  Cycling  Club,  organized  fif- 
teen years  ago,  is  the  first  wheelmen's 
club  in  Germany  that  has  created  a  spe- 
cial automobile  membership.  Many  of  its 
members  own  motor  bicycles,  tricycles 
and  cabs. 


Several  manufacturers  of  Bordeaux  are 
building  motor  cabs  for  public  use  in  that 
city.  One  has  completed  two  such  ve- 
hicles, and  has  asked  permission  to  sta- 
tion them  in  the  public  thoroughfares. 


The  municipal  council  of  Vienna  has 
bought  a  "three-seated  tricycle"  for  use 
by  the  firemen,  and  to  be  used  by  the 
police  in  urgent  cases. 


Testimony  of  general  reputation  is  not 
admissible  to  charge  a  person  as  a  mem- 
ber of  a  firm. 


The  Cycle  Age  and  Trade  Review 


357 


Cs*' <<% 


»>. 
«^- 


We  Don't 
Want  a  Cent 

of  your  money  unless  you  get  value  re- 
ceived for  it.  For  that  reason  vye  vyant 
to  show  how  much  better  you  can  do 
with  the  every  day  ^=. 

i^  Ariel 


You  can  depend  on  getting  satisfaction 
for  your  customer;  our  lists  are  popular. 


Nine  Handsome  flodels  ranging  in  price  from  $40 
to  $65  for  Chain  Wheels;  two  flodels  Chainless, 
$75;  Tandems,  $75  and  $85  ^^^^^^Jiji 

The  latter  price  is  for  our  tandem  with 
rear  drop  and  front  diamond. 
Get  our  catalog,  now  ready. 


Ariel  Cycle  TMg.  Company 


GOSHEN,  IND. 


^aaa(iaacaaaa^^i)i)i);)i^i)i)i)i)i)i)^i)i)i)^^i)^ 


THEY 

NEVER 

DISAPPOINT 


Plain  Talks  on 
Andrae  Cycles 

V— Track  Racer,  Model  42,  $60. 

More  amateur  races  have  been  won  on  the  Andrae  than  on 
any  other  one  wheel  made. 

That's  a  fact — a  recorded  fact. 

More  amateur  riders  are  riding  the  Andrae  than  any  other 
wheel. 

That's  another  fact. 

But  the  one,  all  powerful,  money  making  agency  fact,  is  the 
fact  that  the  only  inducement  we  offer  racing  men  to  ride  the 
Andrae  is  the  wheel  itself. 

The  racing  man  who  usually  wins  races  is  smart  enough  to 
ride  the  fastest  wheel. 

Eigidity  and  easy  draught — Andrae  features — are  the  secrets 
of  speed — and  then,  Andrae  racers  weigh  only  20y  pounds. 

The  man  who  handles  the  Andrae  line  of  14  models,  can  sell 
the  racing  models — ^he  needn't  give  them  away. 

Many  men  who  do  not  race  ride  the  Andrae  racer,  because  it 
runs  so  easy. 

You  cannot  lose  more  than  a  two-cent  stamp  by  writing  for 
our  trade  prices. 

Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 

Eastern  Export  Branch:    95  Reade  St.,  New  York  City. 


Mention  The  Cycle  Age 


s****s*****ss******sss 


1 

t 
1 

t 


THE,^^^ 


Waverley 

Bicycle  for  1899 


TjTTE  told  you  last  week  about  the  remark- 
^^^  able  price  the  Waverley  Bicycle  would 
be  sold  for  in  1899— 


$40 


but  there  wasn't  room  to  tell  you  of  the  qual- 
ity and  improvement  in  the  Waverley  itself. 

We  have  been  at  work  on  the  1899  model 
for  months,  perfecting  each  detail  in  the  light 
of  past  experience,  until  we  know  the  new 
Waverley  is  the  best  bicycle  we  have  ever  built 
— which  is  saying  much — and  are  confident 
it  will  have  few,  if  any,  equals  in  beauty  and 
satisfaction-giving  quality. 

The  1899  Waverleys  have  already  been  tried 
and  tested  during  the  Autumn  months  by 
hundreds  of  experienced  riders,  and  they  say 
the  Waverley  is  the  best  and  handsomest  ma- 
chine on  the  market — and  they  don't  make 
any  exceptions. 

The  Waverley  Agency  (filled  in  with 
our  Matchless  Ivanhoe  line  at  $35  and 
$25)  will  be  a  profitable  investment. 
"Write  at  once.  S  ^  ^  S  ^  ^  <^ 

INDIANA  BICYCLE  CO. 

INDIANAPOLIS,  IND. 


t 
1 


^SS^^A^S^SSSSSSS^^^SS^ 


358 


The  Cycle  Age  and  Trade  Review 


INFORHATION    FOR    BUYERS 


THE  VICTOR  SPIN-ROLLER  GEAR. 

Until  the  present  season  the  Overman 
Wheel  company  has  never  been  satisfied  to 
place  upon  the  market  a  substitute  for 
chains  on  Victor  bicycles.  One  of  President 
Overman's  maxims  has  always  been  the  Da- 
vid Crockett  cry:  "Be  sure  you're  right,  then 
gOi  ahead,"  [believing  this  to  be  'better  than 
to  be  sure  you're  wrong  then  stop. 

The  Victor  chainless  is  constructed  with 
roller  gears.  The  plan  is  known  as  the  Spin- 
Roller  and  is  illustrated  in  the  accompany- 
ing cut.  It  consists  of  twoi  sets  of  inter- 
meshing,  rotary  roller  teeth,  each  tooth  curv- 
ing inwardly  towards  its  axis.  The  rollers 
are  supported  at  their  outer  ends  by  a  plate 
with  finger-like  projections,  which  holds  the 
rollers  rigidly  and  prevents  them  from 
springing,  in  the  slightest  degree,  when  pres- 
sure Is  placed  upon  them. 

Prof.  R.  C.  Carpenter  of  Cornell  University 
who  made  tests  has  shown  the  Overman 
company  thajt  the  Spin-Roller  gear  has  an 
efficiency  of  97%  percent  under  heavy  load, 
and  that  the  gear  therefore  complies  with 
the  important  requirement  of  perfect  eco- 
nomy of  driving  power.  In  order  to  cb- 
viate  pulsating  sensations  In  the  feet,  such 
as  may  be  caused  by  spring  of  the  crank 
hanger  if  gears  internieshing  with  line  con- 
tact are  employed,  the  Spin-Roller  is  so 
constructed,  that  when  one  roller  rolls 
against  another,  the  working  surfaces  are  in 
point  contact,  and  for  this  reason  will  stand 
any  required  degree  of  deflection.  With  its 
simple  niecihanism  the  line  of  pressure  is  al- 
ways vertical,  upwards  at  one  end  of  the 
shaft  and  do'wnwards  at  the  other.  It  is 
stated  that  the  gear  is  very  responsive  to  the 
lightest  pressure  applied  to  the  ped:al,  that 
back-lash  is  extremely  small  and  that  no 
adjustment  to  take  up  wear  is  ever  needed. 
It  is   unusually   durable,    entirely   protected, 


for  the  special  track  racer  with  one-inch 
tubing,  28-inch  front  and  30-inch  rear  wheel, 
and   4%-inch  hanger  drop. 


easily  taken  apart,  and  in  case  of  accident 
any  part  can  'be  quickly  replaced  at  very 
slight  cost.  The  company  expects  to  show 
the  Spin-Roller  with  their  New  York  cycle 
exhibit  next  week,  although  machines  will 
not  be  ready  for  delivery  toetfore  March  1. 

The  Overman  Wheel  Company  this  year 
are  making  but  one  Victor  model,  and  are 
turning  out  more  of  this  one  pabtern  than 
ever  manufactured  before  of  all  patterns 
comibined  in  any  one  year.  The  chainless  is 
to  ibe  the  same  model  in  all  particulars  ex- 
cept the  Spin-Roller  gearing,  and  this  is  to 
be  furnished  as  an  option  at  $25,  making  the 
price  of   the  Victor  chainless  $75. 


ARnSTRONQ  READY  REFERENCE  SHEET. 

The  Armstrong  Bros.  Tool  Co.,  of  Chicago, 
has  issued  for  the  benefit  and  convenience 
of  Its  customers  a  large  sheet  of  illustrations 
showing  the  many  sets  of  frame  fittings 
made  and  sold  by  It.  The  sheet  is  in  the 
form  of  a  plain,  durafble  hanger  which  may 
be  tacked  to  the  wall  in  some  handy  place 
in  the  repair  shop  or  factory.  The  lllustra-  , 
tions  are  accurate  scale  line  drawings  well 
marked  with  all  of  the  specifications  and 
measurements  necessary  for  reference  in 
building  up  the  parts  into-  complete  frames. 
The  line  of  fittings  handled  by  the  Arm- 
strong company  is  large,  including  several 
patterns  of  single  machine  frames  calling  for 
both  outside  and  flush  joints  and  for  28  and 
30-inch  wheels  and  for  different  sizes  of 
tubing  and  hanger  drop.  Frame  sets  for 
single  and  double  steering  tandems  and  for 
triplets,  quads  and  quints  are  also  a  part  of 
the  line.  The  company  is  finding  a  ready 
sale  of  its  two-ipiece  crank  and  axle  hanger 
and  is  also  earning  popularity  with  its  handle 
bar  attachments  for  single  steering  tandems. 
A  very  popular  set  of  frame  parts  are  those 


THE  PAULI  ACETYLENE  GAS  LAiVlP. 

The  gas  lamp  made  by  the  Pauli  Lamp  Co., 
39  Franklin  street,  Chicago,  is  automatic  in 
gas  generation.  It  possesses  many  novel 
features.  It  has  no  screws,  no  wicks,  and 
only  one  valve,  which  is  used  to  keep  the 
water  and  carbide  separated  when  the  lamp 
is  not  burning.  You  open  the  water  valve 
and  leave  it  open,  apply  a  light  to  the  stack, 
and    the    lamp    does    the    rest.      It    can    be 


TltC.  CrCLL  /IClL^ 


charged  In  a  couple  of  minutes  "tvithout  re- 
moving the  lamp  from  the  ibicycle.  This  is 
a  new  feature  and  is  of  the  greatest  con- 
venience. It  weighs  about  one  pound,  Is 
strongly  built  and  mechanically  perfect.  It 
has  an  adjustaible  swivel  bracket  which  fits 
any  wheel.  You  can  turn  your  wheel  com- 
pletely over  and  the  lamp  remains  right 
side  up.  While  riding,  a  column  of  light 
can  be  thrown  In  any  direction  ahead  by 
shifting  the  reflector.  The  packing  is  an 
integral  portion  of  the  lamp  and,  while  eas- 
ily replaced,  cannot  be  lost.  As  the  lamp 
always  packs  In  the  same  place,  the  pack- 
ing is  practically  indestructible.  The  tip 
or  burner  never  carbonizes.  It  will  not 
blow  or  jar  out  under  ordinary  circumstan- 
ces. It  can  toe  lighted  without  dismounting 
by  twirling  the  head  of  a  parlor  match  just 
inside  the  top  of  the  stack. 


LIGHT  STANDS  FOR  LAWN  USE. 

The  production  of  the  ibicycle  standi  for 
use  on  lawns,  by  the  Snow  Wire  Works,  of 
Rochester,  N.  Y.,  as  here  illustrated.  Is  suf- 
ficient occasion  for  a  mild  sort  of  surprise 
that  no  enterprising  manufacturer  of  spe- 
cialties or  somie  practical  inventor  has  not 


long  ago  recognized  the  field  of  utility  for 
such  a  device  and  the  opportunity  presented 
for  profit  in  its  wide  introduction.  Every- 
hody  who  lives  in  the  city  has  seen  bicycles 
scattered  about  over  the  lawns  and  com- 
mons of  the  park  lying  flat  on  the  grass 
or  standing  against  the   trees  except  where 


this  license  is  denied  by  the  rules  of  the 
park  board,  and  the  utility  of  such  a  device 
on  private  lawns,  especially  where  there 
are  tennis  or  croquet  grounds,  in  the  event 
of  a  lawn  social  or  party,  Is  plainly  obvious. 
The  simplicity  of  ths  lawn  stand  is  its 
chief  recommendation.  It  consists  merely  of 
a  stout  iron  post  of  Y  section  with  three 
iron  plates  riveted  to  the  ribs  near  the  mid- 
dle to  anchor  it  more  flrmily  in  the  ground. 
T^Cf  circular  plates  are  disposed  at  the  top 
to  hold  the  wire  springs  that  receive  the 
tire  of  the  rear  wheels  and  hold  the  ma- 
chines upright.  Each  post  Is  designed  to 
hold  six  or  nine  toicycles.  The  entire  device 
is  light  and  unobtrusive,  yet  it  is  not  liatile 
to  breakage  or  disarrangement.  Common 
appreciation  of  a  "good  thing"  will  make 
them  popular  next  summer  without  a  doubt. 


THE  VEEDER  TRIP  CYCLOriETER. 

The  new  bicycle  mileage  recorder  gotten 
out  by  the  Veeder  Mfg.  Co.  of  Hartford, 
Conn.,  Is  practically  two  cyclometers  placed 
side  by  side.  One  of  them  registers  up  to 
10,000  miles  and  records  the  total  miles 
traveled,  and  the  figures  are  of  the  same 
size  and  the  mechanism  similar  to  that  used 
in  the  regular  10,000-mile  Veeder  cyclometer. 

The  trip  cyclometer  is  operated  from  the 
same  mechanism  as  the  total  and  registers 
to  100  miles,  but  can  at  any  time  be  set 
back  to  zero,  thus  enabling  the  rider  to 
secure  at  a  glance  his  daily  or  hourly  mile- 
age. The  distance  from  one  town  or  city  to 
another,  or,  in  fact,  the  distance  from  any 
one  spot  or  place  to  another,  is  at  once 
shown  without  the  aid  of  a  pencil  and  more 
or  less  figuring. 

To  set  the  trip  record  to  zero  all  that  is 
necessary  is  to  pull  out  the  knob  and  turn 


the  same  forward  until  all  the  figures  be- 
come zeros,  and  then  push  the  knob  back 
into  place.  When  the  knob  Is  thus  pushed 
into  the  case  the  mechanism  is  mechanically 
locked  and  cannot  fail  to  register  or  register 
too  much. 

All  gears  are  scientifically  designed  and 
made  with  the  greatest  accuracy,  and  this, 
together  with  the  absence  of  springs,  ren- 
ders the  motion  of  the  instrument  easy, 
smooth  and  uniform.  It  Is  no  wider  than 
the  regular  cyclometer  and  hence  is  just 
as  free  from  accidents. 

T.  H.  Cranston  &  Co.,  60  Wabash  avenue, 
Chicago,  are  western  agents  for  the  Veeder 
cyclometers.  

CLinAX  SPRING  WIRE  SADDLES. 

The  Climax  wire  spring  saddle,  made  by 
the  Climax  Mfg.  Co.,  of  East  Hampton, 
Conn.,  has  proven  so  satisfactory  in  its  pres- 
ent form  that  its  maker  has  not  been  com- 
pelled to  maike  any  radical  changes  in  its 
construction.  The  saddle,  which  has  Ibeen 
patented  in  the  United  States,  Canada,  Great 
Britain,  France,  Spain,  Belgium,  Italy  and 
Victoria,  consists  of  an  endless  wire  frame 
covered  with  a  series  of  spring  wire  cords 
secured  at  each  anchorage  point  in  a  man- 
ner which  makes  the  security  of  each  wire 
independent  of  the  others,  but  still  renders 
them  all  easy  of  removal  should  it  be  de- 
sired to  replace  a  worn  with  a  complete  new 
top.  The  cords  are  very  elastic,  conform  to 
the  rider  and  have  sufficient  elasticity  to 
return  to  their  normal  position  when  the 
rider  dismounts,  thus  always  Insuring  the 
same  shaped  saddle,  there  being  no  perma- 
nent sag  or  settling  of  the  top.  The  wires 
are  covered  with  a  special  light  ventilated 
leather    top    which    follows   the    yielding    of 


The  Cycle  Age  and  Trade  Review 


359 


the  wire  cords  under  the  rider.  Three  pat- 
terns of  the  saddle  are  made  to  suit  varying 
tastes  in  saddle  shapes. 


RUBBER  COVERED  TOE  CLIPS. 

With  the  double  object  in  view  of  saving 
shoe)  leather  and  making  toe  clips  more  com- 
fortable to  tender  feet,  the  White  Mfg.  Co., 
of  Ithaca,   N.    T.,   is  putting  out  two   styles* 


of  clips  protected  or  cushioned  with  soft 
rubber.  The  one  here  shown  is  formed  of 
bent  spring  wire  covered  with  rubber  tub- 
ing. It  is  made  in  two  lengths,  the  ladies' 
clip  being  short  and  broadened  somewhat 
on  top.  The  rubber  covering  makes  it  as 
easy  and  comfortable  to  the  foot  as  if  no 
steel  entered  into  its  construction.  The 
other  style  is  a  flat  steel  stamped  clip  bifur- 
cated at  the  point  of  the  shoe  and  curving 
upwardly  over  the  instep.  This  is  simply 
lined  with  thin  sheet  rubber  riveted  in  place. 
It  effectually  prevents  the  usually  sharp 
edges  of  such  clips  from  chafing  the  leather 
of  the  shoe  and  also  clings  to  the  foot  hold- 
ing it  in  place  without  any  uncomfortable 
pressure  and  rendering  the  use  of  side 
clamps  unnecessary. 

TURNER  DETACHABLE  DRESS  GUARD. 

Neat  dress  guard  lacing  always  adds  to  the 
beauty  of  a  lady's  bicycle  and  with  view  to 
miaicing  it  possible  fcr  any  one  to  equip 
machines  with  tastily  laced  netting  without 


having  to  go  to  the  trouble  and  expense  of 
slow  hand  lacing  tlie  Ossawan  Mills  Co., 
Norwich,  Conn.,  supplies  netting  in  pairs 
ready  lacedi,  leaving  only  the  attachment  to 
the  machine  for  the  bicycle  asembler  to  do. 
Each  net  is  firmly  tied  to  a  nickel  plated 
metal  bracket  bored  to  fit  over  the  axle  of 
the  rear  wheel.  The  work  of  applying  takes 
but  a  few  minutes  it  being  simply  necessary 
to  run  the  free  cord  through  the  eyelets 
in  the  guard.  The  two  nets  comprising  a 
pair  are  joined  together  taj-  a  piece  of  metal 
so  that  they  need  not  be  separated  until 
needed  'by  the  workman.  The  guards  yield' 
to  the  slight  movement  of  the  rear  wheel 
axle  in  adjusting  the  chain.  Various  colors 
and  styles  of  cords  may  be  had. 


FEATURES  OF  NATIONAL  HANDLE  BARS. 

On  the  fixed  handlebars  supplied  by  the 
National  Cycle  Mfg.  Co.,  of  Bay  City,  Mich., 
the  one   nut  on  top  of  the   tee  controls  the 


vertical  adjustment,  while  on  the  adjustable 
bars  the  bolt  and  nut  passes  through  a  hol- 
low bolt  which  controls  the  sweep  of  the 
adjustment.  A  peculiar  and'  valuable  feature 


of  the  adjustable  bar  is  that  when  the  rider 
desires  the  drop  position  the  bar  is  an  inch 
and  a  half  foi-ward  of  the  center;  when  a 
raised  position  is  desired  the  distance  back 
of   the   center    is   the   same. 


AN  ARTISTIC  PERPETUAL  CALENDAR. 

One  of  the  really  handsome  advGrtisin.g 
hangers  of  the  season  is  the  perpetual  cal- 
endar being  sent  out  by  the  Standard  Var- 
nish Works,  of  New  York.  Chicago  and  Lon- 
don, which  makes  a  complete  line  of  en- 
amels for  the  bicycle  trade.  This  calendar 
is  in  the  shape  of  a  cardboard  hanger  12  by 
19  inches  bearing  a  lithograph  in  exquisitely 
delicate  colors  on  stipple  paper  of  a  be- 
witching young  wonnan  in  stage  costume 
who  is  caught  in  the  act  of  tossing  four 
large  balls  in  the  air.  Each  of  these  balls 
represents  the  earth,  with  different  sides 
showing  the  continents  turned  toward  the 
observer,  and  a  section  is  cut  out  of  the 
periphery  of  each  exposing  letters  and  fig- 
ures underneath  which  designate  the  month, 
day  of  the  week  and  date  of  month.  Re- 
volving these  discs  upon  their  central  eye- 
lets brings  new  figures  and  words  into  view 
successively.  In  four  languages  the  poster 
announces  that  these  are  the  largest  varnish 
works   in   the   world. 


SIX  THOriAS  MODELS. 

The  six  models  comprising  the  line  of  the 
Thomas  Mfg.  Co.,  of  Springfield.  O..  have 
flush  joints  throughout  and  are   fitted  with 


<^ 


Model  27— Ri  adhter.  Weight,  21  lbs.  Price,  850. 


Model  28— Ladies'.  Weight,  26  lbs.  Price,  850. 


Model  29— Koad  rac<  r.   Weight  23  lbs.  Price,  $75. 

two-piece  crank  and  axle  groups.  Both  of 
the  ladies'  models  have  double  curved  front 
frames  and  chain  guards  which  extend  en- 
tirely around  both  sprockets.  The  guards 
have  ornaimental  aluminum  side  panels. 
Model  29,  the  $75  road  racer,  has  a  frame  of 
the  three-crown  pattern.  The  hanger  is  of 
the  eccentric  type,  allowing  a  drop  of  from 
2  to  314  inches,  with  a  corresponding  variance 
in  frame  height.  The  hubs  are  disk  adjust- 
ing and  so  m.ide  that  the  wheels  may  be 
removed  from  the  frame  without  disturbing 
the  adjustment  of  the  bearings.  Kelly  or 
reversible,  ram's-horn  handle  bars  are  suip- 
plied.  The  $60  road  racer.  Model  22,  also  has 
disk  adjusting  hubs,  but  the  hanger  is  not 
fitted  with  the  eccentric  device.  The  drop 
is  3  inches.  The  head  is  one^iece.  electrical- 
ly welded  and  the  rear  forks  and  stays  are 
of  continuous  taper  gauge  stock.  Wheeler 
and  Sager  are  the  regular  saddles  fitted,  and 
the  tire  options  on  the  various  models  in- 
clude Morgan  &  Wright,  Kokomo,  Chase, 
Hartford,  Dunlop,  Goodrich  and  Palmer 
tires.  Black,  wine,  brown,  green  and  orange 
are  among  the  finishes  offered. 


CAN  FILL  ORDERS  FOR  SPAULDING  PARTS. 

John  R.  Keim,  who  purchased  the  realty 
and  the  entire  plant  hitherto  operated  by 
the  Spaulding  Machine  Screw  Co..  at  Ken- 
sington Station,  Buffalo,  N.  T..  will  continue 
to  manufacture  frame  sets  complete,  hubs, 
pedals,  seat  post  clusters,  etc.,  under 
his  personal  supervision.  The  plant 
is  replete  with  the  most  modern  and 
most  effective  machinery  and  is  splendidly 
equipped  to  manufacture  the  best  product 
at   minimum    cost.     A   new   catalogue   is    in 


the  press  and  will  be  distributed  at  an 
early  date.  Mr.  Keim  is  now  fully  prepared 
to  quote  prices,  submit  samples  and  receive 
orders,  and  gives  assurance  that  in  all  in- 
stances orders  will  be  completed  at  the  time 
agreed  upon. 

IVEN-BRANDENBURG  FITTINGS. 

In  its  latest  catalogue  the  Iven-Brandon- 
l)urg  Co.,  of  Chicago,  is  showing  several  new 
things  in  the  line  of  fittings  and  material 
for  which  it  is  United  States  selling  agent. 


mtfrCLC-  ACA-^ 


The  well  known  Thor  parts  comprise  four 
patterns  of  hubs  and  two  styles  of  hangers. 
Both  hangers  have  the  Thor  two-piece  me- 
chanism, but  one  is  fitted  in  an  eccentric 
bracket  which  is  distinctive  among  its 
kind  by  reason  of  the  absence  of  unsightly 
outside  lugs  for  the  clamping  of  the  eccen- 
tric. In  the  Thor  perfection  hub  uniform  wear 
entirely  around  the  cone  is  aimed  at  by  mak- 
ing the  cone  of  such  form  that  it  can  screw 
into  the  hub  barrel  and  revolve  with  it. 
The  cup  is  on  the  axle.  Forged  crank  brack- 
ets accurately  machined  by  the  Aurora  Auto- 
matic Machinery  Co.,  are  offered  in  several 
patterns,  there  being;  brackets  for  28  and  30- 
inch  wheeled  machines  outside  and  flush 
joints,  and  for  regular  and  three-crown 
frames.  Brandenburg  pedals  are  catalogued 
in  several  patterns,  in  some  of  which,  as  in 
that  here  illustrated,  the  oiling  is  done 
through  a  hole  in  the  barrel,  this  hole  being 
closed  by  a  thin  spring  ring.  'Thor  head 
fittings  and  specialties,  Sager  saddles. 
Tucker  V  section  wood  rims  and  guards  of 


Tnc  Crct-C:  Ao^ 


same  make.  Morse-Keefer  spokes  and  nip- 
ples and  Lefever  chains  complete  the  line, 
with  the  exception  of  the  Sager  roller  gear 
which  is  also  controlled  by  this  firm.  The 
Sager  gear  is  now  sold  in  complete  sets,  in- 
cluding the  gears  and  pinions,  and  boxes  and 
rear  end  fram,e  fittings  to  match.  Either 
the  gears  alone  or  the  complete  set  of  fittings 
may  be  purchased.  Gear  cases  will  be  sup- 
plied if  desired,  though  it  is  one  of  the  prom- 
inent merits  claimed  for  the  gear  that  its 
action  tends  to  throw  out  dirt  rather  than 
collect  it.  The  machines  used  by  the  colored 
rider.  Major  Taylor,  in  his  successful  trials 
against  time  at  Philadelphia,  were  not  fitted 
with  cases,  the  gears  running  entirely  open. 
The  Iven-Brandenburg  Co.  also  sells  the  Her- 


Tht  Cra£^0£ 


tel  motor  vehicle  which  was  described  in  the 
previous  issue  of  Cycle  Age. 


SPALDING  CYCLES  AND  PRICES. 

The  Spalding  line  of  bicycles  consists  of 
five  different  models.  The  chainless  has 
a  22-inch  frame,  is  finished  in  black 
enamel,  with  fine  white  striping,  and 
has  black  rims  and  red  band  center. 
The  24-inch  chainless  is  finished  in  blue 
enamel,  white  striped,  has  blue  rims  and  red 
band  center.  These  machines  are  handsome 
in  design  and  possess  many  points  of  me- 
chanical   detail    which    simplifj'    their    con- 


360 


The  Cycle  Age  and  Trade  Review 


struction   and   will   appeal    strongly   to    the 
mechanical  mind. 

The  ladies'  chainless  has  a  22-inch  frame, 
and  is  finished  in  two  styles,  one  in  black 
enamel,  white  striping,  with  guards  to 
match,  and  rims  black  with  red  band  cen- 
ter; the  other  finished  in  blue  enamel,  white 
striped,  with  guards  to  match,  and  rims  fin- 
ished  in   blue   with   red   band   center.     The 


ladies'  chainless  embodies  the  same  me- 
chanical features  found  in  the  men's  model. 
The  lines  of  the  frame  have  been  carefully 
studied,  and  while  exceedingly  graceful,  af- 
ford ample  room  for  free  and  easy  action  in 
riding,  and  convenience  in  mounting  and 
dismounting. 

There   are    two   models   of  the    Red    Head 
racer,  one  having  a  20-inch  frame,  the  other 


a  22-inch  frame.  Finish  is  the  same  in  both 
models,  consisting  of  blue  enameled  frame 
and  forks,  with  red  head  and  fork  crowns, 
blue  rims  with  red  band  center.  The  Spald- 
ing racer  emibraces  many  new  features  not 
found  in  previous  models.  Every  part  of  its 
mechanism  has  been  improved  wherever 
possible,  and  it  is   said  by  the  maker  to  be 


^^j|||u^|||||l|||l^U|^ 


the  best  chain  bicycle  it  has  ever  produced, 
and  )n  qiiality  and  excellence  leaves  nothing 
to  be  desired.  The  new  special  finish  on  this 
machine  is  distinctively  Spalding,  and  will 
appeal  strongly  to  the  class  of  riders  who 
favor  this  type  of  machine  for  road  use. 

Two  models  of  the  Spalding  roadster  are 
also  offered  both  in  the   22-iniCih  frame,    one 


finished  in  black  enamel,  with  black  rims 
and  red  band  center;  the  other  finished  in 
blue  enamel,  white  striped,  with  blue  rims 
and  red  band  center.  This  machine  is  es- 
pecially constructed  as  the  company's  lead- 
er for  the  general  trade.  In  lines  and  gen- 
eral appearance  It  resembles  the  Spalding 
racer,  and  all  of  the  parts  and  fittings  re- 


ceive the  same  care  and  attention  as  the 
corresponding  parts  in  the  other  machines. 

The  ladies'  roadster  is  made  in  two  models, 
both  in  22-inch  frame,  one  finished  in  ma- 
roon enamel,  white  striped,  with  rims  and 
guards  to  match;  the  other  in  blue,  with 
black  rims  and  red  band  center.  This  ma- 
chine is  the  counterpart  of  the  roadster  in 
quality  and  workmanship;  in  medhanical  de- 
tail the  machine  has  been  improved  and  rep- 
resents the  latest  and  best  in  everything  that 
goes  to  make  a  ladies'  ideal  mount. 

Sprockets  are  furnished  in  the  following 
sizes:  20,  22,  24,  25,  or  26  teeth,  front;  7,  8, 
9,   or  10,   rear. 

The  tire  equipment  consists  of  the  Kanga- 
roo, Goodrich,  Hartford,  or  League,  with  an 
additional  option  of  the  Palmer  tires  on  the 
chainless   and   racer. 

Eight  different  styles  of  handlebars  are 
given  as  options,  including  two  adjustable 
bars. 

All  models,  with  the  exception  of  the 
racer,  have  2%  inches  drop  at  crank  banger; 
racer  has  3  inches  drop. 

Christy  saddles  will  be  the  regular  equip- 
ment, with  options  of  other  standard  makes. 
The  five  Christy  models  give  a  variation  in 
size  and  width  sufficient  to  satisfy  all  de- 
mands. 

No.  1  is  of  medium  size,  with  seat  8% 
inches  w^ide;  No.  2  is  of  large  size,  having 
a  seat  9  Inches  broad;  No.  3  is  small,  being 
only  7%  inches  wide.  These  are  the  men's 
saddles,  while  Nos.  8  and  9  are  for  women, 
the  former  being  the  small  size  'with  a  seat 
7%  inches  broad,  and  the  latter  the  large 
size,  two  inches  wider. 

The  Christy  racing  saddle  is  made  with 
an  extra  long  pommel,  to  enable  the  rider 
to  get  more  "purchase"  when  sprinting,  and 
is  ridden  by  many  of  the  leading  racing 
men. 

The  form  and  method  of  the  coil  spring 
is  shown  in  the  last  illustration. 


weight  15  ounces;  Women's  Extra,  coil 
springs,  list  price  $i,  weight  23  ounces;  Men's 
Special,  list  price  $3.50,  weight  14  ounces; 
Men's  Cork  Top  racer,  list  price  $3.50,  weight 
14  ounces. 


FILLS  BUNKER  SADDLE  ORDERS  PROMPTLY. 

In  its  new  five-story  brick  factory  at  65 
Milwaukee  avenue,  Chicago,  the  Bunker 
Saddle  Co.  has  ample  room  for  the  carrying 
of  a  large  stock  of  made-up  goods  and  fa- 
cilities for  making  up  goods  rapidly  to  fill 
special  and  contract  orders.  Promptness 
in  filling  orders  and  careful  attention  to  de- 
tails of  shipping  are  characteristic  of  the 
methods  that  have  won  success  for  the 
Bunker  line  of  saddles,  belts,  tool-bags  and 
similar  specialties.  Employing  only  skilled 
workmen  in  all  branches  of  its  factory,  the 
Bunker  company  has  perfect  confidence  in 
the  quality  of  its  productions  and  invites 
comparison  of  its  popular  Rubber  Neck  sad- 
dles with  others  of  domestic  or  foreign 
make.  The  latest  design  of  this  saddle  is 
the  Rubber  Neck  Special,  suitable  for  both 
ladies  and  gentlemen  riders.  The  soft  rub- 
ber honeycomb  cushion  which  constitutes 
the  distinctive  feature  of  all  Rubber  Neck 
saddles,  is  molded  for  the  Special  with  a 
raised  portion  on  either  side  and  a  longitu- 
dinal depression  in  the  center  after  the 
type  of  padded  hygienic  saddles  marketed 
the  past  year  or  two.  Th«  special  is  two 
inches  broader  than  it  is  long,  giving  a  com- 
fortable seat  while  riding,  yet  the  surface 
contour  is  such  that  there  is  no  tendency 
to  shift  around  on  the  saddle  under  the 
jolts  incident  to  car  tracks  or  rough  roads. 

CREATED  A  WRONG  IHPRESSION. 

As  the  recently  published  decision  of  the 
court  in  the  patent  suit  of  the  Bridgeport 
Brass  Co.  vs.  Edward  Miller  &  Co..  in  which 
the  validity  of  five  of  the  claims  on  the 
Searchlight  lamp  was  sustained,  was  liable 
to  create  an  impression  that  Miller  &  Co 
would  be  enjoined  from  using  the  Search- 
light improvements  and  their  customers  held 
liable  for  possible  damages  for  past  sales, 
the  Bridgeport  Brass  Co.  explains  that  a 
satisfactory  adjustment  of  profits  and  dam- 
ages between  the  two  litigants  has  been 
made.  Miller  &  Co.  have  taken  an  unre- 
stricted license  under  all  the  five  Bridge- 
port patents  authorizing  them  to  make  and 
sell  bicycle  lamps  containing  each  of  the 
improvements  embraced  therein  and  their 
customers  are  exonerated  from  past  dam- 
ages and  future  liability  for  sales  of  lamps 
embodying  these  features  of  the  Search- 
light.   

MAKES  TIRE  PUMPING  EASIER. 

The  No.  3  coupling  for  hand  pumps  made 
by  the  Buescher  Mfg.  Co.  of  Elkhart,  Ind., 
is  reported  to  be  meeting  with  a  large 
amount  of  approval  and  seems  likely  to 
become  very  popular  this  year  because  it 
saves  the  time  and  trouble  of  screwing  the 
connection  into  the  valve  end.  It  is  an  in- 
staneous  and  effective  means  of  making  the 
connection  between  pump  and  tire. 


WHEELER  SADDLE  PRICES. 

In  the  Chicago  cycle  show  report  in  last 
week's  issue  of  Cycle  Age  the  weights  and 
prices  of  the  Wheeler  saddle  models  on  ex- 
hibition were  wrongly  given.  The  Wheeler 
Saddle  Co.,  of  Detroit.  Mich.,  announces 
them  as  follows:  Men's  Extra,  list  price  ?3.50, 


STERLING  AND  DAISY  BELLS. 

After  ten  years  of  experience  in  the  pro- 
duction of  nothing  but  bells  the  N.  H.  Hill 
Brass   Co.,    of   E'ast   Hampton,    Conn.,    con- 


siders that  it  is  not  out  of  place  to 
invite  the  confidence  of  the  trade  in  its 
complete  line  of  bicycle  bells,  all  of  which 
are  manufactured  by  this  company  from  the 
raw  material  at  a  consequent  saving  of  cost 
to  the  dealer  and  purchaser.  All  of  these 
bells  are  cast  from  the  pure  bell  metal  and 
are  warranted  to  give  satisfaction  in  every 


way,  the  makers  claiming  that  for  excel- 
lence of  castings  and  finish  of  workmanship, 
clearness  and  resonance  of  tone  its  bells 
cannot  be  excelled. 

The  Sterling  bells  are  made  in  fifteen 
styles,  having  the  double,  quadruple,  elec- 
tric and  rotary  electric  stroke,  and  are  made 
in  plain  and  beaded  patterns  and  fitted  with 


screw  and!  -lock  clamps.  In  the  first  illus- 
tration herewith  presented  is  shown  the 
dome  pattern  bell  having  the  rotary  elec- 
tric movement  and  the  lock  clamp.  An- 
other form  called  "Our  Beauty"  is  shown 
in  the  second  cut.  It  is  similar  to  the  other 
except  in  shape  of  the  gong  and  the  bead- 


ed edge.  This  one  is  shown  attached  to  the 
screw  clamp.  The  "Fleur  de  Lis"  is  a  more 
ornate  bell  of  the  same  type.  All  of  these 
are  made  in  five  sizes,  from  1%  to  2%  inches 
in  diameter  of  gong  and  fully  nickeled.  The 
fourth  cut  represents  the  "Continuous  Ring- 
ing" electric  movement  bell.  It  is  made 
in  but  one  size,  2%  inches  in  diameter.  The 
Trinity   Chimes   quadruple    stroke   alarm   is 


The  Cycle  Age  and  Trade  Review 


361 


also  a  product  of  the  IIlll  factory-  The 
Daisy  line  of  bells  is  similar  in  form,  stroke 
and  clamping-  mean's,  'out  lists  at  cheaper 
prices  and  has  steel  bases  instead  of  brass 
bases  such  as  t.'ie  Sterlings  have.  All  of 
the  bells  of  both  lines  are  nickel  plated 
and  have  interohangeanle  parts. 


CHOICE  SELECTION  OF  SPECIALTIES. 

H.  W.  Coolidge  &  Co.,  manufacturers' 
agents,  at  135  East  Lake  street,  Chicago, 
have  added  the  Bundy  aceitylene  lamp  to 
their  line.  This  lamp  is  -made  by  the  Frank 
E.  Bundy  Lamp  Co.  of  Elmira,  N.  Y.,  and  is 
a  new  lamp  which  has  been  introduced  on 
the  market  on  the  strength  of  its  superior 
special  construction  and  the  confidence  in  its 
selling  qualities  which  its  construction  in- 
spired. It  has  been  previously  described  in 
this  paiper.  Among-  the  other  specialties 
handled  by  the  Coolidge  firm  are  the  Ko- 
komo  Rubber  company's  pneumatic  tires. 
Defender,  Special,  Oxford,  and  Clov- 
erleaf,  Newark  Special  saddles  which, 
by  their  exceptionally  neat  appearance, 
aluminum  base  and  light  weight,  have  quick- 
ly been  brought  into  prominence  among  low 
priced  saddles,  and  Oak  saddles  which  are 
constructed  on  the  popular  English  Brooks 
pattern,  with  option  of  plair  or  hygienic 
top. 

FERRACUTE  PRESSES  FOR  HEAVY  WORK. 

A  special  circular  has  just  been  issued  by 
the  Ferracute  Machine  Co.  of  Bridgeport, 
N.  J.,  illustrating  and  describing  the  various 
styles  of  machine  presses  which  it  builds. 
This  will  be  followed  a  little  later  by  a 
complete  catalogue  of  300  different  kinds  and 
sizes  of  such  machines.  Its  latest  designed 
presses  are  heavy,  massive  and  accurate 
machines  designed  especially  for  the  heavy 
work  required  in  the  regular  bicycle  factory. 
The  straight-sided  or  "D"  presses  are  used 
for  cuttings  of  all  kinds,  while  the  punch- 
ing presses  are  used  for  cutting  out  various 
parts  and  for  trimming  drop  forgings.  The 
company  makes  six  to  eight  sizes  of  each 
style  and  builds  the  presses  either  single 
or  double  action  and  with  or  without  gearing. 

During  the  three  or  four  years  of  the 
boom  in  the  bicycle  business  the  Ferracute 
works  were  run  almost  entirely  on  presses 
for  the  above  line  of  goods,  and  the  com- 
pany is  still  furnishing  large  numbers  of 
presses  to  the  various  bicycle  manufacturers 
over  the  country,  and  has  recently  put  in 
several  outfits  for  making  saddles,  pedals, 
toe   clips,   lamps  and  other   bicycle  accesso- 


ries and  is  furnishing  a  number  of  presses 
for  the  regular  bicycle  business  among  its 
customers  who  fid  the  Ferracute  presses 
well  adapted  for  this  heavy  class  of  work. 
Machinery  made  by  the  Ferracute  com- 
pany is  found  in  most  of  the  large  bicycle 
factories  throughout  the  country  and  its 
presses  are  being  constantly  sent  abroad, 
a  large  trade  having  been  secured  in  Eng- 
land, France  and  Germany. 


THE  KENSINGTON  PEDAL. 

The  pedal  shown  in  the  accompanying  il- 
lustration is  to  be  placed  in  the  market  this 
season  by  John  R.  Keim,  succes-sor  to  the 
Spaulding  Machine  Screw  Co.  of  Buffalo. 
Especial  attention  is  called  to  the  side  plates 
which  are  made  from  18  gauge  bright  stock 


and  are  strengthened  with  deep  corruga- 
tions on  the  upper  and  lower  edges  as  shown. 
The  pins  and  bearings  are  carefully  made 
and  adjusted  and  the  dust  cap  covering  the 
outer  bearing  is  threaded  and  fits  tightly 
over  the  threaded  end  of  the  pedal  barrel. 
The  manufacture  and  sale  of  these  pedals 
and  of  a  full  line  of  bicycle  parts  are  to  be 
pushed  throughout  the  season. 


THE  HEARSEY  SOUVENIR. 

The  H.  T.  Hearsey  Cycle  Co.,  216  Penn 
street,  Indianapolis,  acting  as  Indiana  dis- 
tributor for  the  Crescent  bicycles,  is  sending 
to  its  trade  handsome  souvenir  calendars, 
the  decorative  feature  of  which  is  a  half  tone 
illustration  of  three  girls  on  Crescent  juve- 


nile cycles  coasting  with  interlocked  arms 
down  a  hill.  The  picture  is  well  known  and 
is  recognized  as  a  very  fitting  advertisement 
for  the  Hearsey  company's  biisiness,  be- 
cause the  original  maidens  who  posed  for 
the  picture  are  Mr.  Hearsey's  own  children. 
Besides  the  calendar  the  company  is  adver- 
tising its  bicycle  business  through  the  me- 
dium of  a  six-<page  folder,  illustrating  the 
several  models  of  Crescent  machines. 


STRAIGHT  AND  LATTA  HANGER  SETS. 

The  Straight  Mfg.  Co.,  of  Jamestown,  N. 
Y.,  manufacturer  of  crank  sets  solely,  is 
continuing  to  offer  for  this  season  its  well 
known  Straight  two-piece  set,  with  improved 
construction,  now  known  as  Model  2.  The 
stability  and  simplicity  of  this  set  has  com- 
mended its  widespread  use  and  it  will  be 
found  on  a  large  percentage  of  the  medium 
grade  bicycles  manufactured  by  the  better 
class  of  bicycle  makers. 

Cranks  are  furnished  in  6i^-inch  for  wom- 
en's bicycles  and  7-inch  for  men's;  sprockets 
in  20,  22,  24,  26  and  28-tooth  sizes,  for  3-16 
inch   chains  unless  otherwise   specified. 

The  Straight  company  has  added  to  its  line 
this  season  its  Latta  set,  a  two-piece  crank 
construction  invented  by  E.  G.  Latta,  one  of 
the  pioneers  in  the  bicycle  industry.  The 
left  crank  is  integral  with  the  axle,  which  is 
tapered  and  flattened  on  opposite  sides  at  its 
extremity,  and  is  left  threaded  adjacent  to 
the  tapered  end.  The  right  crank  is  broached 
through  on  a  taper  corresponding  to  the 
axle  end,  and  a  recess  is  milled  on  the  inner 
face  of  the  crank  at  right  angles  to  the 
broached  hole,  leaving  a  flange  all  about 
•  the  face  except  on  that  portion  adjacent  to 
the  carrier  boss,  where  it  is  open.  The 
sprocket  has  an  internally  threaded  bush- 
ing or  hub,  by  w^hich  it  is  screwed  on  the 
axle,  and  on  its  outer  end  is  a  rim  or  shoul- 
der adapted  to  enter  the  recess  in  the  right 
crank,  in  which  it  will  freely  rotate. 

To  assemble  the  set,  it  is  merely  necessary 
to  slip  the  right  crank  down  over  the 
shoulder  of  the  sprocket  hub,  and  screw  the 
sprocket  on  the  axle.  The  sprocket  will 
draw  the  right  crank  on  after  it  and  force 
the  crank  to  its  seat  on  the  axle  end.  A 
heavy,  taper  headed  bolt  passing  through 
the  sprocket  screws  into  the  carrier  and 
holds  the  parts  rigidly  together.  The  carrier 
bolt  hole  in  the  sprocket  is  reamed  on  a  taper 
to  fit  the  bolt  head,  thus  obtaining  a  large 
bearing  surface  together  with  compensation 
for  any  wear.  To  take  the  set  apart  it  is 
only    necessary    to    remove   the   carrier   bolt 


LEAGUEKIT 

Only  rf  pair  tool  makiDg  both 
cement  repair  and  plug  repair. 
Simple,  quick,  certain.  The 
Century  Eecord  Holder,  John 
H.  Nobre,  pronounces  it  the 
best  kit  he  ever  used. 


LABOR-SAVERS 


We  all  know  wh-at  tight  bearings  mean  inside  the  wheel — ho-w  about 
them  outside  ?  The  point  of  contact  between  tire  and  ground  is  just  as  muclt  a 
bearing  as  the  point  of  contact  between  axle  and  balls.  In  the  inside  bearing 
we  increase  or  lessen  friction  by  moving  the  cone — in  the  outside  bearing,  by 
changing  the  tire. 

Tires  made  of  cheap  rubber  and  fabric  increase  the  friction  of  riding,  run 
heavily,  waste  driving  power. 

Tires  made  of  fine  rubber  and  fabric— LEAGUE  TIRES — cut  down  the  friction, 
run  easily,  save  labor. 

Your  customers  are  bright  men  and  women;  they  believe  in  labor-saving 
devices — find  it  pays  to  use  them.  "What's  good  for  them  to  buy  is  good  for  you 
to  sell.     Specify  "get  there  and  get  back'   tiies  on  your  wheels. 


New  York 25  Park  Place 

Boston 24  Summer  Street. 

Philadelphia 308  Chestnut  Street. 

St.  Louis 210  No.  12th  Street. 

San  Francisco 509-511  Market  Street 

WESTERN  DISTRIBUTINS  AGENTS. 

A.  G.  Spalding  &  Bros.,  147  149  Wabash  Ave.,  Chicago' 

NEW  ENGLAND  DISTRIBUTING  AGENTS. 

Geo.  F.  Kehew  &  Co.,  129  Pearl  St.,  Boston. 


NEW  YORK  BELTING&RI^CKING  CO.LTD 


Mention  The  Cycle  Age 


362 


The  Cycle  Age  and  Trade  Review 


and  back  pedal,  when  the  rig-ht  crank  and 
sprocket  will  drop  off. 

Craniksi  for  the  Datta  set  are  furnished  in 
614-inch  and  7-inch  for  men,  and  6%-inch  for 
women;  ST)rockets  in  20,  22,  24,  26  and  28-tooth 
sizes  for  3-16-inch  chains  unless  otherwise 
specified. 

The  cranks  for  both  sets  are  made  from 
high  grade  steel,  and  every  crank  is  indi- 
vidually hardened.  Drawing'  is  done  toy  py- 
rometer. 

The  sprockets  for  the  No.  2  set  are  high 
class  drop  forgings.  Those  for  the  Latta  set 
are  the  well  known  Parish  &  Bingham  make. 
No  castings  or  malleables  of  any  sort  are 
used.  The  factory  capacity  is  1,000  sets  a 
day,  and  all  inquiries  should  be  addressed 
to  the  Geo.  L.  Thompson  Mfg.  Co.,  of  Clii- 
cag'o,  which  is  general  agent  for  the  manu- 
facturers. No  sets  sold)  at  retail  from  the 
factory. 

ARCADE  FILE  WORKS'  ELK  BICYCLES. 

The  Arcade  File  Works  of  Anderson,  Ind., 
last  fall  began  preparations,  among  which 
was  the  erection  of  a  new  factory  building, 
for  the  manufacture  of  bicycles.  Its  line, 
whichi  is  now  oomipleted  and  models  of 
which  are  ready  for  delivery,  comprises  six 
patterns  of  Elk  cycles  selling  at  $2.5,  ?40  and 
$50.     Models    10   and   11.    the  men's   and    wo- 


Model  21— Ladies'.    Price,  $40. 


Model  30— Men's  roadster.    Price,  $25. 

men's  patterns  of  the  $50  machines,  have 
poTpular  lines,  flush  joints  and  Fautoer  hang- 
ers. Black  is  the  regular  finish,  but  an  op- 
tion is  allowed  of  maroon  or  Empire  green 
enamel.  Hartfoi'd,  Morgan  &  Wright  or  Dun- 
lop  tires  are  fitted.  The  $40  paitterns,  Nos.  20 
and  21,  have  flush  joints,  two-piece  hanger 
groups,  and  are  fltted  with  Kokomo  tires. 
Models  30  and  31  are  similar  in  appearance 
to  the  $40  patterns,  but  are  offered  with  a 
smaller  range  of  options. 


PEERLES  MODELS  AND  CONSTRUCTION. 

The  Peerless  Mfg.  Co.,  of  Cleveland,  has 
issued  a  complete  illustrated  catalogue  in 
which  the  several  Peerless  and  Triumph  bi- 
cycles are  fully  described.  The  mechanical 
construction  which  has  won  prominence  for 
the  Peerless  is  clearly  shown  so  that  even 
the  uninitiated  may  grasp  the  ideas  present- 
ed. The  Mather  hub  for  straight  tangent 
spokes  is  now  fitted  to  all  Peerless  models, 
and  the  well  known  Peerless  tubular  fork 
crown  and  the  Peerless  reversible  seat  post 
are  retained  as  valuatole  features  of  the  ma- 
chines.     All    models    are    built    with    30-inch 


wheels  if  desired.  A  single  or  double  steer- 
ing double  diamond  tandem  and  a  graceful 
comibination  tandem  commplete  a  line  from 
which  almost  any  customer  could  select  a 
mount   that   would   satisfy   him. 


CLEVELAND'S  NEW  ROLLER  SKATING  RINK. 

A  company  composed  of  well  known  citi- 
zens of  Cleveland,  Ohio,  have  secured  for  a 
roller  skating-  rink  the  Cleveland  Grays'  ar- 
mory. The  building  has  been  furnished  with 
a  new  maple  floor  and  is  without  question 
the  finest  rink  in  the  country.  It  is  fur- 
nished with  600  pair  of  Henley's  celebrated 
roller  skates,  and  was  opened  last  Monday 
evening  with  a  full  ^military  band  in  at- 
tendance. Cleveland  has  always  been  a 
popular  city  for  roller  skating  and  this  en- 
terprise will  undoubtedly  prove  a  complete 
financial   success. 

PIERCE  LINE  ON  EXHIBITION. 

The  Pierce  bicycles,  manufactured  by  the 
George  N.  Pierce  Co.,  of  Buffalo,  N.  Y., 
will  be  exhibited  at  the  New  York  cycle 
show  in  sections  60,  61  and  62.  The  exhibit 
will  consist  of  their  entire  line,  including 
the  chainless  at  $75,  cushion  frame  at  $65 
and  $50,  racers  at  $50  and  $60,  tandems,  both 
double  diamond  and  combination,  at  $85, 
and  their  regular  chain  models  at  $40  and 
$.50.  This  company's  easjtern  manager,  S.  J. 
Thompson,  will  be  in  charge,  assisted  by 
the  managers  of  the  various  branch  stores. 
The  cushion  frame  machine  has  sprung 
into  great  popularity  in  the  metropolis  and 
will  be  one  of  the  interesting  features  of  the 
exhibit.  

ORIGINAL  IDEAS  IN  CATALOGUE  MAKING. 

Several  original  and  unique  features  are 
embodied  in  the  make-up  of  the  recently 
issued  catalogue  of  the  National  Sewing 
Machine  Co.  of  Belvidere,  111.  It  is  so  de- 
signed that  when  the  catalogue  is  folded 
to  go  in  the  pocket  the  creases  in  the  paper 
will  not  cross  the  half  tone  illustrations 
of  the  various  models  and  spoil  their  ap- 
pearance. The  ladies'  and  men's  machines 
of  each  model  appear  side  by  side  for  ready 
comparison.  The  specifications  and  con- 
structional details  are  also  presented  in  a 
more  than  ordinarily   striking  manner. 


TYPOGRAPHICAL  MISTAKE  IN  PRICE. 

The  advertisement  of  the  Cycle  Syndicate, 
320  Broadway,  New  York  City,  in  last  week's 
issue  of  Cycle  Age  stated  that  the  syndicate 
would  acceipt  orders  for  its  fire  and  water 
proof  calcium  carbide  storage  tank  and  50 
pounds  of  "Acetalite"  deodorized  car^bide  for 
.$2.50.  As  will  be  readily  imderstood  this 
price  was  much  too  low  and  was  due  to  a 
typographical  error.  The  correct  price  for 
the  tank  and  50  pounds  of  "Acetalite"  is 
$12.50.  

WANTS  AGENTS  EVERYWHERE. 

"Wheel  Wisdom"  is  the  title  of  an  eight- 
page  booklet  which  the  Remington  Arms 
Co.,  of  Ilion,  N.  Y.,  is  sending  out  to  th^ 
trade  to  call  attention  to  the  RemingtoP 
line  and  distinctive  parts,  such  as  the  non- 
stretchable,  detachable  link  chain  and 
double  tooth  sprocket,  one-piece  crank  and 
shaft,  toltless  seat  post  locking  device,  etc. 
This  company  is  seeking  to  secure  a  live, 
reliable  agent  in  every  town  in  the  United 
States.  

DIETZ  WALL  HANGERS. 

A  six-color  lithograph  hanger  is  being  sent 
to  the  trade  by  the  R.  E.  Dietz  Co.,  of  New 
York,  makers  of  the  Dietz  bicycle  lamps. 
The  design  is  an  amplification  of  the  well 
known  Dietz  advertising  design,  while  on 
the  reverse  side  are  printed  ten  letters  from 
prominent  firms  and  persons  testifying  to 
the  satisfaction  derived  from  the  sale  and 
use  of  the  Dietz  lamps. 


CORRESPONDENCE  WITH  MAKERS  SOLICITED. 

L.  D.  Munger  and  Fred  S.  Dickinson  are 
operating  as  manufacturers'  agents  in  the 
Mail  and  Express  building,  203  Broadway, 
New  York  City.  They  are  desirous  of  hand- 
ling bicycles  and  materials  in  the  east  and 
have  room  in  their  line  for  goods  of  all  de- 
scriptions, in  which  export  trade  can  be  se- 
cured.   

Egyptian  Trade  Requirements. 

Houses  intending  to  send  circulars  to 
Egypt  should  print  them  in  French  or 
Italian,  as  these  are  the  languages  most 
commonly  known  to  importers.  It  is  also 
necessary  to  use  the  weights  and  meas- 
ures of  the  metric  system  and  have  price 
quotations  made  in  terms  of  the  Egyp- 
tian tariff  piaster,  of  which  100  are  equiv- 
alent to  $4.94  of  our  money.  There  is  a 
considerable  importation  of  American 
small  machine  tools. 


Vou  €an  Count 
turn  on  your 
fingers 


We  refer  to  the  high  class  Bi- 
cycle Makers  who  are  not  equipping 
our  Saddle. 


It  has  been  said  that  a  certain 
well-known  tire  "  Marked  the  high- 
grade  wheel,"  and  with  due  apology 
to  that  company,  we  wish  to  say  that 
the  same  is  most  emphatically  true  of 


THE 

l>olknkck 

Rawbide  Saddle 


Mr.  T>ealer:     Kick  hard  and  you  will 
get  them. 


HoIIenbeck  Saddle 
Company 

Makers,  -    SYRACUSE,  N.  Y. 
New  York  Cycle  Show,  Stand  94,  Main  Floor 


The  Cycle  Age  and  Trade  R 


EVIEW 


363 


Progrmiw 

^ii( 

^^^^^M^^^MM^^^M^M 

HE  reason  is  simple.    A  great  part  of 

*^^v 

the  feat  is  performed  in   g-etting  the 

Jidciits 

sale  of  a  wheel  possessing  abundance 
of  style  and  superior  quality. 

It  has   evidently  been  whispered  around  a 

■V"1V 

little  that  the  Barnes  Hne   for  1899  is   better 

Jire 

than  ever  before,   for  new  applications   are 
coming-  in  fast,  and  nearly  all  former  agents 
are  with  us  for  another  year. 

Barnes 

Let  us  hear  from  you. 

Cbe  Barnes  Cycle  Company 

^i( 

Ji9tm 

Syracuse,  n.  V. 

iiiiiiiiiiii^  itiitiiL^Siiiitiiiiiiiit 

Mention  The  Cycle  Age 

■■ 

Everything  for  Bicycle 

Builders  and  Dealers 

We  are  Western  Agents  for  the  following: 

Aurora  Automatic  Machine  Screw  Co. 
G.  L.  Thompson  Mfg.  Co. 

Chicago  Handle  Bar  Co. 

Bevin  Bros.  Mfg.  Co. 

India  Rubber  Co. 

Excelsior  Needle  Co. 
Brown  &  Wales 

Winona  Wood  Rim  Co. 

Edw.  Miller  Mfg.  Co. 
Butterfield  &  Co. 

Excelsior  Supply  Co.,  Chicago 


Write  for  our 

'99  Catalogue  and  Prices. 

Established  1876. 


364 


The  Cycle  Age  and  Trade  Ri  \nE\N 


CYCLING    IN    FLOJ^IDA 


A  Sportman's  Paradise  Where  Cycling  is  Limited  to  Sea 

Shore  and  Cycle  Paths. 


About  fifty  miles  down  the  coast  from 
St.  Augustine,  the  Halifax  river  becomes 
a  charming  series  of  landlocked  salt  water 
sounds,  which  bound  the  east  coast  of 
Florida  for  more  than  175  miles,  affording 
an  inside  passage  through  the  tranquil 
stretches  of  the  Indian  River,  St.  i^ucie 
Sound  and  Ijake  Worth,  and  It  is  near  the 
head  of  this  river  where  Ormond,  the  de- 
light of  Northern  tourists,  and  the  first 
prominent  winter  resort  south  of  St.  Aug- 
ustine, is  situated.  Nothing  can  be  seen 
of  its  beauties  from  tlie  railroad  sta- 
tion; a  sandy  waste  is  indeed  labelled  Or- 


run  back  to  Ormond  was  made  comfort- 
ably at  about  an  eight-mile  gait. 

Little  Chance  for  Cyclist 

Investigation  proved  that  there  was 
very  little  cycling  at  this  point  outside  of 
the  beach,  and,  as  Daytona  lay  six  miles 
down  the  river  and  was  connected  with 
Ormond  by  an  excellent  cycle  path,  the 
scribe  was  soon  speeding  over  its  rolling 
surface,  now  through  a  grove  of  palmet- 
tos, again  startling  a  flock  of  wild  ducks 
or  crossing  a  little  bayou  in  which  the 
'gator  and  the  mud  turtle  sunned  them- 


fruit  in  the  world  can.  compare  witii  it 
for  sweetness  and  lusciousness  of  pulp. 
The  Bast  Goast  train  backs  down  a  little 
spur  to  the  river,  and  your  correspondent 
mounted  his  wheel  just  as  the  afternoon 
sun  was  beginning  to  cast  long  shadows 
and  to  lose  its  fervor.  The  road,  of  co- 
quina  stoell  rock,  wound  along  the  pic- 
turesque bank  of  the  river,  overshadowed 
by  tall  palmettos.  Its  hard  surface  did 
not  last  long,  however,  so  the  rider  soon 
took  to  the  path,  and,  passing  through  an 
open  gate,  rode  through  an  orange  grove 
until  the  end  of  the  path  showed  a  sloping 
rock  on  which  he  stood  and  regaled  the 
sense  of  sight  with  the  beautiful  expanse 
of  the  Indian  river,  on  wi^ich  wild  duck 
were  swimming,  while  mullet  were  leap- 
ing. In  the  distance  lay  Merritt's  Isl- 
and, famous  for  its  orange  groves  and  its 
immunity  from  frost. 


5portsinan's  Paradise. 

There  is,  as  yet,  very  little  opportunity 
for  the  wheel  at  Rockledge,  but  the  road 
is  building  to  Coquina,  three  miles  soutli, 


mond  Golf  Glub,  but  to  no  one  except  the 
enthusiasts  of  this  game  could  it  appear 
attractive.  A  good  shell  road,  however, 
leads  from  the  station  to  the  river,  and 
the  road  across  the  bridge  brought  your 
correspondent  to  the  hotel  nestling  among 
the  pines  on  the  banks  of  t.^e  Halifax. 
Photographs  a  Wreck. 
It  was  a  warm,  bright  aay,  and  to  get 
the  full  benefit  of  the  sea  breeze,  your 
correspondent  continued  a  half  mile  fur- 
ther to  the  coast,  and  was  soon  enjoying 
a  good  dinner  at  the  Hotel  Coquina,  whose 
broad  verandas  extend  over  the  beach. 
The  tide  was  out,  the  sand  hard  and  level 
and  the  wind  blowing  hard  from  the 
South.  Two  miles  down  the  coast  could 
be  seen  the  dismantled  form  of  a  wreck, 
and  to  investigate  this,  as  well  as  to  test 
the  power  of  the  wind  on  the  return,  the 
writer  struggled  down  the  beach  in  a 
series  of  short  tacks,  the  fine  dry  sand 
blowing  like  sheets  of  snow  against  the 
wheel.  The  wreck  proved  to  be  that  ol 
a  large  coasting  schooner,  the  "Nathan 
E.  Cobb,"  and  after  photographing  it 
and  the  shore,  the  wheel  was  turned  to 
the  north  and  the  slight  impetus  given 
it  as  your  correspondent  swung  into  the 
saddle,  and  with  feet  over  the  bars  the 


selves.  It  is  said  that  seven-tenths  of  the 
population  of  Daytona  own  bicycles,  and 
this  is  not  diflacult  to  believe,  as  one  rolls 
over  the  beautiful  shell  streets  to  be  found 
everywhere.  Daytona  reminded  your  co- 
respondent of  Ocean  Grove.  The  resi- 
dences are  well  separated,  the  streets  are 
beautifully  shaded,  and  an  atmosphere  of 
prosperity  pervades  the  whole.  At  m.- 
point  another  bridge  crosses  the  Halifax 
River,    connecting  with  the  coast. 

It  would  be  a  critical  pleasure  seeker 
who  could  not  find  contentment  at  Or- 
mond by  the  sea.  Cycling,  driving,  golf, 
hunting,  fishing  and  yachting,  and  ttie  va- 
ried delights  of  surf  and  still  water  are 
all  here  at  Ms  command.  It  seemed  im- 
possible to  believe  that  anything  more 
beautiful  could  be  found,  but  it  was 
soon  discovered  that  the  magical  touch 
of  the  tropics  had  not  opened  nature's 
heart  at  Ormond  as  it  had  at  Palm  Beach 
and  Miami. 

It  is  a  novel  and  pleasant  experience 
to  allay  the  thirst  for  whicli  wheelmen 
are  famous  by  plucking  a  juicy  orange 
from  amid  the  dark,  glossy  leaves  and 
sucking  or  eating  it  on  the  spot. 

At  Rockledge  the  Indian  river  or- 
ange is  at  its  best,  and  no  other  citrus 


and  is  fine  as  far  as  Gocoa,  an  equal  dis- 
tance up  the  river.  Next  winter  visiting 
wheelmen  are  promised  a  path  to  Titus- 
ville,  and  doubtless  another  season  will 
find  Ormond  and  Rockledge  connected  by 
a  series  of  excellent  cycle  trails,  afford- 
ing seventy-five  miles  of  straightaway  rid- 
ing through  one  of  the  most  picturesque 
sections  Oif  Florida.  Rockledge  is  an  ex- 
cellent stopping  place  for  the  sportsman. 
The  Indian  river  abounds  in  sea  trout, 
cavalli,  grouper,  bass  and  mullet,  and  is 
covered  during  the  winter  season  wilh 
flocks  of  wild  duck,  including  mallard, 
pintail  and  widgeon.  Across  the  river,  in 
a  large  swamp,  may  be  found  plenty  of 
alligators,  which  are  often  lassoed  and 
taken  alive  to  Rockledge.  Three  miles 
back  from  the  village  the  hammock 
abounds  in  quail,  and  the  large-mouthed 
bass  can  be  caught  in  the  small  fresh 
water  lakes  whicti  dot  the  region. 

The  cultivation  of  oranges  in  southern 
Florida  is  beginning  to  revive  after  the 
severe  frosts  of  '93  and  '96,  and  it  is  mosit 
sincerely  to  be  hoped  that  in  the  near 
future  the  Northern  market  wiil  be  once 
again  generously  supplied  with  oranges, 
lemons  and  grape  fruit  froim  the  state 
which  alone  produces  them  in  perfection. 


The  Cycle  Age  and  Trade  Review 


365 


(( 


Use  good  judgment  and  secure  the 
agency  for  the 

rionarch 
Line 

before  your  competitor  gets  it.    We  propose  to  have 
an  agent  in  every  city,  town  and  hamlet. 

Monarch  Roadsters $50.00 

Defiance  Roadsters 35.00 

King  and  Queen  Roadsters 25.00 

Show  us  a  $25  wheel  that  beats  it. 

Monarch  Chainless,  $75 

Every  model  exceptional  value  for  the  money. 
Write  US  for  agency  proposition  and  catalogue. 

RIDE   A  MONARCH  AND  KEEP  IN  FRONT." 


f:  rionarch  Cycle  flfg.  Co.,  Lake.  Haisted  and  Fuiton  streets,  CHicago. 

?S  NEW  YORK.  LONDON.  HAMBURG. 


THESE  DISTRIBUTORS  ot 


Allen  Rotary  Tire 


Bells 


are  selling  them  because  they  have  seen  the  i8gg 

samples  and  know  the  <^llen  is  the  best 

^o-cent  'Bell  in  the  market 


Hartley  &  Graham,  New  York. 
The  H.  W.  Peabody  Co.,  New  York. 
H.  B.  Shattuck  &  Son,  Boston. 
Horace  Partridge  &  Co.,  Boston. 
Wright  &  Ditson,  Boston. 
John  P.  I^ovell  Arms  Co.,  Boston. 
Boston  Cycle  Supply  Co.,  Boston. 
Albany  Hardware  Co.,  Albany. 
Benns  &  Visscher,  Schenectady. 
Clark  Horrock  &  Co.,  TItica. 
Spalding  &  Co.,  Syracuse. 
Shone-Hanna  Mfg.  Co.,  Rochester. 
Hall-Shone  Co.,  Rochester. 
S.  B.  Roby  &  Co.,  Rochester. 
Augell,  Sumner  &  Co.,  Buffalo. 
Buffalo  Cycle  Component  Co.,  Buffalo. 

Supplee  Hardware  Co.,  Philadelphia. 

Geo.  W.  Nock,  Philadelphia. 

"Wash.  Cycle  Sup.  Co.,  Washington,   D.  C. 

I,ogan  Gregg  Hardware  Co.,  Pittsburgh. 

Justice  Cycle  Co.,  Pittsburgh. 

Bindley  Hardware  Co.,  Pittsburgh. 

Pickering  Hardware  Co.,  Cincinnati. 

J.  B.  Poorman,  Jr.,  Cincinnati. 

Van  Camp  Hardware  Co.,  Indianapolis. 

C.  G.  Fisher  &  Co.,  Indianapolis. 

IVevy  &  Steam,  Cleveland. 

CoUister  &  Sayle,  Cleveland. 

H.  W.  I/eutkemyer  &  Son,  Cleveland. 

A.  J.  Rummel  Arms  Co.,  Toledo. 

Geo.  Hilsendegen,  Detroit. 

W.  :E.  Wndsay  &  Co.,  Milwaukee. 

J.  Andrae  Sons  &  Co.,  Milwaukee. 
Simmons  Hardware  Co.,  St.  I,ouis. 
Neustadt  Cycle  Supply  Co.,  St.  1/Ouis. 
Nor.  Cycle  Supply  Co.,  Minneapolis. 
Janney,  Semple  &  Co.,  Minneapolis. 
Colorado  Cycle  Supply  Co.,  Denver. 
The  Beckley-Ralston  Co.,  Chicago. 
Morley  Bros.,  Saginaw. 
Baker  &  Hamilton,  San  Francisco. 
Saton,  Chase  &  Co.,  Norwich,  Conn. 
Henry  Horton,  New  Haven,  Conn. 
Foster  Cycle  Depot,  Providence,  R.  I. 
Barker,  Rose  &  Clinton,  lElmira,   N.  Y. 
W.  A.  Chenow^eth,  Birmingham,  Ala. 
Ira  Abbott,  New  York  City. 

This  list  is  growing. 

Our  stock  of  bells  is  growing. 
Our  pay  roll  is  growing. 


The  Qeo.  Sweet  Manufacturing 
Company 


DANSVILLE,  N.'  Y. 


36(i 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  5P0RT 


ELKES  DEFEATS  McDUFFIE 


Bostonian  Ridden  to  a  Standstill  in  25-nile  Match 
— Elkes  Calls  for  More  Pace. 


New  York  City,  Jan.  16. — Harry  Bikes 
displayed  his  remarkable  supremacy  in 
middle  distance  racing  last  Thursday 
night  in  his  twenty-five-mile  match  -with 
B.  A.  McDuflfie,  whom  he  defeated  by 
thirteen  laps  in  52:34  on  the  Madison 
Square  Garden  ten-lap  track.  McDuffle 
sought  the  match,  and  now  he  is  a  sad- 
der but  a  wiser  man.  Before  the  start  of 
the  race  he  demanded  payment  of  a  dis- 
puted account  of  $500  before  making  his 
appearance  on  the  track  and  as  a  result 
the  race  was  delayed  for  almost  an  hour 
until  finally  the  money  was  paid  to  him. 

Last  year's  middle  distance  champion 
took  the  lead  in  the  first  mile  and  gained 
slightly  on  the  Glens  Falls  youth,  but  in 
the  second  mile  the  latter  cut  his  time  for 
the  mile  down  to  1:55,  taking  all  the  pace 
he  could  get  and  calling  for  more,  while 
the  Bostonian  had  trouble  hanging  on  to 
what  was  given  him.  After  the  first  mile 
Bikes  gained  steadily  on  McDuflae  and 
at  five  miles  was  31  3-5  seconds  in  the 
lead.  At  ten  miles  he  led  by  1:01;  at  fif- 
teen by  1:24  3-5;  at  twenty  by  2:18  2-5. 
and  at  twenty-five  by  4:25  2-5. 

After  the  fifteenth  mile  the  Bostonian 
loafed  around  the  track  in  a  most  ab.iect 
manner  and  was  so  clearly  outclassed  that 
many  of  the  spectators,  disgusted  by  the 
long  preliminary  wait  and  owing  to  the 
lateness  of  the  hour,  left  the  building  be- 
fore the  end  of  the  race.  Each  contest- 
ant had  seven  tandem  teams,  five  of  Mc- 
Dufiie's  being  teams  formerly  retained 
by  Mkes. 

Racing  Men  Going  to  California. 

The  largest  party  of  racing  cyclists 
that  ever  crossed  the  continent  will  leave 
New  York  Friday  for  San  Francisco  to 
take  part  in  the  indoor  racing  that  be- 
gins there  February  11.  An  eight-lap 
board  track  has  been  laid  in  Mechanics' 
pavilion  for  the  occasion.  The  first  two 
days  will  be  devoted  to  sprint  racing, 
then  a  six  days'  race  begins  on  February 
14,  and  the  following  week  is  to  be  given 
up  to  middle  distance  events.  About 
thirty  riders  will  comprise  the  trans- 
continental party,  which  will  include, 
among  others,  Harry  Elkes,  Jay  Baton, 
Fred  Hoyt,  Frank  Waller  and  trainer. 
King  Ryan,  Teddy  Hale,  Oscar  Julius, 
John  Lawson,  Oscar  Aaronson,  Louis 
Gimm,  Frederick  the  Swiss,  J.  W.  Nawn, 
Burns  Pierce,  Frank  Alberts,  Ed  Stevens, 
John  Chapman,  Tom  Barnaby,  Charles 
Turville,  Henry  Pilkington,  W.  D.  Elkes, 
Charles  Ashinger  and  others.  Charles 
Miller  and  his  trainer  John  West  will 
join  the  party  at  Chicago,  and  Jimmy 
Michael  and  Al  Weinig,  his  new  trainer, 
both  of  whom  are  now  in  New  Ooleans 
following  the  horse  racing,  will  meet 
them  in  San  Francisco,  while  E,  C. 
Bald,  accompanied  by  Tod  Sloan,  will  be 
there  to  welcome  the  crowd.  There  is 
a  large  party  of  sprinters  already  in 
training  on  the  coast,  including  Floyd 
McFarland,  Orlando  Stevens,  Howard 
Freeman,  Charles  Wells,  Clinton  Oouler 
and  Bob  Terrill. 


Prince  Promoting  Texas  Circuit. 

Jack  Prince  has  been  in  Texas  try- 
ing to  interest  the  capitalists  and  riders 
there  in  his  southern  circuit  plans  and 
has  apparently  met  with  encouragement. 
He  proposes  to  build  fine  race  tracks  in 


Galveston  and  Houston,  and  would  in- 
clude in  his  circuit,  besides  these  two 
cities,  San  Antonio,  Austin,  Waco,  Ft. 
Worth  and  Dallas.  The  circuit  is  to  start 
in  New  Orleans  about  the  22d,  when  a 
big  meet  is  to  be  given,  and  the  route 
is  to  be  covered  two  or  three  times,  after 
which  some  of  the  riders  will  continue 
on  to  the  Pacific  coast  to  enter  the  spring 
races  there.  All  the  races  on  the  circuit 
are  to  be  held  under  the  sanction  of  the 
Southern  Cyclist  Association,  and  it  is 
Prince's  intention  to  secure  the  presence 
of  many  of  the  best  sprint  riders  in  New 
York,  including  Earl  Kiser,  Arthur  Gar- 
diner, H.  Steenson,  Bob  Walthour,  Henry 
Eckert,  Wallace  Anderson,  |Ben  Munroe, 
George  Quinn,  Tom  and  Nat  Butler,  the 
Kraemer  brothers,  Frank  Starbuck,  Will 
and  Jack  Coburn  and  Tom  Cooper. 


THE  AUSTRAL  WHEEL  MEET 


Melbourne  flechanic  Wins  the  Great  Handicap  of 
the  Antipodes— Thirty  Thousand  Spectators. 


LEAGUE  POLITICAL  AFFAIRS 


Sams  Agrees  Not  to  Run  for  Presidency— Mott  Will 
Decline  Reappointment. 


Baltimore,  Jan.  16. — Thomas  J.  Kee- 
nan,  Conway  Sams  and  Albert  Mott  were 
in  conference  here  last  week  and  when 
the  meeting  was  over  it  was  announced 
that  Sams  had  agreed  to  withdraw  his  op- 
position to  Keenan's  candidacy  for  the 
presidency  of  the  League  and  would  him- 
self retire  asi  the  candidate  of  the  Potter 
element.  After  carefully  estimating  the 
strength  of  each,  Keenan  and  Sams  found 
their  support  nearly  equal,  with  one  sec- 
tion in  doubt.  A  joint  telegram  was  sent 
to  this  place  and  the  answer  was  favora- 
ble to  Keenan,  which  decided  the  question 
of  which  was  to.  retire. 

It  has  been  rumored  that  an  agree- 
ment was  also  entered  into  at  this  meet- 
ing whereby  Mott  was  to  be  reappointed 
to  the  chairmanship  of  the  racing  board, 
but  on  the  following  day  "Uncle  Jerry" 
positively  declined  to  be  a  candidate  for 
reappointment,  saying  that  the  duties  of 
the  office,  added  to  his  private  affairs, 
have  injured  his  health. 

Keenan  favors  the  acpointment  to  the 
national  racing  board  of  men  who  are  in 
close  touch  with  racing  interests.  From 
remarks  he  has  made  it  Is  inferred  the 
chairman  will  be  a  man  who  understands 
the  whims  of  riders  and  one  in  whom  the 
outlaws  can  have  confidence.  Keenan 
hopes  by  finding  such  a  man  to  make  the 
way  easy  for  the  return  of  the  outlaws. 
The  committee  which  was  appointed  a 
year  ago  to  consider  the  advisability  of 
the  League  transferring  the  control  of  ra- 
cing to  another  body  will  report  at  the 
Providence  assembly  that,  since  there  is 
no  association  competent  to  take  con- 
trol, the  League  should  retain  it.  For 
the  appointment  to  the  chairmanship  of 
the  racing  board  six  men  are  prominently 
mentioned.  They  are:  Fied  Gerlach,  Chi- 
cago; H.  Robinson,  Boston;  W.  R.  Pit- 
man, G.  L.  McCarthy  and  John  Barnett. 
New  York,  and  C.  W.  Mears,  Cleveland. 

No  less  than  three  amendments,  from 
the  representatives  of  as  many  different 
divisions,  will  be  offered  at  Providence 
looking  to  the  admission  of  professionals 
to  membership,  and  should  either  of  these 
amendanents  be  adopted,  which  seems 
probable  at  this  writing,  one  of  the 
strongest  cards  of  the  anti-Leaguers  will 
have  been  trumped. 


The  latest  report  of  the  French  min- 
ister of  finance  shows  that  there  are  534,- 
000  cyclists  in  France. 


Sydney,  Dec.  19. — The  great  Austral 
Wheel  race  three  days'  meet  was  con- 
cluded December  10  at  Melbourne.  Nearly 
30,000  persons  were  present  to  witness  the 
final  of  the  Austral.  The  gate  receipts 
for  the  three  days  amounted  to  more  than 
$12,500.  The  racing  throughout  the  day 
was  brilliant  and  exceptionally  fast  for 
a  grass  track. 

The  most  important  event  was  the  final 
of  the  Austral,  for  which  sixteen  riders 
had  qualified  the  Saturday  previous.  The 
first  prize  was  $1,200,  second  $600  and 
third  $200.  The  race  was  a  brilliant  one 
all  through.  The  limit  men  got  together 
early  in  the  race  and  pacing  alternately 
defied  the  back  markers  to  catch  them. 
The  final  struggle  was  one  of  the  best 
finishes  yet  seen  at  a  cycling  meet.  T. 
S.  Finnigan  won  after  leading  for  the  last 
three  laps,  W.  Middleton  was  second, 
MacGibbon  third,  a  foot  behind  Middle- 
ton,  and  Matthews  fourth,  half  a  yard 
back.  When  the  field  entered  the  last 
lap  Finnigan  rushed  to  the  front  at  a 
terrific  pace,  with  Matthews  hanging  on, 
and  gradually  they  gained  two  lengths 
on  the  bunch  of  half  a  dozen  following. 
Matthews  tackled  Finnigan  half  a  length 
from  home,  but  the  latter  shook  him  off 
and  appeared  to  have  the  race  won,  when 
Middleton  made  a  wonderful  rush  and 
came  up  with  Finnigan.  A  great  race 
ensued.  Middleton's  wheel  once  or  twice 
showed  in  front,  but  he  got  pocketed  and 
bumped,  which  spoiled  his  chance.  Fin- 
nigan -  with  a  mighty  effort  landed  the 
race  by  a  foot.  Relph,  the  Englishman, 
who  started  favorite,  finished  last.  Time, 
4:30  4-5. 

Finnigan  is  employed  as  a  cycle  me- 
chanic in  Melbourne  and  rode  a  Canadian, 
machine. 

Walne  won  the  ten-mile  scratch  race 
by  two  lengths  from  Miller  and  Forbes. 
There  were  thirty-eight  starters. 

The  Victoria  mile  race  was  taken  by 
Crisp  of  Tasmania  from  forty  yards, 
while  Campbell  won  the  flying  stakes. 
Ken  Lewis  fell  and  broke  his  collar  bone. 

The  summaries  are  as  follows: 

Two-mile  Austral  handicap^T.  S.  Finnig-an, 
220  yards,  first;  W.  Middleton,  190  yards,  sec- 
ond; G.  MacGilbtoon,  230  yards,  third;  W.  Mat- 
thews, 260  yards,  fourth.  W.  C.  Jackson,  T. 
Relph,  J.  B.  A.  Gargurevich,  A.  E.  Tame, 
W.  B.  Taylor,  E.  E.  Fontaine,  W.  L.  Clin- 
ton, T.  Amos,  J.  Brooker,  W.  Stapleton  and 
A.  W.   Bennet  also  started.     Time,  4:30  4-5. 

Ten^mile  scratch— R.  H.  Walne,  first;  C.  E. 
Miller,  second;  A.  C.  Forbes,  third.  Time, 
24:35. 

One-mile  "Victoria  handicap — A.  B.  Crisp,  40 
yards,  first;  A.  J.  Berry,  65  yards,  second; 
S.   E.   Gordon,  90  yards,   third.     Time,  2:11. 

Half-mile  fiying  stakes,  final  heat— J. 
Camiplbell,  50  yards,  first;  P.  Bazely,  65  yards, 
second;  J.  Esler,  50  yards,  third.  Timie, 
1:02  4-5.  

First  Popular  Good  Roads  Vote- 
Complete  returns  of  the  Minnesota 
state  election  show  that  the  state  aid 
amendment  to  the  constitution  has  been 
passed  by  the  people  by  a  vote  of  70,043 
to  38,017.  This  is  the  first  time  that  a 
popular  vote  has  ever  been  taken  in  any 
state  upon  the  good  roads  question  and 
the  result  is  a  most  emphatic  indorse- 
ment of  state  aid  as  its  solution.  The 
constitutional  amendment  was  introduced 
at  the  1897  session  of  the  Minnesota  leg- 
islature by  A.  B.  Choate  of  Minneapolis, 
as  representative  of  the  L.  A.  W.,  and, 
its  passage  by  that  body  was  the  result 
of   his    persistent    and    diplomatic    work 


The  Cycle  Age  and  Trade  Review 


367 


mtmmyom'rmmmf^mf^mfomfm^^ 


rx 


..Orient  Light  Roadster.. 


'50 


Weight,  with  regular 
equipment,  22y2  lbs. 


Like 

All  Orients 

It's   Graceful,    Speedy 
and  Mechanically 

Correct. 


'THEY  ALL  RIDE  THE  ORIENT" 


Waltham  Mfg.  Company 


315  CRESCENT  PARK 
•ji  WALTHAM,  MASS. 


SEE  US  AT  THE  NEW  YORK  SHOW,  SPACES  I43-J5I. 


^1 


M 


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m 


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m 

m 

p 
p 
m 


m 

m 
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i 


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Eclipse 

CYCLES 

ONE  GRADE- ONE  PRICE 

$50.00 

Waldorf 

CYCLES 

ONE  GRADE— ONE  PRICE 

$35.00 


Fitted  with  the  Morrow  Automatic  Coaster  and  Brake 


Mr.  Ag-ent — They  will  put  you  in  a  position  to  control 
the  trade  in  your  city.  Secure  the  Ag-ency.  Write 
for  quotations  to=day.=  = 


Eclipse  Bicycle  Company,  Elmira,  N.  Y. 


m 

m 
m 
m 
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368 


The  Cycle  Age  and  Trade  Review 


in  behalf  of  the  measure.  This  left  it 
to  be  submitted  to  popular  vote  for  its 
final  passage.  A  strong  educational  cam- 
paign for  good  roads  was  carried  on  by 
the  L.  A.  W.  throughout  Minnesota  dur- 
ing the  past  summer  and  fall  with  the 
active  assistance  of  the  Bureau  of  Road 
Inquiry  at  Washington  and  the  press  of 
Minnesota.  The  Minnesota  legislature 
will  now  take  the  necessary  steps  to  put 
a  system  of  state  aid  in  operation  such 
as  is  now  in  force  in  New  Jersey  and  in 
New  York.  Farmers  especially  will  ap- 
preciate this,  as  it  will  enable  them  to  ob- 
tain dunable  highways  without  being 
obliged  to  bear  the  entire  expense,  as 
they  do  at  present. 


Algerians  Cheer  the  "Flying  Yankee." 

George  Banker,  popularly  called  the 
"Flying  Yankee"  by  the  Frenchmen,  was 
the  star  attraction  at  the  big  meeting  in 
the  city  of  Algiers  on  January  1,  which 
was  attended  by  a  large  and  cosmopolitan 
crowd  of  spectators.  Grogna,  Banker  and 
Tommaselli  qualified  in  the  three  heats 
of  the  handicap  race.  The  final  was  a 
regular  scratch  race.  The  three  loafed  for 
the  first  half  lap,  but  the  crowd  began  to 
hiss  and  Banker  went  to  the  front,  where 
he  staid  until  the  finish,  resisting  every 
effort  of  the  others.  Four  heats  of  the 
Algerian  championship  race  were  won  by 
Grogna,  Banker,  Tommaselli  and  Guig- 
nard.  Banker  winning  his  heat  by  thirty 
meters.  The  final  was  to  have  been  run 
January  8.         

Rebellion  Dying  Out  in  Colorado. 

The  Denver  Wheel  Club  has  sent  in  ap- 
plications for  membership  in  the  L.  A. 
W.,  and  a  Denver  daily  paper  states  that 
the  League  will  assume  control  of  racing 
affairs  in  Colorado  next  spring.  The  dis- 
affection last  summer  was  due,  it  says, 
to  a  small  but  powerful  combination  of 
Denver  cyclists,  and  gradually  the  senti- 
ment against  secession  and  separate  con- 
trol has  gained  ground  until  there  re- 
main in  Colorado  few  sympathizers  with 
the  cause  of  rebellion. 


NEWS  IN  BRIEF. 

Arrangements  are  being  made  for  a  four- 
days'  indoor  race  meet  in  Baltimore  to  be 
run  the  last  part  of  January. 

G.  G.  Welbber  of  Toledo  is  credited  with 
having  won  the  Century  Road  Club  mileage 
for  last  year,  having  ridden  37,500  miles, 
which  is  far  In  advance  of  that  made  by  any 
other  rider. 

"Wisconsin  wheelmen  will  ask  the  state  leg- 
islature at  the  present  session  to  pass  a 
special  statute  providing  a  penalty  of  six 
months  to  two  years  imprisonment  for  bicy- 
cle stealing. 

George  Gideon,  ex-chairman  of  the  League 
racing  board,  denies  that  he  favors  W.  R. 
Pitman  for  chairman  of  that  board,  and 
says  that  he  thought  the  suggestion  was  one 
of  Pitman's  jokes. 

Councilman  Bell  of  Tacoma  has  prepared 
a  bill  for  presentation  to  the  Washington 
state  legislature  authorizing  the  cities  to 
regulate  and  license  the  riding  lof  bicycles 
and  use  of  other  vehicles  and  to  build  cycle 
paths. 

A  bicyclist  who  had  just  ridden  108  miles 
in  eight  hours  died  at  Binghamton,  N.  Y., 
recently.  An  autopsy  disclosed  the  fact 
that  the  victim's  organs  were  all  In  a  per- 
fect condition.  It  was  simply  a  case  of  ex- 
haustion. 

D.  R.  McLachlan  went  for  the  amateur 
paced  records  at  Johannesburg,  South  Africa, 
Decemiber  3,  and  did  the  quarter-mile  in 
:241-5  and  the  mile  in  1:52  2-5.  The  American 
quarter-mile  record  is  held  at  :24  by  E.  A. 
Morass,  made  in  Detroit  in  November,  1897, 
and  the  one-mile  at  1:43  2-5,  made  by  H.  G. 
Gardiner,  at  Willow  Grove,  September  11, 
1898. 

Harry  Leo  of  Sioux  Falls,  S.  D.,  rode  into 
New  York  city  last  Friday,  having  made  the 
round  trip  from  New  York  to  San  Francisco 
and  Tiack  since  June  1.  He  said  he  reached 
the  Golden  Gate  September  4,  having  broken 
tliel  New  York  to  Penv&r  record  en  route, 


the  trip  having  been  made  in  flf  ty-one  days. 
He  started  on  his  return  ride  from  the  coast 
on  Septem.ber  6. 

Mrs.  George  Bunker  of  Chicago  has  won 
the  Century  Road  Club  mileage  for  women 
riders  for  1898,  having  ridden  18,458  miles  dur- 
ing the  year. 

Joe  Downey  of  Boston  is  the  first  person 
to  apply  to  the  National  Cycling  Association 
for  recognition  of  a  racing  record.  He  filed 
a  claim  with  A.  G.  Batohelder,  chairman  of 
the  board  of  control,  for  his  amateur  paced 
half-mile  of  :59  2-5  made  December  31  last. 

Major  Taylor  is  vacillating  on  the  question 
of  going  to  Europe  next  spring.  He  has  had 
a  longing  to  go  ever  since  his  phenomenal 
work  on  the  national  circuit,  but  has  been 
deterred  by  various  considerations,  one  of 
the  chief  of  which  is  the  fact  that  most  of 
the  big  race  meets  take  place  on  Sunday  In 
France.  While  in  Chicago  last  week,  how- 
ever, Major  Taylor  said  he  would  go  into 
training  as  soon  as  the  New  York  cycle 
show  is  over  if  the  weather  permits  and  will 
leave  for  Europe  when  he  gets  in  good  form. 
Upon  arriving  he  will  train  another  two 
or  three  weeks  and  then  go  for  European 
mille  andl  kilometer  records  from  the  quarter- 
mile  and  third-kilometer  to  the  hour.  His 
chief  amibitlon  is  to  defeat  Bourillon  in  an 
open  race  or  match  event.  He  will  return  to 
America  In  time  to  compete  at  the  world 
championships  in  Montreal. 


MISCELLANEOUS. 

AdTertiBements  under  this  head  6  cents  per  word  flrat 
Insertion,  8  cents  per  word  each  insertion  thereafter.  Oasb 
with  order.  Express  orders,  postoffloe  orders,  or  stamps 
received. 


WANTED 


"WANTED— From  manufacturers  and  jobbers,  the 
lowest  prices  and  the  best  terms  on  all  bicycle  parts, 
tulalng,  sundries  and  small  bicycle  tool-  to  fit  np  a 
first-class  supply  house;  answer  by  mail.  P.  DeWard, 
885  21st  Place,  Chicago. 

WANTED— Position  as  foreman  in  brazing  room; 
understand  dipping  thoroughly.  Chas.  Las£K,  616 
N.  Senate  Ave.,  Indianapolis,  Ind. 

MANUFACTTTRERS— Gentleman,  trained  en- 
gine r  with  central  London  office,  many  years'  exper- 
ience in  the  cycle  trade,  large  connection  amongst 
manufacturers,  factors,  shippers  and  agents,  is  open 
to  take  up  and  thoroughly  work  through  travellers 
and  himself  a  good  sole  agency  for  cycles,  compon- 
ents or  stampings,  etc.;  best  firms  only  enteriained. 
R.  M.  P.,  care  Cycle  Age. 


FOR  SALE 


FOR  EXCHANGE— High  class  hubs  and  two- 
piece  hangers  for  machinery.  Address  C.  H.  B.,  care 
Cycle  Age.  * 

REFEREE  BICYCI/ES  are  money  making 
bicycles.  Up  to  date,  reliable,  handsome.  Five 
models  including  a  30-inch.  Prices  sure  to  interest. 
Deliver!'  s  prompt.  Keferee  Cycle  Co.,  56  Fifth 
Ave.,  Chicago. 

TO  MANUFACTURERS  of  Bicycles  and  Bicy- 
cle Pittiugs;  also  Jobbers  of  Fittings.  On  account  of 
retiring  from  business  are  closing  out  at  bargain 
prices  bicycle  parts  and  fittings,  also  factory  equip- 
ment, consisting  of  machinery,  standard  small  tools 
in  great  variety,  special  bicycle  tools,  general  line  of 
equipment  and  supplies.  All  in  first-class  condition. 
Send  for  catalogue.  Something  in  the  lf)t  sure  to  be 
of  Interet-t.  Address  The  Mooee  Cycle  Fittings  Co., 
50  Mechanic  St.,  Newark,  N.  J. 

AGENCIES  WANTED. 
AUSTRALIA  AND  NEW  ZEALAND. 

Frank  Grlmley,  263  and  264  Clarence  St.,  Sydney, 
N,  S.  W.,  importer  of  bicycles  and  their  accessories, 
bicycle  makers'  materials  and  tools,  for  trade  buyers, 
is  open  to  negotiate  for  exclusive  agency  for  manu- 
facturers of  those  lines  and  to  introduce  and  push  the 
sale  of  their  goods  throughout  Australia  and  New 
Zealand  on  manufacturers'  account  or  to  purchase 
right  out.  Quotations  and  samples  of  novelties  in- 
vited. Unquestionable  references  on  application  to 
the  proprietors  of  this  joiunal. 


THE  J.  P. THOMAS 

Revolving 
Hubs 
and 
Hangers 

tM.5*  See  inner  revolving 
steeve.^.^Scientific  and 
Practical.  ^  The  future 
bearings  of  high  grade 
bicycles.  <^  Increases  the 
speed  40  per  cent.  ^  <M 

J.  P.THOMAS  &,  CO. 

.  i39-i43  31st  St.,  Chicago,U.S.A. 


MACHINISTS' 
REPAIRMEN'S 


TOOLS 


BICYCLE  REPAIRERS'  TOOL  CO. 

84  West  Washington  Street,      ....       CHICAGO. 

HANDY  CYCLE  POCKET  FOOT  PUMP 

Best  Pump  for  home  or  road  use. 
PRICE  50c.  Liberal  discount  to  the  trade 

HANDY  CYCLE  PUMP  CO. 

112  Clark  Street  CHICAGO,  U.  S.  A. 


3C3> 


IDEAL  ADJUSTABLE 
and  EXPANSION 

HANDLE  BARS 


High  Grade  only. 

Prices  and  catalogue 
on  application. 

IDEAL  PLATING  CO.,  3,  5, 7,  AppletonSt.,  Boston,  Mass. 

Mention  The  Cycle  Age 


PEDALS 

We  make  high 
grades  only. 

Standard  Adjustable 
Standard  Racer. 

AMERICAN 
WATCH  TOOL  CO. 
Waltham,  Mass. 


Hubs! 


Hub  Shells 


(i3*  (i3*  (^* 


JULIUS 
HEINEMANN  &  CO. 

193-7  Van  Buren  St., 
CHICAGO.  ILLS.,  U.  S.  A. 


Opens  like  a 
Knife 

No  tools  used 
to  take  apart 

Thames  Chains 


THAMES  CHAIN  S  STAMPING  CO.,  Norwich,  Ct. 


OUR  1898  CHAMPION  BICYCLE  HUBS 


Bearings  are  correct  shape  to  give 
true  rotation  to  balls  witnont  slip. 
Oenes  are  warranted  tool  steel,  thor- 
onghl7  hardened, ground  and 
polihed  dead  trae.  tt^hr^S] 


(XT 


Send 

for 
Clrcolar. 

I.A.Woston  Co.,Syraouss,N.Y 

Manufacturers  of  Oyole  Wheels,  Sulky  Wheels,  Carriage  Wheels, 

Orank  Hangers,  Bicycle  Hubs,  Spokes,  Nipples,  Bims,  Balls,  etc. 

Other  patents  pending.     Patents  cover  broadly  brakes  operated  with  screw  and  releasins 

spring.    A  large  number  of  manufacturers  have  adopted  this  brake  as  a  part  of  their  regu- 

Jar  eq.uipment, 


The  CfCLE  Age 

And  Trade  review 


Vol.  XXII— No   13. 


CHICAGO,  JANUARY  26,  1899. 


New  Series  No.  62. 


HUMBER   COMPANY    IN    COURT 


PETITION   FOR   RECEIVER   FILED 


Goodrich    Company   Charges   Fraud   and 

Secures  Injunction  — E.  T.  Hooley 

Brings  Suit. 


The  final  chapter  in  the  affairs  of  the 
Humber  Company,  Limited,  of  Westboro, 
Mass.,  is  being  enacted  in  the  courts  of 
Massachusetts,  which  have  been  petition- 
ed by  the  B.  F.  Goodrich  company,  one 
of  the  largest  creditors,  to  appoint  a  re- 
ceiver for  the  concern,  and  in  which  three 
separate  suits  have  been  brought  against 
the  company  and  its  manager  by  the 
Revere  Rubber  company,  William  Allen 
&  Sons  and  E.  Terah  Hooley.  The  prop- 
erty of  the  defendant  company  was  at- 
tached by  the  sheriff  January  17  at  the 
instance  of  the  Revere  Rubber  company; 
and  Albert  B.  Hawksley,  and  Charles  T. 
and  Arthur  H.  Russell  were  enjoined  up- 
on the  petition  of  the  Goodrich  company 
from  transferring  the  property  and  sell- 
ing the  stock  of  the  Humber  company  and 
from  collecting  on  the  claims  against  the 
company. 

Suit  Has  Many  Respondents. 

The  Goodrich  bill  in  equity  was  filed  in 
the  Superior  Court  January  17  against 
Humber  &  Company,  America  (Limited), 
with  Arthur  R.  Marten  and  Frederick 
Goddard,  trustees,  under  the  head  of 
Humber  &  Company;  Albert  E.  Hawks- 
ley,  First  National  Bank  of  Westboro, 
Charles  T.  Russell,  Arthur  H.  Russell  and 
Thomas  H.  Russell,  named  as  the  other 
respondents.  It  Is  claimed  in  the  bill  that 
Albert  E.  Hawksley,  who  recently  came 
over  from  England  in  the  interests  of  the 
English  capitalists  who  own  the  concern, 
and  who  is  now  active  manager  of  the 
company,  has  taken  possession  of  the  as- 
sets of  the  company,  claiming  to  repre- 
sent Marten  and  Goddard,  the  trustees. 
The  Humber  Company  is  indebted  to  the 
B.  F.  Goodrich  company  in  the  sum  of 
$2,272  for  goods  furnished  and  delivered, 
as  claimed. 

Charges  Fraudulent  Transfers. 

The  petitioner  alleges  that  a  deed  of  in- 
denture or  declaration  of  trust  upon  the 
property  of  the  defendant  is  claimed  to 
have  been  executed  between  the  Humber 
company  and  the  defendants,  Marten  and 
Goddard,  to  secure  the  payment  of  250 
bonds  for  £100  each,  25,000  English 
pounds  sterling.  The  Goodrich  company 
states  further  that  the  execution  was 
never  authorized  by  Humber  &  Company; 
that  no  bonds  were  given,  and  that  the 
instrument  is  a  part  of  a  scheme  devised 
to  protect  the  English  stockholders  of 
Humber  &  Company  at  the  expense  of  the 
creditors.  The  shares  of  Humber  Sz  Com- 
pany, America,  are  all  held  by  persons  in 
England. 


It  is  alleged  in  addition  by  the  Good- 
rich company  that  Elliott  Burris,  gen- 
eral manager  of  the  company  previously, 
has  been  removed  from  his  position,  that 
the  attitude  of  the  company  towards  the 
creditors  has  suddenly  changed,  and  that 
payment  of  all  indebtedness  has  suddenly 
stopped.  The  property  is  being  sOid  and 
converted  into  money,  and  all  outstand- 
ing indebtedness  to  the  defendant  com- 
pany is  being  collected,  for  the  purpose  of 
taking  the  same  out  of  the  jurisdiction  of 
the  courts,  as  is  claimed. 

The  Goodrich  company  believes  that 
Mr.  Hawksley  has  fraudulently  prevented 
the  creditors  from  obtaining  possession  of 
the  assets,  and  has  deposited  money  in 
the  First  National  Bank  of  Westboro,  and 
assigned  the  same  to  Charles  T.  Russell 
and  Arthur  H.  Russell,  of  Boston. 

The  plaintiff  prays  that  the  court  de- 
clare the  mortgage  or  deed  of  trust  null 
and  void,  and  that  a  receiver  be  appointed 
to  settle  the  affairs  of  the  concern  for  the 
benefit  of  the  creditors. 

Company  Promoter  Sues  for  Commission. 

Hooley's  suit  is  brought  in  the  same 
court  against  Elliott  Burris  to  recover 
commission  which  he  alleges  is  due  him 
for  the  floating  of  the  scheme  of  the 
Humber  company  before  the  English  cap- 
italists. Mr.  Hooley  claims  that  this  com- 
mission, which  was  agreed  upon,  has  nev- 
er been  paid  to  him  by  Mr.  Burris. 

Mr.  Hooley  has  brought  another  suit 
for  commission,  and  the  members  of  the 
company  itself,  according  to  statement  of 
counsel,  have  turned  the  tables  and  sued 
him  for  return  from  the  sale  of  the  stock 
of  the  company  among  the  English  specu- 
lators, which  they  claim  is  still  due  from 
him  on  account.  The  amount  at  stake  is 
from  $5,000  to  $10,000. 

The  Revere  Rubber  company  is  another 
plaintiff  who  is  suing  the  Humber  com- 
pany for  materials  delivered.  The  prop- 
erty of  the  defendant  company  held  in  the 
name  of  Arthur  R.  Marten  and  Frederick 
Goddard  was  attached  in  the  sum  of 
$1,000. 


CONTENTS. 


Brazing  by  Immersion    - 
Editorial         -       -       -       =       . 
No  Fear  For  German  Trade    - 
Rapid  Bevel  Gear  Cutter     - 
Night  Work  of  Little  Value 
New  York  Cycle  Show 
Commerce  in  Foreign  Markets 
Patronizing  Fast  Freight 
Subjects  of  General  Interest 
Recent  Patents      .        =        =        . 
Compressed  Air  Vehicles 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

370 
373 
376 
377 
377 
378 
387 
388 
390 
392 
396 
398 
404 


THE    RIGHTS    OF     CREDITORS 


BANKRUPTCY      ACT      DECISIONS 


New  Law  Leaves  Affairs  of  Bankrupt  in 

Creditors'  Hands  With  Referee 

in  Charge. 


Buffalo,  Jan.  23. — In  an  address  to  the 
Credit  Men's  Association  of  this  city,  at 
a  meeting  held  last  week,  Referee  in 
Bankruptcy  Hotchkiss  cited  the  follow- 
ing recent  decisions  handed  down  by  the 
courts  bearing  on  the  new  bankruptcy 
law  on  general  assignments.  The  inten- 
tion was  to  show  that  the  effect  of  the 
law  is  to  favor  the  creditors. 

The  decisions  of  three  federal  judges,  in 
districts  in  New  York,  Missouri  and  Vir- 
ginia, he  said  J  were  all  in  favor  of  the 
creditors,  and  go  to  show  that  they,  back- 
ed up  by  the  bankruptcy  law,  can  set 
aside  a  general  assignment,  and  handle 
the  debtor's  affairs,  with  fairness  to  all 
concerned.  These  facts  are  important  to 
the  credit  men  of  the  country,  and  these 
decisions  will  undoubtedly  cause  general 
satisfaction  among  them. 

Opinions  of  New  York  Judges. 

Judge  Cox,  of  the  northern  district  of 
New  York,  holds  the  following  opinion  on 
the  subject: 

While  the  state  assignment  law  allows  the 
property  of  the  debtor  to  remain  practically 
in  the  charge  of  the  assignee  and  his  attor- 
ney, the  bankruptcy  law  leaves  the  affairs 
of  the  bankrupt  in  the  hands  of  the  credi- 
tors, looked  after,  of  course,  by  the  referee 
in  bankruptcy. 

Judge  Brown,  of  the  southern  district 
of  New  York,  in  a  recent  decision  has  the 
following  to  say: 

Upon  such  an  assignment,  creditors  are 
authorized  to  proceed  instanter  against  the 
debtor  as  under  the  old  law.  Careful  provi- 
sions are  made  in  the  present  statute  for 
these  involuntary  features,  and  for  preserv- 
ing this  right  of  procedure;  and  if,  notwith- 
standing these  provisions,  a  voluntary  as- 
signment could  stand  valid  as  against  the 
trustees  in  bankruptcy  afterwards  appoint- 
ed, the  whole  object  of  declaring  suclh  an 
assignment  to  be  an  act  of  bankruptcy 
would  be  nullified.  In  that  case,  though  the 
creditors  invoking  this  express  provision 
might  immediately  put  the  debtor  into  bank- 
ruptcy, they  would  thereby  gain  no  control 
of  any  assets  nor  derive  the  least  benefit 
from  the  bankruptcy  proceedings;  and  while 
thus  subjecting  themselves  to  expense  in 
the  pursuit  of  their  illusory  rights,  the  only 
result  would  be  to  benefit  the  bankrupt  by 
giving  him  a  discharge  for  nothing. 

Up  to  the  1st  of  January  500  cases  have 
gone  into  the  bankruptcy  court  of  the 
northern  district  of  New  York  state,  and 
of  that  number  less  than  half  a  dozen 
were  identified  with  the  cycle  trade.  This 
augurs  well  for  the  bicycle  industries  of 
this  district,  which  embraces  forty-seven 
counties,  and  in  which  territory  is  in- 
cluded Buffalo,  Syracuse,  Albany,  Roches- 
ter and  several  other  places  where  bicy- 
cles are  made. 


370 


The  Cycle  Age  and  Trade  Review 


BRAZING  BY  inHERSION 


Portable    Furnace  —  Fire  Regulation    Semi  =  Automatic — 
Gradual  Heating  of  Work— Boy  Helper's  Function 


which  allow  cold  air  to  strike  the  fire 
from  above,  and  the  work  of  cleaning  out 
the  fire  and  recoaling  necessitates  hardly 
a  pause  in  the  brazing  operations.  The 
absence  of  doors  obviously  does  away 
with  the  possible  danger  of  cracked  door 
castings.  ~ 

Replacement  of  Crucible. 


A  dip-brazing  furnace  of  a  type  differ- 
ent from  those  previously  illustrated  in 
Cycle  Age  is  shown  in  operation  in  the 
large  illustration  below.  The  furnace  is 
that  made  by  the  Chicago  Brazing  Fur- 
nace Construction  Company  and  the  view 
was  taken  in  a  brazing  room  in  which 
the  furnace  is  in  constant  use. 

Orate  Shakers  Employed. 

Two  of  the  fundamental  ideas  actuat- 
ing the  builder  of  the  furnace  are  that 


work  rests  comprises  the  bottom  of  the 
fire  box  and  holds  the  grates.  The  lattev, 
instead  of  being  of  usual  boiler  or  fur- 
nace construction,  are  arranged  in  pairs, 
which  may  be  dumped  to  clean  the  fire 
from  ashes  and  clinkers.  The  dumpings 
fall  down  through  two  square,  box-like 
openings  below  the  grates.  The  dumping 
facilities  comprise  segmental  gears,  one 
of  which  is  secured  to  the  hanging  shaft 
of  each  grate  section.  The  two  gears  of 
each  pair  of  grates  mesh  with  each  other. 


The  crucible  rests  on  the  end  walls  of 
the  furnace  and  is  also  supported  under- 
neath at  its  center  by  buttress  projec- 
tions from  the  side  wall's.  It  is  not  ce- 
mented in  place  with  fire  clay,  but  is 
merely  placed  in  position  on  its  supports 
and  left  there  until  it  is  worn  out;  and 
replacement  requires  no  work  other  than 
the  removal  of  the  old  and  the  laying  in 
place  of  the  new  crucible.  The  builder 
claims  the  further  advantage  in  leaving 
the  crucible  unrestrained  by  fire  clay 
or  cement  that  this  disposition  allows 
the  crucible  end  play  for  expansion  un- 
der the  action  of  heat,  and  he  states  that 


CHICAGO''   BRAZING  FURNACE   IN  OPERATION— BRUSH  WHEEL  FOR   REMOVING  SUPERFLUOUS  SPELTER  AT  THE  RIGHT. 


a  dip-brazing  furnace  should  be  so  con- 
structed that  it  may  be  moved  without 
tearing  down  and  that  the  furnace  com- 
plete should  not  weigh  enough  to  bar  its 
usage  on  light  upper  floors  of  factory 
buildings.  Accordingly,  this  furnace  is 
built  upon  an  iron  table  which  gives  it 
the  general  aspect  of  a  portable  forge, 
and  it  weighs  not  more  than  900  pounds. 
There  is  no  iron  jacket  inclosing  the 
furnace,  cast  parts  being  used  only  in 
places  where  there  is  no  strain,  the  in- 
tention of  such  disposition  of  the  metal 
fittings  being  to  avoid  cracked  and 
spoiled  castings.  The  top  of  the  leg- 
supported  table  upon  which  the  firebrick 


thus  making  it  possible  for  the  operator 
to  shake  both  sides  of  each  grate  by 
manipulating  the  handle  of  either  seg- 
mental gear.  The  coal  is  fed  to  the  fires 
through  openings  in  the  side  walls  of 
the  furnace,  these  openings  being  front- 
ed by  hoppers.  The  hopper  is  loaded 
with  coal,  which  the  operator  then  push- 
es down  into  the  fire  box  by  means  of  a 
poker. 

The  use  of  grate  shakers  instead  of  a 
poker  for  the  purpose  of  cleaning  out  the 
fire  removes  the  necessity  of  doors  in  the 
furnace  walls.  Removal  of  the  lid  of  the 
hopper  when  it  is  desired  to  add  coal  to 
the   fire   thus   affords   the   only   occasions 


this  expansion  amounts  to  about  one-half 
inch  over  its  original  size. 

A  long  single  piece  tile  about  four 
inches  thick  is  used  to  cover  flame  pas- 
sage at  each  side  of  the  crucible  and 
force  the  heat  laterally  across  the  top  of 
the  spelter. 

The  Blast  Arrangement. 

As  will  be  noticed  from  the  large  illus- 
tration, the  draft  inlet  pipe  is  divided 
into  two  branches,  which  enter  the  fur- 
nace at  the  side,  one  branch  leading  to 
each  end  of  the  fire.  The  blast  strikes  a 
fire  of  good  depth,  the  crucible  at  its 
lowest  point  being  about  five  inches 
above  the  grates.     The  regulator  is  the 


The  Cycle  Age  and  Trade  Review 


371 


ordinary  cut-off  slide.  An  ordinary  fan 
blower,  fifteen  to  nineteen  inches  in  di- 
ameter, will  give  the  proper  blast  for  the 
furnace. 

The  particular  furnace  illustrated  in 
operation  is  used  for  brazing  crank- 
hangers   which   are   built    up    of    several 


brazer.  The  vigorous  brushing  thus 
quickly  given  the  bottom  of  the  hanger, 
to  which  the  largest  bulk  of  the  super- 
fluous spelter  has  naturally  run,  leaves 
the  brazed  part  free  from  lumps  and 
clots  of  spelter  and  with  a  thin,  even 
film  of  brass  over  its  entire  surface. 


hand.  A  plate  of  iron  is  kept  over  the 
central  part  of  the  crucible,  resting  on 
the  cover-tiles  and  leaving  only  the  ends 
of  the  crucible  entirely  open.  On  the 
iron  plate  the  boy  keeps  at  all  times 
about  six  or  seven  hangers  which  the 
heat  and  flame  rising  about  the  iron 
plate  heat  to  a  temperature  which,  while 
it  is  not  a  brazing  heat,  is  still  sufficient 
to  protect  the  hangers  against  the  possi- 
bly injurious  effects  of  plunging  abso- 
lutely cold  metal  into  the  molten  spel- 
ter, and  to  prevent  the  spelter  from  los- 
ing heat  through  the  introduction  of  cold 
parts.  As  soon  as  the  boy  has  taken  one 
hanger  from  the  plate  and  floated  it  up- 
on the  material  in  the  crucible,  he  re- 
places it  with  a  cold  one,  and  thus  has 
constantly  on  hand  a  stock  'of  warmed 
hangers.  The  time  occupied  by  the  boy 
in  supplying  heated  hangers  is  about 
equal  to  that  consumed  by  the  brazer  in 
dipping  the  parts,  so  that  the  work  goes 
on  very  regularly  and  without  lost  time 
on  the  part  of  either  operator  or  helper. 
Good  anthracite  coal  is  recommended 
for  use  in  the  furnace  in  preference  to 
coke,  as  it  is  said  that  the  latter,  -while 
it  gives  a  very  satisfactory  fire,  tends  to 
burn  out  the  grate  bars  more  rapidly  than 
coal. 


^■¥ 


FURNACE  ASSEMBLED  READY  FOR  USE. 


Canadians  Will  Not  Exhibit. 

The  Canadian  manufacturers  of  bicy- 
cles and  bicycle  sundries  have  decided 
not  to  make  any  exhibits  at  the  World's 
cycle  show,  as  the  exhibition  to  be  held 
in  Montreal  under  the  auspices  of  the 
World's    Championships    Club    is    called. 


pieces  and  brazed  together  before  assem- 
bling into  frames. 

The  brazing  of  these  parts  by  the  im- 
mersion process  is  highly  advantageous, 
even  without  taking  into  consideration 
the  matter  of  economy.  The  stamped 
pieces  which  compose  the  hanger  give 
what  a  brazer  using  the  flame  method 
would  call  a  "hard  job,"  and  one  requir- 
ing much  care  that  all  of  the  parts  may 
be  thoroughly  brazed.  With  the  immer- 
sion furnace  the  work  becomes  as  easy 
and  sure  as  though  the  joint  were  the 
simplest  lug  connection. 

Duration  of  Dip  Shortened. 

While  the  work  may  be  done  by  one 
man,  the  operators  of  this  particular  fur- 
nace have  devised  a  plan  by  which  the 
work  may  be  sped  and  its  quality  im- 
proved by  the  employment  of  a  boy 
helper.  His  duty  is  to  stand  at  the  end 
of  the  crucible  opposite  to  the  brazer  and 
place  in  a  floating  position  one  hanger 
at  a  time  upon  the  surface  layer  of  flux 
above  the  molten  spelter.  He  pushes  the 
hanger  he  has  floated  on  the  flux  toward 
the  opposite  end  of  the  crucible,  where 
the  operator  grasps  it  with  a  pair  of 
long  tongs,  the  jaws  of  which  catch  the 
hanger  by  the  seat  mast  lug.  The  oper- 
ator then  slowly  and  steadily  lowers  the 
hanger  till  it  is  properly  immersed  in 
the  spelter  and  as  slowly  withdraws  it, 
allowing  it  to  remain  in  the  brass  for  a 
few  seconds  only. 

Cleaning  by  Steel  Brush. 

After  tipping  it  in  various  directions  to 
allow  as  much  of  the  adhering  spelter  as 
possible  to  drip  back  into  the  crucible, 
the  brazer  performs  an  operation  on  the 
hanger  which  is  not  common  shop  prac- 
tice, but  which  is  very  effective  and 
which  requires  only  a  very  few  seconds 
of  time.  The  operation  consists  simply 
in  holding  the  still  heated  hanger  against 
a  rapidly  revolving  steel  brush  wheel 
mounted  on  a  regular  grinding  wheel  ar- 
bor and  placed  in  cloa?  proximity  to  the 


The  revolution  of  the  brush  wheel  is 
in  such  a  direction  that  the  brass  brush- 
ed from  the  hanger  will  be  thrown  up- 
ward and  away  from  the  operator  and 
against  a  metal  screen  purposely  erected 
to  stop  the  spelter  thus  thrown  off  by  the 
wheel.  The  brushing  wheel  is  easily 
recognizable    in    the     large     illustration. 


Frontenac  Company  Reorganized. 

At  a  meeting  of  the  stockholders  of  the 
Frontenac  Mfg.  Co.,  of  Syracuse,  N.  Y., 
held  last  week,  the  company  was  reor- 
ganized and  several  of  the  original  stock- 
holders retired,  new  parties  having  ac- 
quired their  stock.  One  of  the  largest 
stockholders  is  now  George  M.  Barnes, 
who  was  elected  president  for  the  ensu- 
ing year.  The  other  officers  are  Austin 
R.  Dickinson,  vice-president  and  general 


CAST  IRON   FRAME  FOR      CHICAGO"   FURNACE. 


After  brushing,  the  hanger  is  laid  aside 
to  cool,  and  is  ready  to  have  the  coating 
of  brass  removed. 

Regular  Progress  of  Work. 

The  boy  who  floats  the  hangers  onto 
the  contents  of  the  crucible  does  not  take 
Ws  parts  directly  from  the  cold  stock  at 


manager;  E.  D.  Dickinson,  treasurer,  and 
C.  C.  Barnes,  secretary.  The  board  of 
directors  is  composed  of  the  same  men, 
with  Hendrick  S.  Holden  as  a  fifth  di- 
rector. The  capital  of  the  company,  $75,- 
000,  is  to  be  fully  paid  up  with  increased 
capital,  and  the  business  is  to  be  vigor- 
ously pushed  and  extended. 


372 


The  Cycle  Age  and  Trade  Review 


Qood  Tires 
Good  Springs 
Qood  Leather 
Qood  Design 
Qood  Form 
Qood  Contour 
Qood  Workmanship 
Qood  Style 
Qood  Comfort 
Qood  Durability 
Qood  Price 
Qood  Business 
Qood  Everything 
Qood  Day 


The  Qarford  Mfg.  Co. 


ELYRIA,  OHIO 


The  Hunt  Mfg.  Co. 

WESTBORO,  MASS. 

The  Brown  Saddle  Co. 

ELYRIA,  OHIO 


R.  B.  HcHULLEN  &  CO. 

Sales  Agents, 
CHICAGO  AND  NEW  YORK. 

HIBBARD,  SPENCER,  BARTLETT  &  CO. 

Chicago  Distributors. 


•  «  •  ♦  *  « Yi 


The  Cycle  Age  and  Trade  Review 


373 


TheOtcleAge 

AND  TRADE  REVIEW 

Enteked  at  the  Chicago  Postofpice  as  Second-Class  Matter. 


Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  Offices,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  S2.00  per  year; 
in  foreign  countries  $6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 

Copyrighted,  1898.    All  rights  reserved. 


The  bicycle  and  motocycle  industries  are 
COMPRESSED  naturally  watching  with  much  interest  and 
AIR  anxiety  the  sky-rocket  display   of  syndicate 

VEHICLES  formation  for  exploiting  condensed  air  mo- 
tors, which  is  at  present  attracting  popular 
attention,  and  of  which  an  account  is  given  on  another  page  of 
this  paper.  Although  the  convenient  corporation  laws  of  New 
Jersey  seem  to  be  much  in  requisition  in  order  to  swell  the 
nominal  capitalization  of  the  projected  monopoly  and  other  in- 
dications are  not  lacking  to  show  that  eventual  greatness  is 
being  freely  discounted  in  advance,  there  is  yet  sufiQcient  solid 
substance  in  the  schemes  to  suggest  careful  examination  of  the 
possibilities  of  compressed  air  motors  for  use  in  motor  vehicles 
and  their  probable  influence  to  assist  or  retard  the  manufacture 
and  sale  of  electric,  steam  and  gas  engine  carriages. 

From  the  description  given  of  the  compressed  air  motor  it 
is  at  once  apparent  that  vehicles  propelled  by  such  motors  are  of 
much  more  limited  range  than  any  of  the  three  other  forms. 
They  depend  upon  supply  stations  to  such  an  extent  that  makers 
of  steam  and  gas  engine  vehicles  may  feel  assured  of  their 
absolute  safety  aginst  competition  from  this  new  source.  In  so 
far  as  the  compressed  air  vehicles  are  intended  to  be  operated 
on  common  streets  and  highways  without  the  necessity  of  rails, 
they  will,  in  proportion  to  the  favor  which  they  may  gain,  serve 
to  popularize  the  automobile  idea  in  general,  and  by  their  evi- 
dent limitations  will  force  the  demand  for  automobile  vehicles 
in  the  direction  of  those  driven  by  steam  or  gas  whose  range  of 
travel  is  practically  unlimited. 

With  regard  to  electric  vehicles  the  case  is  somewhat  differ- 
ent, as  these  depend  upon  supply  stations  for  their  driving 
power.  But  a  very  essential  factor  in  favor  of  the  electric  system 
for  most  styles  of  carriages  is  observed.  The  compressed  air 
motor  requires  for  operation  not  only  a  plentiful  supply  of  air 
bottles,  which  under  an  internal  pressure  of  4,000  pounds  to  the 
square  inch  are  not  quite  exempt  from  the  possibility  of  explo- 
sion, but  also  a  reservoir  holding  water  which  is  heated,  under 
pressure,  to  400  degrees  and  which,  however  well  protected 
against  loss  of  heat  by  radiation,  gradually  cools  until  a 
temperature  is  reached  with  which  the  motor  cannot  be  success- 
fully operated.  In  other  words,  the  power  stored  in  a  compressed 
air  carriage  must  be  used  within  a  given  time  after  charging. 
If.  it  is  not,  the  reheater  must  be  supplied  with  superheated 
water  again. 

Evidently  this  new  limitation  removes  the  compressed  air 
motor  from  consideration  as  a  competitor  with  all  electric 
vehicles  which  are  not  designed  to  run  on  schedule  time. 

For  private  carriages  and  for  cabs,  which  must  await  their 
chance  for  hire,  the  electric  system  has  nothing  to  fear  from 
condensed  air  until  the  necessity  for  reheating  the  air  shall  be 
removed. 

It  seems  likely,  of  course,  that  the  reheating  is  an  economical 
as  well  as  a  mechanical  requirement,  but  at  the  present  stage 
of  general  information  intrinsic  evidence  points  to  the  need  of 
reheating  not  only  for  the  purpose  of  securing  additional  ex- 
pansion of  the  air  but  also  for  that  emulation  of  oil  in  the 
air  which  the  nature  of  air  motors  seems  to  require.  The  pro- 
jectors of  compressed  air  schemes  would  hardly  incumber  their 


machines  with  the  reheater  if  they  saw  any  manner  of  avoiding 
it,  even  at  increased  operating  cost. 

The  sum  of  considerations  which  may  be  urged  in  favor 
of  condensed  air — with  the  most  liberal  allowance  -or  the  sub- 
stantial character  of  the  multi-million  companies  which  are 
being  formed — seems  to  settle  the  position  of  compressed  air 
motors,  commercially  and  mechanically,  as  one  that  involves 
possibly  a  very  strong  competition  with  all  other  systems  for 
operating  street  railway  cars,  'bus  lines  and  schedule  traffic  in 
general,  and,  further,  one  of  great  promise  for  heavy  trucking 
within  the  yards  of  large  manufacturing  establishments,  in 
railway  freight  yards  and  at  docks  and  quays;  but,  on  the  other 
hand,  one  which  contains  no  vestige  of  danger  to  the  develop- 
ment of  other  branches  of  automobile  industry  and  may  materi- 
ally assist  in  popularizing  electric  carriages  as  well  as  steam  and 
gas  engine  vehicles  for  private  use  and  for  cab  service  in  cities. 

From  reports  at  hand  it  is  evident  that  the 

LOCAL  managers  of  the  New  York  cycle  show  have 

SHOWS  been  equally  as  incapable  of  maintaining  the 

ONLY  character    of    a    National    exhibition    as   the 

Chicago  people,  and  this  in  spite  of  the  most 

favorable  opportunities  in  regard  to  the  housing  of  the  affair 

and  the  co-operation  of  prominent  bicycle  manufacturers   who 

thought  the  occasion  suitable  for  displaying  motor  vehicles. 

At  both  shows  the  automobiles  have  proved  the  drawing 
card  and  to  them  has  been  given  nearly  all  the  publicity  that 
Chicago  and  New  York  papers  have  accorded  the  two  enterprises 

Measured  in  column  space  in  daily  papers,  the  advertising 
which  the  trade  in  its  entirety  has  received  through  the  shows  has 
been  about  one-twentieth  of  that  given  at  shows  in  former 
years,  and  measured  in  value  as  a  stimulant  for  jiurchase  of 
bicycles  by  the  public  this  stinted  publicity  may  have  done  more 
harm  than  good,  by  showing  to  all  who  cared  to  read  right  that 
the  newspaper  reporters  are  unable  to  find  anything  in  bicycles 
on  which  to  build  up  an  article  of  popular,  readable  interest. 

Considered  as  local  shows  both  occasions,  however,  have 
had  their  meed  of  success,  if  by  a  local  show  is  meant  a  sort  of 
bazaar  where  manufacturers  may  place  themselves  in  touch  with 
the  local  retail  trade.  *  But  it  still  remains  very  doubtful  whether 
the  other  object  of  local  shows  has  been  attained,  viz.,  that  of 
laying  a  foundation  for  better  local  retail  trade  than  could  be 
secured  by  other,  perhaps  more  economical,  means. 

So  long  as  this  point  remains  doubtful  it  seems  clear  that 
local  shows  which  may  be  arranged  in  other  cities  between  now 
and  the  opening  of  the  riding  season,  should  under  all  circum- 
stances be  managed  on  such  a  plan  that  the  promoters  and  the 
exhibitors  take  equal  chances  on  arousing  that  interest  in  the 
public  which  finds  its  expression  in  gate  receipts.  Where  the 
exhibitors  are  practically  also  the  managers  as  at  the  impending 
Philadelphia  show,  this  is  cleverly  effected  by  auctioning  off  the 
spaces.  And  at  the  projected  Denver  show,  it  is  understood 
that  spaces  will  be  free  for  exhibitors. 

Against  such  inducements  the  one-sided  arrangements  which 
have  been  in  vogue  in  New  York  and  Chicago  and  by  which 
the  trade  has  borne  all  risks  while  guaranteeing  the  show  man- 
agers a  profit  before  doors  were  opened,  have  been  made  impos- 
sible for  the  future. 

Thus  it  may  be  considered  the  upshot  of  all  efforts  which 
have  been  made  for  reviving  national  cycle  shows,  that  the 
trade  at  large  has  realized  their  futility,  and  that  henceforth 
local  shows  will  alone  be  supported. 

Further  than  this,  local  shows  must  be  supported  chiefly  by 
the  public  at  large  through  gate  receipts  and  not  by  the  trade 
through  space  rent.  If  they  should  fail  to  prove  profitable  with 
gate  receipts  as  the  only  source  of  revenue  for  the  show  man- 
agers, the  trade  will  abondon  them. 

If  a  retail  dealer  in  a  foreign  country,  who 
CREDIT  desires  to  carry  American  bicycle  goods,  were 

IN  FOREIGN      to  go  to  his  local  bank  in  order  to  borrow 
LANDS  money  wherewith  to  pay  the  American  man- 

ufacturer or  exporter  the  cash  usually  de- 
manded in  American  export  trade,  he  would  as  a  rule  have  no 
available  security  to  offer.  According  to  ordinary  banking  meth- 
ods, his  note   would   not  be  accepted   without  substantial   en- 


374 


The  Cycle  Age  and  Trade  Review 


dorsement.  The  stock  of  American  goods  for  which  he  is 
negotiating  cannot  be  used  as  security,  partly  because  it  has 
frequently  not  arrived  when  the  money  is  required,  and  partly 
because  a  chattel  mortgage  on  retail  stock  is  a  prejudicious 
instrument  under  which  no  self-respecting  merchant  desires  to 
operate. 

Under  these  circumstances  it  is  plainly  the  most  probable 
result  that  the  foreign  dealer  either  abandons  his  desire  to 
carry  American  goods  or  chooses  to  purchase  them  from  the 
English  or  German  importing  house  which  is  prepared  to  allow 
him  credit.  It  matters  not  to  him  that  the  English  or  German 
seller  immediately  negotiates  his  paper  with  the  local  bank. 
The  fact  that  the  seller  is  capable  of  negotiating  the  paper  is 
what  brings  him  the  trade;  and  the  fact  that  the  American 
manufacturer  or  importer  who  attempts  to  deal  directly  is  unable 
to  negotiate  the  paper  with  a  local  bank  is  the  chief  reason 
why  direct  American  export  is  handicapped  and  limited  to  trans- 
actions with  foreign  jobbers  and  dealers  of  the  first  magnitude 
who  are  prepared  to  advance  cash  of  their  own  resources. 

In  this  conditon  of  affairs,  which  applies  with  the  greatest 
force  to  trade  with  Southern  Europe,  South  America  and  Mexico, 
and  all  of  Asia  and  Africa,  there  is  of  course  an  element  of  con- 
servatism which  protects  our  exporters  against  losses  which 
might  arise  from  failure  to  collect  accounts,  but  it  works,  as  is 
now  well  known,  as  a  heavy  embargo  on  the  American  manu- 
facturer by  taking  his  export  trade  out  of  his  own  control  and 
making  the  foreign  middleman  the  master  of  the  situation,  not 
only  in  regard  to  the  quantity  of  trade  but  also  largely  in  regard 
to  prices. 

If  foreign  local  banks  were  in  the  habit  of  purchasing 
accounts  outright  without  recourse  to  the  seller  in  case  of 
trouble  in  collecting,  American  firms  might  undoubtedly  make 
satisfactory  arrangements.  But  such  is  not  the  case.  They  act 
chiefly  as  collecting  agencies,  getting  their  security  for  money 
advanced  on  the  local  collaterals,  through  confidential  relations 
with  European  banks  to  whom  the  standing  of  the  seller  is 
known. 

If  they  maintained  similar  relations  to  American  banks 
and  were  imbued  with  confidence  in  American  financial  insti- 
tutions, the  principal  difflcutlty  would  be  removed,  and  American 
export  trade  could  then  progress  on  a  more  profitable  basis  and 
especially  with  greater  assurance  of  regularity  than  it  does  now. 
To  continue  it  and  broaden  it,  as  in  the  bicycle  and  allied 
industries,  with  low  prices  as  the  principal  inducement,  is  a 
hazardous  system  which  tends  towards  constant  whittling  down 
of  profits. 

How  much  longer  this  systesm  can  be  followed  appears 
at  present  very  problematic.  From  all  sides,  and  especially  from 
American  consuls  abroad,  comes  the  constant  cry  for  credit, 
longer  credits  and  direct  dealings,  notwithstanding  the  fact  that 
the  total  absence  of  American  banking  facilities  in  Southern 
Europe,  South  America  and  nearly  all  colonial  countries  makes 
the  extension  of  credits  extremely  inadvisable  at  the  present 
time. 

It  seems  sometimes  as  if  the  consuls  and  others  who  never 
tire  of  repeating  this  demand  for  longer  credits  fail  to  realize 
how  impossible  it  must  be  to  comply  with  it  until  the  local 
banking  institutions  in  all  parts  of  the  world  where  we  desire 
to  trade  shall  have  made  fiduciary  connections  with  some  Ameri- 
can bank  of  international  reputation  which,  in  turn,  shall  be 
prepared  to  assume  a  moral  or  real  responsibility  for  the  ex- 
porter's business  methods. 

Unless  some  readier  method  is  devised  for  bringing  about 
this  result  than  the  proposed  establishment  of  large  exchange 
banks  operated  with  American  capital  and  located  in  the  vari- 
ous cities  of  foreign  trade,  it  is  to  be  feared  that  it  will  take  a 
long  time  before  our  manufacturers  will  be  enabled  to  give 
credit  to  foreign  buyers. 

United  States  has  too  recently  stepped  out  from  the  ranks 
of  colonial  countries  herself  to  have  much  capital  available  for 
foreign  banking  enterprises  and  our  manufacturers  are  not  so 
well  capitalized  that  they  can  afford  to  carry  large  credits  with 
non-neg.otiable  papers. 

*        *        *        * 

The  closer  the  margin  of  profit  in  bicycle  production  be- 
comes,-the  greater  is  the  need  of  a  cool  business  capacity  of  the 


first  order  at  the  head  of  each  concern  and  of  perfect  subordi- 
nation to  his  designs  in  its  internal  economy.  It  is  this  necessity 
which  has  always  wrought  havoc  with  co-operative  concerns 
when  their  aim  was  profit.  Business  discipline  is  foreign  to 
co-operation,  but  necessary  for  economical  and  capable  manage- 
ment. There  has  never  been  a  purely  co-operative  concern 
whose  head  became  its  master  by  natural  selection,  if  he  became 
its  master  at  all.  But  it  is  by  the  process  of  natural  selection  that 
men  and  institutions  go  to  the  wall  or  climb  to  success.  It 
would  be  a  miracle  if  the  co-operative  bicycle  factory  planned 
by  President  Mulholland,  of  the  International  Union  of  Bicycle 
Workers,  should  be  an  exception.  It  is  likely  to  crumble  by  its 
own  weight  before  it  is  started  going.  Its  officers  would  of  ne- 
cessity be  labor  agitators  instead  of  business  men.  Its  lease  of 
life  would  be  determined  only  by  the  time  which  it  would  require 
to  eat  up  the  capital  to  be  contributed  for  its  support.  Mulhol- 
land does  not  propose  to  sell  bicycles  very  cheaply,  but  will 
rely  on  the  patronage  and  patience  of  "three  million  organized 
laborers"  for  obtaining  a  good  selling  price,  offering  in  return 
the  assurance  that  only  good  material  and  good  workmanship 
will  be  employed.  He  offers  his  intentions  of  dealing  fairly  as 
a  substitute  for  capacity  to  deal  intelligently,  but  there  is  noth- 
ing in  the  past  history  of  co-operative  work  to  indicate   that 

this  ingenuous  offer  will  be  accepted. 

*  *        *        * 

It  is  comparatively  easy  to  obtain  statistic  information  in 
regard  to  the  numbers,  styles  and  grades  of  bicycles  which  are 
sold  each  year  by  manufacturers  of  the  first  and  second  rank, 
but  to  ascertain  the  quantity  and  description  of  bicycles  which 
issue  from  the  small  builders'  shops,  baffles  the  most  assiduous 
efforts.  In  the  discrepancy  which  thus  arises  between  sales 
known  and  sales  actually  made,  lies  the  explanation  of  several 
confused  theories  that  have  been  propounded  with  much  assur- 
ance. It  was  said  that  tandem  riding  was  on  the  decline,  but  it 
has  been  all  but  proved  that  tandems  have  been  built  during 
1898  on  a  very  large  scale  for  local  trade,  and  dealers  generally 
contend  that  tandem  riding  is  on  the  increase,  but  that  those 
who  buy  tandems  prefer  to  have  them  made  to  order  under 
their  own  supervision.  Bicycle  manufacturers  on  the  other 
hand  maintain  more  and  more  that  tandem  building  interferes 
too  seriously  with  the  more  profitable  routine  work   in   their 

factories. 

*  «        «        « 

Another  "fact"  gleaned  from  available  statistics  has  it  that 
the  increase  in  the  production  of  women's  machines  for  the  1898 
market  amounted  to  nearly  forty  per  cent— out  of  all  proportion 
to  the  increase  in  production  of  men's  bicycles.  The  explana- 
tion is  probably  the  same  as  that  applied  to  tandems,  although 
it  may  not  hold  good  to  the  same  degree.  But,  undoubtedly, 
drop  frames  are  sold  over  the  counter  almost  exclusively,  while 
a  considerable  percentage  of  men  riders  showed  a  preference  for 
the  local  maker's  product  during  the  past  year.  In  the  fut- 
ure it  is,  of  course,  most  probable  that  the  lower  prevailing 
prices  will  materially  reduce  the  local  builder's  output;  but  he 
is  not  at  the  end  of  his  rope  yet.  With  the  aid  of  the  parts 
maker  and  by  refraining  from  employing  hired  help,  he  may 
yet  give  the  large  maker  a  tussle  for  existence  for  some  time, 
and  the  observation  which  is  of  interest  in  connection  with  his 
struggle  is  just  that  which  refers  to  the  preponderance  of  men's 
bicycles  and  tandems  in  his  output.  It  seems  to  point  to  the 
advisability  for  the  large  manufacturer  of  allowing  a  larger 
increase  in  his  production  of  drop  frames  than  he  ordinarily 
would  figure  on  and  of  devoting  more  than  usual  attention  to 
their  equipment,  so  that  he  may  overcome  competition  in  that 
branch  which  shows  the  largest  sales. 


The  Cycle  Age  and  Trade  Review 


875 


OUR  BEVEL  BEAR  CHAINLESS 


CRESCENI 


BICYCLES 


BICYCLES^ 

are  the  result  of  actual  experience  and 
practical  use  in  1897  and  1898,  and  pre- 
vious years  of  experimenting.  Our  '98  models  proved 
satisfactory  and  servicable.  We  have  improved  them 
at  many  points.  Their  weight  has  been  reduced  with- 
out sacrificing  strength,  and  we  are  convinced  that  they 
are  the  best  adapted  of  all  bicycles  for  use  at  any  time, 
on  any  road,  and  under  any  conditions.^ 


Price  $60 


CATALOGUE  NO.  2  FEEE  ON  APPLICATION. 


...CHICAGO — WESTERN  WHEEL  WORKS,  Makers — new  york 


r 


NEW    TESTIMONIALS     EACH    WEEK. 


n 


MILNA/AUKEE  TIRES 

-PUNCTURE  PROOF 


Pneumatic 


Resilient 


Single  Tube 


COPYRIGHT  1898,   BYMILWAUKEE  PATENT  PUNCTURE  PROOF   TIRE  CO, 


Easy  Riding 


PRESENTING  TESTIMONIALS. 


Marinette,  Wisconsin,  Nov.  28, 1898 
Milwaukee  Patent  Puncture-Proof  Tire  Co  ,  Milwaukee,  Wis. 

Gentlemen— I  purchased  one  of  youi- tires  July  17, 1898,  and  have  ridden 
it  constantly,  averaging  twenty  miles  per  day.  I  Und  the  tread  of  your  tire 
perfect  in  construction  and  far  superior  to  anything  I  have  ever  used,  and 
highlv  recommend  it  to  the  Cycling  World.    Respectfully, 

(Signed)       Geo.  A.  Williston. 

Representatives  Wanted.        Write 


FRANK  G.  VILLA,  Manufacturer  of  "THE  HARS"  BICYCLES. 

Winona,  Minn.,  June  7, 1898. 
Milwaukee  Patent  Poncture-Proof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen — I  have  sold  several  pairs  of  your  tires  among  the  better 
class  of  riders  here,  and  can  say  that  everyone  without  exception  is  more 
than  pleased  with  them. 

I  put  a  pair  on  my  own  wheel  and  filled  aboard  with  lath  nails,  points 
up,  projecting  through  the  board  %  of  an  inch  and  have  ridden  over  it  con- 
tinuously since  April  1st  and  have  not  punctured  them  yet.    Yours  truly, 

(Signed)       Frank  6.  villa. 

for  Prices  and  Other  Information. 


i  MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO..  MILWAUKEE,  WIS,,  U.  S.  A.   i 
m  III      II        m     m      am    \^  ^ammmm^tm^^am^^ 


376 


The  Cycle  Age  and  Trade  Review 


NO  FEAR  FOR  GERMAN  TRADE 


Causes  Expected  to   Nullify  Efforts  of  German  Hakers  to 

Kill  American  Competition 


American  bicycle  manufacturers  are 
very  little  concerned  over  the  latest  move 
of  the  German  makers  to  stifle  the  trade 
in  American  bicycles  in  the  Fatherland. 
The  general  opinion  seems  to  be  that  the 
100  manufacturers  comprising  the  Ger- 
man Bicycle  Manufacturers'  Association 
have,  by  unanimously  deciding  to  refuse 
further  credit  to  dealers  in  Germany  who 
persist  in  handling  bicycles  made  in  the 
United  States,  simply  given  further  evi- 
dence of  the  fear  vvrith  which  they  view 
the  competition  of  American  machines 
with  the  German  in  the  home  market  of 
the  latter— a  confession  that  implies  the 
superiority  of  the  American  product  at 
prices  as  low  as  those  of  the  native  made 
goods,  or  lower.  The  German  manufac- 
turers seem  not  to  have  taken  into  con- 
sideration the  important  fact  that  such 
an  admission  on  their  part  will  tend  to 
increase  the  demand  of  the  public  for  the 
American  goods,  and  that  what  the  public 
wants  it  will  have.  All  the  agitation 
against  New  World  bicycles  and  the  ef- 
forts made  to  diminish  the  number  im- 
ported have  apparently  had  no  effect 
whatever,  our  exports  to  Germany  at  the 
present  time  being  larger  than  to  any 
other  country  and  having  increased  from 
$1,147,776  for  the  first  eleven  months  of 
1897  to  $1,411,961  for  the  same  period  of 
1898. 

Dealers  Likely  to  Resent  Coercion. 

Another  factor  to  be  reckoned  with  is 
the  independence  of  the  German  dealers 
and  the  natural  antipathy  of  man  to  be 
coerced.  German  dealers  are  accustomed 
to  purchase  stock  from  the  United  States 
for  cash  against  bills  of  lading,  and  while 
the  refusal  of  credit  from  the  German 
makers  may  cripple  their  capacity  for  a 
large  volume  of  business  temporarily,  the 
effect  may  reasonably  be  expected  to  be 
that  some  of  the  dealers  at  least  will  con- 
clude to  do  all  their  business  with  for- 
eign makers  and  supply  their  customers 
with  goods  that  are  in  great  demand. 
These  will  be  substantial  tradesmen,  with 
ready  capital  to  invest,  and  the  American 
makers  will  benefit  directly  from  such 
action. 

Some  bicycles  made  in  the  United  States 
are  shipped  to  German  jobbers  who  put 
their  own  name-plates  on  them  and  dis- 
pose of  them  to  dealers  who  ask  no  ques- 
tions as  to  where  they  are  manufactured. 
German  makers  would  find  it  diflicult  to 
trace  the  source  of  these  goods  and  to 
place  the  dealers  handling  them  on  their 
list  of  credit  ineligibles. 

Agreement  Will  Soon  be  Broken. 

All  this  is  presupposing  that  the  Ger- 
man manufacturers  can  successfully 
maintain  their  agreement.  Where  com- 
petition is  so  keen  the  tendency  to  sur- 
reptitiously take  advantage  of  the  com- 
pact and  seek  increased  trade  by  offering 
inducements  denied  by  the  others  is  very 
great,  and  experience  has  shown  that 
agreements  of  this  sort  are  seldom  ad- 
hered to  long. 

The  opinions  of  some  of  the  leading 
manufacturing  companies  of  the  United 
States  on  the  subject  and  the  effect  the 
action  is  expected  to  have  on  their  export 
business  are  given  in  the  following  let- 
ters: 

Action  Admits  American  Superiority. 

The  acticn  taken  by  bicycle  makers  in  Ger- 
many admits  on  the  face  that  German  bicy- 
cle   makers    are    unhorsed— that     they     are 


floundering  about  and  know  not  which  way 
to  turn.  They  are  beside  themselves  and 
have  done  that  which  lays  them  open  to  at- 
tack from  the  enemy.  Their  action  admits 
that  although  the  American  bicycle  must 
travel  4,000  miles,  that  althoug'h  it  is  made 
with  more  expensive  labor,  and  is  handi- 
capped by  all  of  the  insurance,  boxing,  brok- 
erage, customs  and  other  expenses  necessary 
to  put  it  upon  the  German  market,  the  Ger- 
mans are  afraid  to  compete  with  it.  This  is 
on  its  merits.  The  German  people  want  the 
best  they  can  get  for  their  money. 

Overman  Wheel  Co. 

German  riakers  Will  Break  Agreement. 

The  course  that  is  being  taken  by  the  Ger- 
man bicycle  makers  has  been  carefully  noted 
by  us  and  after  duly  considering  the  mat- 
ter we  cannot  see  anything  about  it  that  is 
at  all  serious  or  that  is  apt  to  hamper  the 
American  manufacturers  in  the  least.  We 
enjoy  a  very  satisfactory  trade  with  both 
Germany  and  Austria  and  would  dislike  very 
much  to"  have  anything  come  up  that  would 
interfere  with  it,  but  we  do  not  believe  that 
any  combination  of  German  makers  can 
prevent  bicycle  dealers  in  Germany  from 
handling  American  goods  if  it  pays  them  to 
do  so.  In  the  first  place  an  arbitrary  stand 
of  that  kind  on  the  part  of  the  makers  will 
be  certain  to  result  in  their  losing  the  re- 
spect and  patronage  of  the  dealers.  The 
average  dealer  in  this  or  any  other  country 
cannot  be  coerced  in  any  such  high  handed 
manner.  Another  reason  why  such  a  thing 
in  our  opinion  will  fail  to  accomplish  any- 
thing is  because  no  such  agreement  among 
makers  will  be  sustained.  We  do  not  be- 
lieve that  the  manufacturers  in  Germany 
are  any  different  from  those  in  this  country, 
and  we  are  auite  satisfied  that  no  such  ar- 
rangement could  be  maintained  among  man- 
ufacturers in  the  United  States.  Just  as 
soon  as  any  such  agreement  was  formed 
there  would  always  be  some  ready  to  take 
advantage  of  the  situation  and  break  the 
agreement  to  their  own  profit.  As  soon  as 
the  others  found  it  out  they  would  all  break 
and  run  for  the  business,  with  the  result 
that  competition  would  be  sharper  than  be- 
fore. These  kind  of  things  look  very  seri- 
ous on  paper,  but  in  reality  we  do  not  think 
they  ever  amount  to  anything  or  accomplish 
in  the  slightest  degree  the  object  sought. 
An  increased  tariff  on  American  bicycles 
shipped  into  Germany  would  certainly  be 
felt  heavily  by  all  American  makers  of  trade 
connections  in  Germany,  but  we  do  not 
think  that  the  German  makers  can  in  any 
way  interfere  to  any  great  extent  with  the 
sale  of  American  bicycles  in  Germany 
through  any  trade  combination  or  agree- 
ment. 

National  Sewing  Machine  Co. 

Public  Will  Demand  American  Bicycles. 

While  on  the  face  of  it  the  action  of  the 
German  bicycle  manufacturers  to  stop  the 
importation  of  American  wheels  into  that 
countrj'  may  appear  to  be  one  which  will 
prevent  any  German  retailer  from  handling 
American  goods,  we  do  not  think  it  will 
have  this  effect,  as  the  bicycles  made  in  this 
country  are  so  superior  to  those  of  any  other 
country  that  the  public  will  get  them  in 
one  way  or  another;  and  from  what  we  have 
learned  through  your  valuable  paper  and 
otherwise,  we  believe  export  orders  for  Ger- 
man territory  are  coming  in  at  the  usual 
rate.  It  has  not  so  far  had  any  effect  on  our 
business  nor  do  we  anticipate  any  serious 
falling  off  In  our  German  orders. 

Keating  Wheel  Co. 

Action  Will  Prove  a  Boomerang. 

We  have  your  favor  of  the  20th  inst.,  in 
reference  to  the  restrictions  placed  upon  the 
bicycle  dealers  in  Germany  by  the  home 
manufacturers.  In  our  opinion  the  policy 
of  the  German  bicycle  manufacturer  will 
place  the  indeipendent  dealer  with  capital  to 
back  him  in  a  position  to  sell  larger  quanti- 
ties of  American  bicycles  than  .before  and 
will  create  a  prejudice  against  the  home  in- 
dustry among  their  own  people.  It  seems 
to  us  that  the  German  manufacturers  have 
vainly  fought  against  progress  and  competi- 
tion and  are  now  trying  to  protect  them- 
selves with  a  Chinese  wall  as  a  last  resort. 
We  do  not  believe  that  they  will  win,  but 
on  the  contrary  we  are  convinced  that  they 
will  be  beaten. 

League  Cycle  WorKS. 

Dealers'  Independence  Should  Assert  Itself. 

We  were  cognizant  of  the  action  proposed 
by  the  German  cycle  manufacturers,  but  are 
hardly  prepared  to  prophesy  as  to  the  effect 
which  their  decree  will  have  on  the  Ameri- 


can trade  in  Germany.  From  our  Individual 
standpoint  we  do  not  believe  It  will  affect  us 
to  any  extent.  We  do  a  good,  healthy  busi- 
ness with  several  large  German  customers 
and  do  not  expect  that  there  will  be  any  fall- 
ing off  in  their  orders.  We  do  not  know,  of 
course,  just  how  the  German  cycle  dealer 
will  look  upon  this  matter,  but  if  the  Amer- 
ican manufacturers  in  any  line  resorted  to 
such  methods  to  shut  out  German  products 
we  firmly  believe  that  the  spirit  of  inde- 
pendence which  prevails  in  this  country 
would  increase  the  German  trade  rather 
than  retard  it.  We  hope  that  the  composi- 
tion of  the  German  cycle  dealers  is  of  the 
same  stuff  and  that  they  will  make  It  so  un- 
pleasant for  the  German  manufacturers  as 
to  compel  the  annulling  of  the  decree. 

Waltham  Mfg  Co. 

Jobbers  Can  Extend  Credit. 

We  are  very  little  concerned  regarding  the 
action  of  the  German  bicycle  manufacturers, 
as  We  do  not  believe  any  such  action  could 
be  effective  in  any  manner.  The  trade  we 
have  reached  in  Germany  has  been  ahout 
three-fourths  jobbers,  and  of  the  machines 
we  have  exported  the  cither  one-fourth  has 
gone  to  German  manufacturers  themselves, 
who  have  put  our  machines  out  under  their 
own  name  plates.  We  do  not  conceive  that 
in  this  latter  case  this  action  will  amount  to 
anything.  In  the  case  of  the  jobbers,  the 
conditions  in  Germany  are  very  much  as 
they  are  here.  The  job'bers  put  out  the  ma- 
chines we  manufacture  under  their  own 
name  plates  and  the  manufacturers  axe  not 
known  in  the  transaction  'between  the  job- 
ber and  retailer  at  all.  It  would  seem  to  us 
that  it  would  require  a  special  detective 
force  on  the  part  of  German  manufacturers 
to  ascertain  whether  or  not  any  number  of 
dealers  were  handling  American  bicycles.  If 
the  jobber  extends  the  retailer  credit,  the 
manufacturer  would  be  out  of  the  game  any- 
how. The  reported  action  has  not  interfered 
with  our  Shipments  tO'  date. 

Beebe  Mfg.  Co. 

Quality  Will  Count  in  the  End. 

We  can  easily  see  how  the  attitude  of  the 
German  manufacturers  will  result  in  shut- 
ting out  a  good  many  American  made  bicy- 
cles, although  we  are  confident  that  the  su- 
periority of  American  goods  over  the  Ger- 
man will  more  than  offset  the  effect  of  the 
embargo.  We  do  not  see  how  American 
manufacturers  can  grant  a,  system  of  cred- 
its to  foreign  dealers  when  the  source  of  in- 
formation in  regard  to  financial  standing  of 
these  dealers  is  so  meager  and  hard  to  get. 
We  adopted  the  policy  ourselves  of  not  al- 
lowing anything  to  go  out  of  the  country 
until  it  was  paid  for,  and  always  in  making 
foreign  shipments  to  arrange  for  payments 
in  New  York  against  bills  of  lading.  The 
large  manufacturers  who  have  regular  es- 
tablished agencies  on  the  other  side  can  of 
course  keep  as  close  watch  of  local  affairs 
as  they  can  at  home.  We  do  not  see  how 
smaller  manufacturers  can  do  other  than 
we  are  doing  and  be  safe. 

CoLTON  Cycle  Co. 

Dealers  Can  Qet  Along  Without  Credit. 

We  would  be  of  the  opinion  that  the  action 
of  the  German  government  would  have  no 
very  serious  eeffct  on  American  trade  in 
that  country.  If  American  bicycles  are 
enough  in  advance  of  German  made  ma- 
chines to  sell  in  that  market,  we  would  think 
that  a  dealer  might  survive  without  a  line 
of  credit   from   German  manufacturers. 

Royal  Cycle  Works. 

Dealers  Will  Not  be  Dictated  To. 

We  have  noted  carefully  the  action  of  the 
members  of  the  Germa-n  Bicycle  Manufac- 
turers' Association,  in  refusing  credit  to  all 
retail  dealers  in  Germany  Who  handle  Amer- 
ican bicycles.  We  do  not  think  that  this  will 
have  the  effect  that  the  German  Bicycle 
Manufacturers'  Association  intends  it  shall, 
as  we  do  not  believe  the  small  dealers  will 
be  dictated  to  by  the  manufacturers  in  this 
manner.  We  expect  to  sell  more  ii:ycles  in 
Germany  this  season  than  ever. 

Ames  &  Frost  Co. 

Not  Concerned  by  the  Action. 

What  trade  we  have  had  in  Germany  has 
been  on  a  cash  basis,  and  we  do  not  antici- 
pate that  the  action  of  the  German  manu- 
facturers will  hurt  us  to  any  great  extent. 
The  demand  there  being  almost  entirely  for 
cheap  machines,  we  have  never  made  any 
special  effort  for  their  trade,  as  we  do  not 
manufacture  anything  in  that  line. 

Davis  Sewing  Machine  Co. 

American  JVIakers  Should  Combine  Also. 

We  think  if  American  manufacturers  would 
combine  as  the  Germans  have  in  regard  to 
business  dione  in  that  country,  they  would 
be  very  successful  in  competing  with  them 
on  their  own  ground.  American  manufact- 
urers have  got  to  be  sure  that  the  people 
with  whom  they  do  'business  are  entitled  to 
a  line  of  credit  ibefore  making  shipments  of 
their  goods. 

The  Olive  Wheel  Co. 


The  Cycle  Age  and  Trade  Review 


377 


RAPID    BEVEL    GEAR    CUTTER 


BROWN     &     SHARPE'S     PATENT 


Radial    Crown     Gears    Generate    Bevel 

Gears  of  Any  Angle  by  Automatic 

Planing  and  Abrading. 


Patents  have  been  recently  granted  to 
Oscar  J.  Beale,  of  Providence,  R.  I.,  on 
gear  cutting  devices  which  are  specially 
intended  for  cutting  accurate  bevel  gears 
and  pinions  such  as  are  used  in  bevel 
gear  chainless  bicycles.  The  patents  are 
assigned  to  the  Brown  &  Sharpe  Mfg. 
Co. 

Intermittent  Removal  of  Stock. 

The  main  feature  of  the  cutting  device 
is  a  generator  in  the  form  of  a  gear  hav- 
ing the  teeth  scored,  mutilated,  or  with 
portions  removed  to  form  edges  or  points 
arranged  in  varying  relation  to  the  pitch 


a=^ 


surface  so  that  they  will  remove  the  sur- 
plus stock  from  the  surfaces  of  the  blank 
teeth  by  merely  rolling  the  pitch  sur- 
faces together  without  slip.  In  the  ap- 
plication of  the  invention  to  the  manu- 
facture of  bevel  gearing  the  generator  is 
preferably  in  the  form  of  a  crown  gear, 
as  such  a  gear  may  be  conveniently  cut 
and  the  gears  or  pinions  formed  by  such 
a  generator  will  run  accurately  with  each 
other  and  form  interchangeable  sets. 

The  upper  figure  in  the  first  illustra- 
tion shows  a  preferred  form  of  gener- 
ator. The  cutting  surfaces  of  the  gener- 
ating teeth  are  roughened  like  files  and 
will  act  to  abrade  or  cut  away  the  sur- 
plus stock  of  the  blank  by  an  action 
similar  to  that  of  a  file.  It  will  be  no- 
ticed  that  the   file   corrugations   are  in- 


clined one  way  on  one  tooth  and  in  the 
opposite  direction  on  the  next,  and  so  on 
around  the  generator.  This  arrangement 
of  the  cutting  edges  makes  it  impossible 
for  any  portion  of  the  pitch  surface  of 
the  blank  teeth  to  be  missed. 

Works  on  a  Milling  riachine. 

The  lower  figure  in  the  same  illustra- 
tion shows  the  generator  at  work  on  a 
milling  machine. 

In  the  lower  illustration  another  form 
of  generator,  in  which  the  cutting  edges  of 
the  generating  teeth  are  formed  by  mu- 
tilating the  several  teeth  differently  so 
that  one  tooth  takes  away  surplus  stock 


at  one  point  on  the  blank  tooth  and  an- 
other at  a  different  point,  and  so  on,  is 
shown.  The  other  sketch  in  this  illus- 
tration indicates  the  operation  of  this 
form  of  cutter,  though  the  principle,  for 
sake  of  clearer  illustration,  is  indicated 
as  if  applied  to  a  spur  gear  generator. 


Subject  of  Importance  to  Exporters. 

The  well  known  firm  of  Eiown  Broth- 
ers, Limited,  of  London,  extensive  deal- 
ers in  cycle  fittings  and  sundries,  write 
to  the  editor,  stating  that  three-quarters 
of  the  letters  they  receive  from  American 
houses  bringing  parts  and  sundries  to 
their  notice  are  insufficiently  stamped  so 
that  the  firm  has  to  pay  from  6  to  18 
cents  on  each  letter  for  postage  due,  the 
charge  being  double  the  amount  of  the 
insufficiency.  Of  late  the  firm  has,  for 
this  reason,  been  returning  unopened 
many  American  letters,  being  very  pro- 
perly unwilling  to  pay  postage  on  them. 
Attention  has  been  repeatedly  called  to 
this  small  but  very  important  matter  by 
American  consuls,  without  any  appre- 
ciable effect,  but  this  advice  from  Brown 
Brothers  shows  such  a  direct  possibility 
cl  loss  to  the  senders  of  such  letters  that 
they  will  probably  do  more  than  dismiss 
the  subject  with  a  passing  thought. 


Local  Show  for  Washington. 

Washington,  D.  C,  Jan.  23. — Cycle  deal- 
ers here  are  taking  much  interest  in  the 
cycle  show  to  be  held  during  the  week 
beginning  February  27  under  the  auspices 
of  the  Bicycle  Show  company,  composed 
of  the  representative  local  tradesmen, 
who  elected  ofiicers  as  follows:  L.  B. 
Graves,  president;  J.  D.  Lasley,  secre- 
tary; W.  J.  Foss,  treasurer;  John  Woer- 
ner,  manager,  and  Rudolph  Jose,  assist- 
ant manager.  Practically  all  of  the  local 
dealers  have  closed  contracts  for  exhibi- 
tion space,  and  there  are  some  out-of- 
town  finns  represented  as  well.  Pope 
Mfg.  Co.,  Overman  Wheel  company,  and 
Duryea  Mfg.  company  have  signified  their 
intention  of  exhibiting  motor  vehicles. 


Enjoined  from  Selling  Factory, 

The  litigation  over  the  affairs  of  the 
Worcester  Cycle  Mfg.  Company  cortinues 
to  drag  out  its  weary  length.  The  latest 
move  is  an  injunction  secured  by  the 
Central  Trust  Company  of  New  York  in 
the  United  States  circuit  court  at  Boston 
to  prevent  the  proposed  sale  of  the  Wor- 
cester factory  building  by  the  mortgagee, 
the  Worcester  County  Institution  for  Sav- 
ings, to  satisfy  an  account  of 
$80,000  due  on  first  mortgage.  The  Cen- 
tral Trust  Company  holds  a  third  mort- 
gage on  the  real  estate  and  property  of 
the  cycle  company. 


Want  Rex  Co.  Declared  Bankrupt. 

Louis  A.  Levin,  of  Philadelphia,  and  W. 
T.  Trowbridge,  of  Chicago,  have  filed  in 
the  United  States  district  court  a  petition 
to  have  the  Rex  Cycle  company  of  Chi- 
cago declared  bankrupt.  It  is  alleged 
that  the  concern  committed  an  act  of 
bankruptcy  by  favoring  certain  creditors. 


Relay  Company  Elects  New  Officers. 

At  the  recent  annual  meeting  of  the 
stockholders  of  the  Relay  Mfg.  Co.,  of 
Reading,  Pa.,  the  present  directors  were 
re-elected  j.or  the  year.  They  reorganized 
with  the  following  officers:  President, 
John  R.  Miller;  secretary,  Keyser  Fry; 
treasurer,  J.  W.  Minnig. 


A  new  impulse  has  been  given  the  cy- 
cle trade  of  Leesburg,  Fla.,  owing  to  the 
extension  of  the  clay  road  system  com- 
prising twenty-five  miles  of  paved  high- 
ways leading  out  of  town  in  all  direc- 
tions. 


NIGHT  WORK  OF  LITTLE  VALUE 


ONLY  TWO  ADVANTAGES  GAINED 


Profits  Offset  by  Lower  Working  Capa= 

city  of  Men  and  Poorer  Quality 

of  Workmanship. 


At  the  present  time  many  of  the  manu- 
facturing establishments  of  this  country  ■ 
are  compelled  to  work  overtime.  In  some 
instances  the  extra  work  is  performed 
by  the  day  force  during  two  or  three 
hours  in  the  evening;  in  others  the  pres- 
sure is  so  great  as  to  require  two  sepa- 
rate gangs  —  one  for  day  and  one  for 
night. 

Trade  Retained  by  Fulfilling  Contracts. 

There  are  practically  only  two  advan- 
tages in  overtime  work — namely,  getting 
the  job  done  on  time  and  thereby  fulfill- 
ing the  terms  of  the  contract,  and  keep- 
ing the  good  will  and  trade  of  a  cus- 
tomer, says  Iron  Age.  A  reputation  for 
punctuality  in  the  execution  of  an  order 
is  exceedingly  hard  to  earn  and  far  more 
difficult  to  keep,  yet  when  once  attained 
it  represents  good  will  of  the  greatest 
value.  The  second  advantage  has  been 
illustrated  forcibly  in  England  during 
the  past  few  months.  The  inability  of 
the  machine  tool  -builders  of  that  country 
to  make  deliveries  when  wanted  diverted 
the  trade  abroad,  especially  to  the  United 
Slates. 

Overwork  is  Hostly  Glory  Work. 

Whether  or  not  any  advantage  is  se- 
cured in  the  form  of  increased  profits 
through  night  work  and  its  added  output 
is  a  question  to  be  answered  differently 
in  different  lines.  In  some  industries  the 
prof,  I,  is  larger  than  it  would  otherwise 
be;  but  in  others  the  augmented  cost  of 
producing  is  sufficient  to  wipe  out  the 
gains  made  during  the  day,  and  if  this 
poiiit  alone  is  taken  into  consideration, 
the  manufacturer  has  conducted  his  busi- 
ness for  the  glory  and  not  for  the  cash 
there  may  be  in  it.  Works  running  day 
and  night  may  or  may  not  oe  in  the  flood 
of  prosperity — it  depends  essentially  up- 
on the  kind  of  work  turned  out. 

Working  Conditions  Bad  at  Night. 

Inquiry  among  machine  men  shows  a 
wide  divergence  of  opinion  upon  this 
question.  Its  mechanical  side  is  most 
diversified  and  interesting.  The  output 
is  less,  hour  for  hour,  during  the  night. 
Perhaps  the  only  exception  to  this  is 
when  the  work  is  performed  almost  en- 
tirely by  strictly  automatic  machinery, 
or  when  the  work  is  of  such  a  character 
that  the  operator  becomes,  by  reason  of 
constant  repetition,  an  animated  machine 
of  the  automatic  type.  In  the  ordina*y 
machine  shop,  where  the  work  is  more 
or  less  varied,  the  output  is  invariably 
less  at  night.  The  conditions  are  differ- 
ent; the  light  is  poorer,  even  in  the  best 
shops,  and  the  man  himself  is  tired  and 
does  not  possess  the  vim  and  energy  he 
displayed  during  the  day.  Some  shops 
will  not  even  attempt  to  do  work  at  night 
which  requires  close  measurement.  Bench 
work  of  all  kinds  is  less  satisfactory  at 
night,  Its  very  nature  requiring  the  hours 
of  the  day  for  its  proper  performance. 

Comparative  Working  Capacity. 

It  has  been  ascertained  by  more  than 
one  manufacturer  that  two  gangs  of  men, 
equal  in  every  respect,  will  not  perform 
the  same  duty  day  and  night.  The  supe- 
riority is  always  found  on  the  side  of 
those  working  during  the  daytime.  This 
holds  good  in  machine  shops  equipped 
with  every  modern  appliance  for  doing 
work,  and  in  shops  in  every  way  behind 
the  time.  The  mechanical  man  is  not  a 
nocturnal  animal — he  is  at  his  best  only 
during  daylight. 


378 


The  Cycle  Age  and  Trade  Review 


NEW  YORK  CYCLE  SHOW 


Suffers  by  Comparison  With    Former  Exhibitions— Public 
S&eks  Novelties— Review  of  Displays 


New  York  City,  Jan.  23. — As  a  spectacle 
intended  to  convince  the  public  that  the 
cycle  industry  is  not  in  a  state  of  decay, 
the  show  now  in  progress  in  this  city — 
with  its  107  exhibitors — is  not  of  such  a 
forceful  character  as  to  summarily  arrest 
the  growth  of  that  evil  opinion,  if  it  be 
existent.  For  the  function  is  mean  in 
comparison  with  like  exhibitions  of  other 
years,  though  a  brave  effort  has  been 
made  to  cheat  the  senses  and  compel  a 
different  belief  by  means  of  a  generous 
use  of  theatrical  properties.  The  attend- 
ance, which  regularly  is  large  in  the 
evenings,  in  a  measure  atones  for  this. 

As  a  mart  of  trade,  where  makers 
could  secure  orders  from  agents,  the  show 
betrays  those  people  who  fixed  their 
hopes  upon  it.  Though  agents  are  by  no 
means  repelled  by  the  exhibition,  yet 
they  are  not  powerfully  attracted  to  it. 
Tne  dealers  of  the  metropolitan  district 
are  met  with  frequency  in  the  show 
building,  but  it  is  seldom  that  buyers 
from  remote  parts  are  encountered,  al- 
though a  few  have  journeyed  hither  from 
the  western  parts  of  New  York,  Pennsyl- 
vania, the  New  England  states,  and  a 
couple  of  the  five  southern  states  which 
are  accounted  profitable  fields  of  work 
for  bicycle  makers. 

Local  Character  Criticized. 

Competent  critics  assert  that  the  show 
is  like  its  precursor  in  Chicago — local  in 
character  and  influence.  The  few  firms 
which  undertook  to  give  some  of  the  old- 
time  magnificence  to  the  booths  are  put 
out  of  countenance  at  observing  their 
propinquity  to  the  rather  shabby  dis- 
plays made  by  rivals.  The  crowds  plunge 
in  the  direction  of  the  exhibits  which 
feed  their  curiosity.  A  new  driving  gear, 
any  of  the  varieties,  always  provokes  at- 
tention. The  visitors  are  in  attendance 
merely  to  be  amused.  Only  the  automo- 
biles are  seriously  taken. 

Following  is  a  summary  of  the  exhib- 
its: 

Acme  Mfg.  Co.,  Reading,  Pa. 

Many  features  peculiar  to  the  equip- 
ment of  Stormer  bicycles  are  now  found 
in  the  Pennants.  The  firm  has  recently 
decided  to  enlarge  its  line  by  the  addition 
of  a  chainless  model  whicn  will  be  fitted 
with  the  Sager  gear. 

Retail  "VVt., 
Model.  Style.    Price,    lbs. 

Pennant,   men   Chain       $35       26 

Pennant,  women   Chain         35       26% 

Stormer,    men    Chain         40       24 

Stormer,   women    Chain         40       25% 

Mars,   27   Chain         25       26 

Mars,   28    Chain         25       27 

1   and  2   Chain         20 

3  and   i   Chain         25 

Chainless,    men    Sager  gear         ..       26 

Chainless,  women  Sager  gear         ..       27% 

American  Bicycle  Chain  Cleaner  Co.,  New  York. 

This  firm  exhibits  a  device  for  cleaning 
the  chain  of  a  bicycle.  The  chain  is  first 
passed  through  kerosene,  then  through 
a  hot  water  bath,  and  eventually  through 
tallow. 

Alpha  Lamp  Co.,  New  York  City. 

The  characteristic  features  of  the  Al- 
pha acetylene  gas  lamp  are:  it  has  no 
tube  for  alimentation,  no  taps,  no  valves, 
is  inodorous,  and  does  not  require  clean- 
ing. The  contact  between  the  water  and 
the  calcium  carbide  is  produced  by  un- 
screwing a  metallic  cork.  The  drip  is 
automatically  regulated.  The  reflector 
has  no  lens,  a  feature  which  is  common 


to  the  g^s  lamps  used  in  France.  It  is 
made  in  one  pattern  for  cycle  use  and 
is  handled  by  Edmond  A.  Dreyfus,  123 
Liberty  street. 

%        Retail   Wt., 
Model.  Style.    Price,    oz. 

Cycle   lamp    Gas    $3.75  16 

Carriage  lamp,  per  pair Gas    20.00 

House    lamp    Gas      4.00  up     .. 

Badger  Brass  Mfg.  Co.,  Kenosha,  Wis. 

The  familiar  general  lines  of  the  Solar 
acetylene  gas  lamp  are  maintained  in  the 
improved  patterns.  It  is  much  lighter  in 
weight  and  slightly  smaller,  has  an  im- 
proved bracket,  an  instantaneously  re- 
movable tip  holder,  a  straight  wick  tube 
and  new  valve,  which  permits  the  lamp 
to  be  instantly  lighted,  besides  many 
minor  improvements,  all  of  which  will  be 
greatly  appreciated.  The  Badger  Brass 
people  have  been  making  gas  lamps  ex- 
clusively for  two  years,  and  may  with 
propriety  lay  claim  to  such  skill  in  gas 
lamp  construction,  as  so  long  an  appren- 
ticeship and  experience  implies. 

Retail 

Model.  Style.    Price. 

Solar  cycle  lamp    ..  ..Acetylene       $3.50 

Solar  coach  lamp Acetylene       15.00  pair. 

Solar  dasihb'd   lamp... Acetylene         9.00  pair. 

Barkelew  &  Kent,  New  York  City. 

The  business  of  this  firm  is  largely  that 
of  a  saddle  exchange.  It  exhibits  also 
Smith's  two-roller  seat  post,  sprocket- 
rims  and  lubricants. 

Beckley-Ralston  Co.,  Chicago. 

This  concern  shows  Gordon  saddles. 
They  are  all  padded  but  the  wood  base 
patterns.  As  makers'  agents,  the  firm 
handles  wrenches,  hangers  and  hubs  of 
the  Park  City  Mfg.  Co.  and  D.  &  J.  hang- 
ers. They  job  tue  Waterbury  Mfg.  Co.'s 
pumps,  the  Manhattan  Brass  Co.'s  lamps, 
the  Badger  Brass  Mfg.  Co.'s  lamps,  and 
the  goods  of  the  Schumacher  Acetylite 
Lamp  Co.,  the  Pony  Headlight,  a  gas  lamp 
weighing,  with  bracket,  8  ounces;  the  G. 
L.  Thompson  fittings,  the  Hotelling  braz- 
ing compounds,  the  Velox  pedal.  Crown 
chains  and  Singer  hubs. 

Retail  Wt., 

Model.  Style.      Price,  oz. 

Gordon  extra  wide Padded       $3.0C       17 

Gordon    regular    Padded         2.50       15 

Gordon   Wood  base         2.50       15 

Gordon   Expert  Padded         1.50       15 

Gordon  Alpine  Padded        1.20       14 

Gordon  14 '. Padded        1.00       13 

Gordon  Favorite.. Rigid  padded  .80      16 

W.  E.  Blaisdell,  Brooklyn. 

The  latest  and  by  no  means  least  de- 
sirable addition  to  the  list  of  free  pedal 
devices  is  shown.  It  is  known  as  the 
Safety  brake  and  coaster  and  possesses 
the  merit  of  being  applicable  to  any  ma- 
chine. The  brake  holder  is  clamped  to 
the  lower  rear  forks  and  the  brake  itself 
clamped  to  a  rod  connected  with  the 
operating  device  is  made  part  of  the 
sprocket.  Inside  of  the  sprocket  rim  is 
a  second  rim,  on  the  inside  of  which  are 
a  series  of  notches  in  which,  as  the 
thrust  is  applied,  a  dog  engages.  Back- 
pedalling slightly  releases  the  dog  and 
allows  the  wheel  to  run  freely;  heavier 
backward  pressure  operates  on  a  hinge 
in  the  brake  rod  and  applies  the  brake 
to  the  rear  wheel. 

Black  nfg.  Co.,  Erie,  Pa. 

Th^  quality  of  the  goods  made  by  this 
house  is  never  challenged.  On  this  ac- 
count, however,  the  firm  does  not  refuse 
to  refine  its   manufacture   from  year  to 


year,  a  fact  which  is  plainly  evident  from 
observation  of  its  models.  Whatever  suc- 
cess may  'be  in  store  for  those  who  manu- 
facture 30-inch  wheels,  it  is  pretty  gener- 
ally conceded  that  the  Black  company 
will,  from  its  pioneer  aid  in  connection 
with  the  movement,  reap  much  of  the 
anticipated  advantages.  All  models  are 
fitted  with  the  recently  patented  internal 
expanders  for  fastening  bar  and  seat 
post,  both  of  which  devices  are  to  the 
credit  of  Mr.  L.  B.  Saylor,  vice-president 
and  general  manager  of  this  concern. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Men,   40   Chain       $40       23 

Women,   41   Chain         40       25 

Men,  42  Chain         50       22y2 

Women,  43  Chain         50       24V2 

Men,  44 ...30-in.  wheels         50       231/2 

Racer Chain         75       19% 

Men.  460  30-in.  wheels         75       22 

Tandem  100       37 

Triplet  100       58- 

Hermann  Boker  &  Co.,  New  York  City. 

With  a  varied  and  extensive  line  this 
house  makes  an  interesting  display.  In 
cycles  its  attention  is  confined  to  the 
Imperial.  The  line  of  lamps  is,  perhaps, 
the  most  comprehensive  in  the  show,  em- 
bracing the  products  of  four  makers.  To 
the  Solar  reference  is  made  elsewhere. 
Other  acetylene  lamps  are  the  Crescent 
and  Breckenridge,  the  former  listed  at 
the  popular  price  of  $2.50  and  weighing 
12  ounces.  The  Breckenridge  is  also  made 
for  oil.  The  Fonto  electric  completes  the 
list.  The  Baldwin  brake  is  given  space, 
as  is  a  suitable  show  of  M.  &  W.  tires. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Imperial  100,  men  30-in Chain       $55       25 

Imperial    90    men    ..:'. Chain         50       24 

Imperial   91   women Chain         50       24 

Imperial  80,   men   Chain         35       24 

Imperial  81,  women  Chain         35       24 

Retail  Wt, 
Model.                                      Style.      Price,  oz. 
Breckenridge    lamp... Acetylene       $3.50       14 
Light  Weight  lamp Oil         1.00       14 

E.  A.  Brecher  &  Co.,  New  York  City. 

Two  frame  patterns  are  shown  by  this 
firm.  One,  the  Perfection,  has  drop 
forged  lugs  and  seamless  tubing,  with 
Thor  hangers,  rear  fork  ends  and  expand- 
ers. The  other,  the  New  Century,  has 
seamless  tubing,  a  Fauber  hanger  and 
Thor  expanders.  Peter  Forg's  forged 
sprockets  and  a  general  line  of  fittings 
are  also  displayed. 

Bridgeport  Brass  Co.,  Bridgeport,  Conn. 

This  firm  exhibits  Search  Light  oil  and 
gas  lamps,  aluminum  pumps,  a  new  pump 
with  patented  expander  or  plunger,  and 
oiler  for  home  use.  The  new  Search 
Light  gas  lamp  will  retail  for  $5.  In  it 
the  water  is  placed  below  the  carbide 
and  fed  up  through  a  wick.  The  fiow  of 
the  water  and  consequent  height  of  fiamtj 
are  under  easy  control.  The  water  sup- 
ply is  automatic.  The  oil  Search  Light 
will  retail  at  $3.50. 

Bridgeport  Gun  Implement  Co.,  Bridgeport. 

The  exhibit  consists  of  a  sample  of 
each  article  made,  embracing  the  follow- 
ing: Ray  saddle,  aluminum  base,  the  feat- 
ure of  which  is  an  opening  on  each  side, 
bridged  over  with  leather,  on  which  the 
pelvic  bones  rest;  weight,  18  ounces;  re- 
tail price,  $3.50;  Star  pedals,  price  $3.50; 
Bridgeport  pedals,  price  $3;  Echo  call. 
Universal  whistle,  B.  G.  I.  screwdrivers, 
Brooklyn,  Simplicity  and  Biped  stands, 
golf  outfits. 

Brown  Lipe  Gear  Co.,  Rochester. 

The  changeable  gear  made  by  this  firm 
is  exhibited  upon  a  Cleveland  bicycle.  A 
display  is  also  made  of  the  handy  tool 
which  the  company  makes  for  the  repair 
of  tires. 

Bullis  Ball  Gear  Co.,  Rochester. 
The   Bullis   ball   gear   escapes   the   re- 
quirements   for   great   accuracy    of    gear 
adjustment  and  frame  alignment  of  the 
bevel  gear  by  having  the  axes  of  all  roll- 


The  Cycle  Age  and  Trade  Review 


379 


TRADE 

MARK    1  f/\^.  ^ 


MANUFACTURERS   ARE   FURNISHING 

Dunlop  Detachable  Ores 


On  their  wheels  AT  NO   EXTRA  COST,  either  wholesale 
or  tetiiX.jtJtjtjtjtjt 

Agents  should  see  that  the  manufacturers  whom  they  repre- 
sent are  among  this  number.    Write  u*  about  it.<lt^jijijtjt^jX 

1899  IS  GOING  TO  BE  A  DUNLOP  YEAR.^^ 


Cbe  JItnerican  Dunlop  Ore  Company 


134  £akc  Street,  ebicaso. 


Belleville,  (nortb  newark)  n.  3. 


TRADE 
MARK 


The  Sterling 


t( 


BUILT  LIKE  A  WATCH" 


QUALITY 
MAINTAINED 


RADICAL  CHANGES. 

PLEASING  FEATURES. 

HIGH   GRADE   EQUIPMENT. 

SUPERIOR  RUNNING 

QUALITIES. 


IN  WH^tIr  'i  ^  .  ^^ 


1/ 


\v> 


>BICV€liES 

MAYBE  REU ED  UPON.  <( 

"Bantt/KEA  WATCH  "  I  • 

STERLING  CYCkE  WORKS'' 

—  KENOSWA.WIS. 


SEND  POn  ItLUSTRATCD  CATAU3GUE 


IF  YOU  ARE 

IN  LINE  FOR  THE  AGENCY 

OF  AN 

ALL-THE-YEAR-ROUND 

BICYCLE 

BUILT  TO  ENDURE 

WE  WILL  BE 

GLAD  TO  SUBMIT  TO  YOU 

OUR  PROPOSITION 


STERLING  CYCLE  WORKS, 

KENOSHA.,  >VIS. 


380 


The  Cycle  Age  and  Trade  /;/Vie'a' 


ers  at  an  angle  somewhere  near  45  de- 
grees with  the  pinion  shaft.  The  rollers 
are  in  the  form  of  steel  balls  mounted  to 
revolve  on  pins.  The  balls  of  one  pinion 
engage  the  balls  of  the  other  pinion,  and 
both  balls  in  engagement  accommodate 
themselves  by  rotation  on  their  journal 
pins  to  the  requirements  of  the  gear  mo- 
tion. The  contact  is  always  at  a  single 
point  on  both  balls,  but  the  rotation 
causes  this  point  to  travel  over  both  balls 
in  an  S-shaped  line,  thereby  distributing 
the  wear  which,  on  account  of  the  purely 
'rolling  contact,  is  very  insignificant.  Side 
thrust  is  eliminated  very  largely  by  shap- 
ing each  pinion  with  escalloped  edges 
and  mounting  the  balls  in  the  scallops; 
thus  the  ball  rollers  of  one  pinion  reach 
deeply  into  the  engaging  pinion,  and  the 
driving  force  is  exerted  in  an  approxi- 
mately vertical  line  without  any  tendency 
to  push  the  two  pinions  apart  at  point  of 
engagement.  The  intermeshing  is  con- 
tinuous without  back  lash.  This  gear  will 
be  handled  in  the  west  and  south  by  the 
Excelsior  Supply  Co.,  of  Chicago. 

Frank  E.  Bundy  Lamp  Co.,  Elmira,  N.  Y. 

In  the  Bundy  lamp,  which  has  been 
perfected  after  two  years  of  experimenta- 
tion and  trial,  all  the  objections  which 
have  been  lodged  against  gas  lamps  have 
been  overcome,  and  its  makers  declare  it 
perfect.  In  such  matters  as  eflciency  in 
use,  ease  of  charging,  certainty  of  opera- 
tion, control  of  water  supply,  and  even 
generation  of  pure  dry  gas,  the  lamp  ful- 
fills all  requirements.  All  its  parts  are 
interchangeable.  It  is  adapted  for  cycle, 
carriage  or  house  use.  A  neat  physician's 
gas  lamp  is  exhibited  and  should  find  a 
ready  sale  at  the  bands  of  dealers.  It  is 
intended  to  aid  in  the  examination  of 
the  throat,  eye  or  ear,  or  in  any  of  the 
surgical  operations  where  artificial  light 
is  needed. 

Retail  Wt., 

Model.  Style.    Price,    oz. 

Cycle  lamp  Gas    $3.50  20 

Physician's   lamp    Gas     5.00 

Fireman's  lamp  Gas     3.50  up     .. 

Claus  Handle  Bar  Mfg.  Co.,.nilwaukee. 

The  Claus  bars  have  become  too  well 
known  to  need  detailed  description.  At- 
tention is  due,  however,  to  an  expansion 
stem,  one  of  the  latest  of  the  company's 
devices  for  the  insurance  of  convenience 
and  comfort.  It  is  claimed  that  in  many 
of  the  expanding  devices  commonly  used 
the  point  of  contact  of  the  expander  with 
the  lug  or  tubing  is  so  small  as  to  be  in- 
efficient. To  overcome  this  the  Claus 
company  cuts  its  post  in  two  at  an  angle 
of  about  90  degrees,  runs  a  rod  down 
through  and  connects  with  the  bottom, 
and,  by  means  of  a  nut  at  the  top,  draws 
it  upward.  The  result  is  contact  between 
the  post  and  the  tubing  extending  over 
the  entire  length  of  the  post.  No  wrench 
is  required  on  any  of  the  Claus  bars,  yet 
they  are  almost  instantly  adjustable  to 
any  desired  position. 

O.  W.  Cole  &  Co.,  New  York  City. 

"3-in-on©"  cycle  oil  long  ago  became 
a  fixture  in  the  cycle  trade.  Energetic 
handling  and  adaptability  to  the  trade's 
requirements  have  made  it  a  fixture. 
Puncture  healing  fiuids,  chain  lubricant, 
toe  clips,  luggage  carriers,  nipple  wrench- 
es and  other  small  articles  are  also  ex- 
hibited. 

Crawford  Mfg.  Co.,  Hagerstown,  Md. 

Each  year  this  firm  aims  to  add  to  its 
line  in  order  that  customers  may  not 
complain  on  the  score  of  incompleteness. 
Crawford  machines  are  built  for  service. 
They  lack  nothing  which  can  aid  the 
dealer  in  effecting  sales. 

_     ..      .    .        Retail  Wt., 

MSaiel.  Style.    Price,    lbs. 

Tandem Double  diamond       $75       48 

Chainless,  wo'men  Bevel  gear         65       29 

Chainless,  men  Bevel  gear         65       28 

Men   (3)    Chain         35       22% 

Women  (2)   Chain        K      25 


Juvenile,  boys    20-in.  wheels  20  W/z 

Juvenile    20-in.  wheels  20  131/2 

Juvenile,  boys    24-in.  wheels  25  23% 

Juvenile,  girls    24-in.  wheels  25  23% 

Juvenile,  boys    26-in.  wheels  30  23% 

Juvenile,  girls    26-in.  wheels  30  23% 

Men   (3)    Chain  25  25 

Women    (2)    Chain  25  26 

Women  (2)  Chain  50  25 

Men  (3)  Chain  50  22% 

Cushman  &  Denison,  New  York  City. 

Oilers,  standard  articles  which  have 
been  before  the  trade  for  many  years,  are 
the  sole  feature  with  these  exhibitors, 
who  have  applied  themselves  to  doing 
one  thing  and  doing  it  well.  There  are 
four  patterns,  the  Perfect,  Star,  Leader, 
and  Gem,  ranging  in  price  from  25  cents 
for  the  first  to  5  cents  for  the  last  named. 

Davis  Sewing  Machine  Co.,  Dayton,   O. 

The  Dayton  is  shown  in  conjunction 
with  the  Tinkham  exhibit.  The  Hussey 
hub,  made  a  feature  of  the  latest  models, 
is  the  point  of  interest.  The  advantages 
claimed  are  lightness,  increased  strength, 
the  impossibility  in  the  absence  of  fianges 
of  the  spokes  pulling  out  ,and  general 
cleanliness  in  and  about  the  hubs  and 
hangers. 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Dayton  road  racer  32 Chain       $75       22 

Dayton  racer  33  Chain         75       20 

Dayton   ladies   31 Chain         75       24 

Dayton  men  35   Chain         50       24 

Dayton    ladies  36 Chain         50       22 

Victor   mens   43    Chain         50       23% 

S.  B.  Davega,  New  York  City. 

For  $2  a  week  this  firm  offers  to  sell 
Monarch,  Columbia,  Crawford,  Pierce,  De- 
fiance, Iver  Johnson,  Tiger,  Orient,  Hart- 
ford, Vedette  and  Featherstone  bicycles 
until  the  full  purchase  price  is  paid. 

Defender  Cycle  Co.,  New  York  City. 

No  less  than  a  score  of  models  are  of- 
fered by  this  firm.  Most  prominently  dis- 
played is  the  Sager  (geared  chainless 
model. 

Retail  Wt., 

Model.                                      Style.  Price,    lbs. 

Men,    A   Chain  $65       20 

"Tandem,    B    Double  diamond  115       36 

Men,  C  1  Chain  65       22 

Men,  C  2  30-in.  wheels  70       24 

Women,   D   Chain  65       23 

Tandem,    E    Double  diamond  110       38 

Tandem,    F    Combination  110       38 

Men,   G  31   Chain  55       21 

Men    G   4    30-in.  wheels  60       24 

Women,  H Chain  55       24 

Tandem,    I   Double  diamond  90       37 

Tandem,   J   Combination  90       38 

Men,  K  5  Chain  45       22 

Men,    K   6    30-in.  wheels  50       24 

Women,    L    Chain  $45 

Men,    M7   Chain  35       23 

Men,  M  8   30-in.  wheels  35       24 

Women,  N   Cbain  35       23 

Men Sager  gear  chainless  85       24 

Diamond  Rubber  Co.,  Akron,  O. 
The  woven  fabric  used  by  this  firm  in 
the  construction  of  its  single  tube  tires 
for  bicycles  is  also  employed  in  the  con- 
struction of  its  vehicle  tires,  which  are 
made  in  cross  diameters  from  5  inches 
down  to  1%  inches,  and  in  weights  from 
35  pounds  apiece  down  to  2  pounds  apiece 
for  use  on  sulkies.  The  vehicle  tire  fab- 
ric is  from  three  to  twelve  ply. 

T,^  ^  ,  Retail  Wt., 

Model.                                      style.  Price,  lbs. 

Clipper   Single  tube  $6  4 

Antelope    Single  tube  6  4 

Crown  Prince   Single  tube  6  4 

Diamond    A    Single  tube  8  4 

Diamond    B    Single  tube  7  4 

Vehicle    tire    7  35 

William  Diebel,  Philadelphia. 

Swinging  pedals  with  a  single  bearing 
are  the  specialty  of  this  exhibitor,  who 
also  shows  a  bell  operated  by  contact 
with  the  tire  and  the  Quaker  City  toe 
clip. 

Jos.  Dixon  Crucible  Co.,  Jersey  City,  N.  J. 

A  graphite  crucible  employed  in  braz- 
ing by  immersion  attracts  unusual  inter- 
est. The  firm  reports  that  there  is  a  con- 
stantly increasing  demand  for  special  in- 
formation which  will  enable  bicycle  man- 
ufacturers to  proceed  intelligently  in  the 


work  of  dip  brazing.  Special  crucibles, 
always  made  of  graphite,  are  occasionally 
demanded,  some  orders  having  recently 
been  received  for  circular  pots  such  as 
are  in  common  use  in  brass  foundries. 

Empire  Rubber  Co.,  New  York  City. 

Referee,  Eureka  and  Herculei  tires  are 
shown  by  this  firm.  A  cure  ^r  porous 
ti^s  is  also  exhibited. 

Retail 

Model.  Style.    Price. 

Referee   Single  tub©       $8.00 

Eureka .„ Single  tube         6.00 

Hercules    .mf Single  tube        4.00 

■  Eureka  Trading  Co.,  New  York  City. 

Three  models  for  jobbers,  on  whicluito 
retail  prices  are  given,  comprise  this 
firm's  line.  All  are  of  standard  equip- 
ment, with  no  departure  from  accepted 
lines. 

Wt., 
Model  Style,    lbs. 

Day,    Tien Chain       22 

Day,    women    ^. Chain       25 

Cosmopolitan,    men    Chain       22 

Cosmopolitan,   women  Chain       25 

Eureka,    men    Chain       22 

Eureka,    women    Chain       25 

W.  H.  Pauber,  Chicago. 

The  Fauber  exhibit  is  practically  a  du- 
plicate of  the  Chicago  display.  One  point 
causes  comment,  viz.,  a  comparative 
statement  of  the  volume  of  business 
transacted  in  Fauber  hangers  during  the 
past  five  years.  A  portion  of  a  triplet 
frame,  prominently  displayed  and  deco- 
rated with  small  incandescent  lamps, 
shows  the  applicability  of  the  hanger  to 
multicycle  construction.  An  exaggerated 
hanger  is  used  for  purposes  of  demonstra- 
tion of  its  mechanical  principles. 

A.  Featherstone  &  Co. 

All  Featherstone  models  are  finished 
with  extreme  neatness,  particularly  at 
the  head  and  seat  post  cluster.  Their 
crank  axle  construction  is  extremely  sim- 
ple. A  racer  is  exhibited  for  the  first 
time.  The  policy  of  the  house  is  to  meet 
the  demand  of  agents  for  a  complete  line 
of  machines  at  popular  prices  and  which 
can  be  retailed  at  a  good  margin  of 
profit. 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Model   A   30-in.    wheels       $50       26% 

Racer    Chain         50       22 

Model  C,   men   Chain         40       25 

Model  D,   women Chain    "     40       26 

Model   E,   men    Chain         30       26 

Model   F,   women    Chain         30       27 

.Special   E,    men   Chain         25       26 

Special  F,  women  Chain         25       27 

Frontenac  Mfg.  Co.,  Syracuse. 

A  neatly  designed  30  -  inch  model  is 
shown  by  this  firm.  Throughout  the  line 
the  well  known  Frontenac  front  fork 
crown  construction  is  in  evidence. 

Retail  Wt., 

Model.                                      Style.  Price,  lbs. 

Roadster,  A  Chain  $50  23% 

Racer,  B  Chain  65  22 

Women,    G   Diamond  50  22 

Women,  C  Drop  frame  50  26 

Roadster,   H  30-ln.   wheels  60  26 

Chainless,  men  Sager  gear  75  26 

E.  P.  aieason  flfg.  Co.,  New  York  City. 

The  goods  which  this  firm  displays  con- 
sist of  foot  pumps,  nipples,  valves, 
gauges,  regulators  and  pump  fittings.  The 
most  interesting  of  the  exhibits  is  an 
electrically  driven  triple  cylinder  pump 
for  high  pressure.  Quick  service  pumps 
for  storage  and  direct  use  and  triple 
cylinder  pumps  for  power  are  also  shown. 

Retail 
Model.  Style.    Price. 

Gleason  Special   Foot       $0.75 

Gleason  Special   Foot  .55 

Tandem    Special    Foot         1.25 

Seneca Foot         1.75 

Young  America ; Foot         3.00 

Quick  Service   Hand  lever        6.00 

Power  pumjp   22.50 

Triple  cylinder  Power       35.00 

Peter  A.  Frasse  &  Co.,  New  York  City. 

This  firm  aims  to  supply  complete  out- 
fits of  machinery  and  tools  for  repair- 
men.     In   addition   to   such    articles    as 


The  Cycle  Age  and  Trade  Review 


381 


Tt  is  one  of  fbo$c««« 


national 


new 
Ideas 


which  you  find  only  on  National  Bicycles  and  on  '99 
Nationals  you  get  it  with  all  of  the  improvements 
which  its  use  has  developed.  It  is  the  original  inter- 
nal handle  bar  binder;  first  produced  by  us  in   1896. 

Still  tbe  Simplest  and  Best. 
Positive  in  its  boia.    neat  in  Jlppearance. 

Sure  to  release  wben  you  want  it  to. 

Our  catalog  is  a  readable,  sensible,  plaia  business  talk  worth  read- 
ing by  a  dealer  who  wants  to  do  a  satisfactory  business. 
Get  it  for  the  asking. 

national  Cycle  mfg.  Co. 

Bay  eity,  micb. 

What  you  get  for  yonr  money  is  as  importaat  as  the  amount  you  pay. 


Plain  Talks  on 
Andrae  Cycles 

VI— Track  Racer,  Model  42,  $60. 

The  Andrae  Track  Eacer  costs  $60. 

To  professionals,  amateurs,  anybody. 

The  Andrae  is  ridden  by  more  professionals  thaa  any  other 
wheel  they  must  pay  for. 

It  pays  to  ride  an  Andrae  even  though  you  must  pay  for  it  and 
ride  without  a  salary. 

First  prizes  usually  amount  to  more  than  salaries. 

Eiders  of  other  wheels  get  salaries,  riders  of  the  Andrae  get 
first  prizes. 

The  racing  men  of  your  town  are  not  the  only  men  to  whom 
you  can  sell  the  Andrae  racer. 

There  are  many  others  who  want  the  fleetest  bicycle  made. 

Write  for  trade  prices  on  the  Andrae  line  of  15  models. 

Send  us  your  name  and  address  for  our  monthly  paper,  "The 
Andrae  Agent." 

ANDRAE  CYCLES  NEVER  DISAPPOINT. 

Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 

Eastern  Export  Branch:    95  Reade  St.,  New  York  City. 


Mention  The  Cycle  Age 


I 

8 
9 
9 


Swinging 


into  the 


New  Year 


with 


Vigore^ 


WE  propose  to  do  business  in  1899 — 
we  want  to  help  our  thousands  of 
agents  to  do  business — profitable 
business.  So  we  have  put  all  the  brains 
and  energy  of  our  vast  establishment 
into  making  the  Waverley  better  than 
ever,  and  have  fixed  purse-tempting  prices 
that   will    make    bicycle-selling  a  picnic: 


Waverley 

BICYCLES 


$40 


IVANHOE  SPEQALS, 
rVANHOE  BICYCLES, 


-      -      $35 
$25  and  $26 


WE  don't  make  any  exceptions  when 
we  say  the  Waverley  Line  is  the 
strongest,  handsomest  and  fastest 
selling  line  of  bicycles  on  the  market.  If 
you  are  not  representing  or  riding  the 
Waverley  we  want  a  chance  to  talk  to 
you.     Write. 


INDIANA  BICYCLE  CO. 

INDIANAPOLIS,  IND. 


382 


The  Cycle  Age  and  Trade  Review 


lathes,  brazing  stands,  gasoline  forges, 
vises,  drills,  taps,  reamers,  etc.,  the  firm 
handles  tubes,  forks,  and  rear  stays  made 
by  the  Shelby  Steel  Tube  Company,  Snow 
chains,  Walker  &  Ehrman  tandem  fit- 
tings, lauber  hangers,  Drake  rims,  Mei- 
link  expanders,  Hotelling  Bros.'  brazing 
compounds,  Crosby  &  Mayer's  fittings, 
White  Sewing  Machine  Company's  pedals, 
electrically  welded  fittings,  and  the  hubs 
made  by  the  Cleveland  Hub  Company. 

B.  F.  Goodrich  Co.,  Akron,  O. 

Samples  of  all  the  tires  mentioned  in 
'  the  appended  table  are  exhibited.     They 
comprise  the  entire  line  of  the  concern. 

Retail 

Model.                                                Style.  Price. 

Palmer    Quad  $16.00 

Palmer    Tandem  15.00 

Palmer Plank  road  15.00 

Palmer   Road  12.00 

Palmer  Light  racer  12.00 

Palmer   Mexican  1-5.00 

Goodrich  Road  10.00 

Goodrich    Semi-road  10.00 

Goodrich  Tandem  15.00 

Goodrich    (999)    Quad  14.00 

Goodrich   Triplet  14.00 

Goodrich  Tandem  14.00 

Goodrich Road  9.00 

G.  &  J.  (detachable)   Heavy  tread  11.00 

G.  &  J.   (detachable)   Tandem  11.50 

G.   &  J.    (detachable)   Road  10.00 

Goodrich  (M.  &  W.)  Road  9.00 

Buckeye  (detachable)  Sulky  10.00 

Bailey  (non-slipping)   Road  10.00 

Grand  Rapids  Cycle  Co.,  Grand  Rapids. 

This  company  shows  samples  of  a 
splendid  line  from  juveniles  to  the  best 
grades,  of  which  nothing  more  may  be 
said  than  that  they  are  "built  for  busi- 
ness." 

Retail  Wt., 

Model.                                      Style.  Price,  lbs. 

Garnet,    men    Chain  $25  24 

Garnet,  women  Chain  25  24% 

Men,    50    Chain  35  24 

Women,  51  Chain  35  24^^ 

Special,   men   Chain  50  24 

Special,  men   ........ 30-in.  wheels  50  25 

Special,  women  Chain  50  24y, 

Special,    men  Chain  60  2VZ 

Chainless,   men    Bevel  gear  75  26" 

Chainless,  women  Bevel  gear  75  27 

Green  &  Haskell,  New  York  City. 

This  firm  is  the  selling  agent  for  the 
gas  lamps  made  by  the  Electro  Lamp 
Company.  The  lamp  possesses  the  ad- 
vantage of  being  small  and  so  constructed 
as  to  generate  gas  from  loose  calcium 
carbide  or  prepared  charges  of  it. 

T,T  .,  ,  Retail  Wt., 

Model.                                     Style.      Price,  oz. 
Electro  lamu   Gas       $3.50       14 

Hartford  Rubber  Works  Co. 
Tires  for  motor  vehicles  are  strikingly 
in  evidence  at  this  booth.  Their  con- 
struction is  similar  to  the  well  known 
single  tube  construction  peculiar  to  this 
firm.  They  are  made  in  56-inch  size  and 
vary  in  cross  diameters  from  1%  inches 
to  5  inches.  The  other  five  patterns 
shown  are  as  follows: 

,^  .,  ,  Retail  Wt., 

.„  Model.                                      Style.  Price,  lbs. 

Pattern  70   Road  $8  4 

Pattern  80 Light  Road  10  4 

Pattern  75    Racing  10  2 

Pattern  77 Regular  Roadj  10  4 

Pattern  77   H   Tandem  10  414 

Juvenile  Patterns. 

Hollenbeck  Saddle  Co.,  Syracuse. 

For  a  combination  of  reasonable  price, 
quality  and  comfort,  the  Hollenbeck  raw- 
hide saddle,  now  in  its  third  season,  is 
commendable.  The  strength  of  the  ma- 
terial makes  it  possible  to  produce  a  dur- 
able article  without  the  usual  base,  hence 
lightness  and  flexibility  are  secured.  The 
Hollenbeck  weighs  but  twelve  ounces  and 
retails  at  $2. 

Heinz  &  Munschauer,  Buffalo. 

Bight  models  of  Heinz  bicycles  afford 
liberal  choice  in  style  and  price,  two  of 
the  models  being  fitted  with  30  -  inch 
wheels.  The  H.  &  M.  one-piece  crank 
hanger  and  the  Charles  0.  Barnes  coaster 
and  brake  are  the  exhibits  outside  of  the 
bicycles.     The  coaster  is  obtained  by  a 


slight  back  pressure  on  the  pedals,  which 
releases  a  sprocket  clutch  and  allows  the 
wheels  to  run  independently.  Back  ped- 
alling sets  the  brake,  which  has  no  con- 
tact with  the  tire,  its  mechanism  being 
clustered  at  the  crank  hanger;  forward 
pedaling  releases  it. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Heinz  26,   men   30-in.  wheels       $60       251/2 

Heinz,   24,   men    Chain         55       23 

Heinz  20,    3   crown,   30-in.  wheels         50       27i^ 

Heinz  14,   men   3  crown         45       26 

Heinz    18,    men    Chain         40       251/2 

Heinz  22,  men  Chain        35       26 

Heinz  19,  women  Chain         50       27% 

Heinz  23,  women  Chain         35       27% 

Howard  &  Pike,  New  York  City. 

This  concern  has  an  exhibit  of  interest 
to  cyclists  who  ride  tne  year  round,  con- 
sisting of  paper  waistcoats  designed  for 
protective  purposes  in  wmter. 

Thomas  B.  Inness,  New  York  City. 

The  bicycle  locTiing  and  checking  de- 
vices formerly  manufactured  by  the  Cycle 
Checking  Lock  Company  are  on  exhibi- 
tion in  this  booth. 

R.  H.  Ingersoll  &  Bro.,  New  York  City. 

This  firm  is  exhibiting  regularly  con- 
structed bicycles,  as  well  as  a  30-inch 
model,  a  full  line  of  frame  sets  and  elec- 
trically welded  fittings  made  by  the  Geo. 
L.  Thompson  Mfg.  Co.  and  the  Standard 
Tool  Co.,  Lobdeii  rims,  Excelsior  spokes, 
Lerch  saddles,  Yankee  lamps,  pedals, 
hubs  and  pumps.  The  Lerch  saddles  are 
shown  in  three  models,  one  in  the  Brown 
pattern  and  the  other  two  anatomical. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Ingersoll,  men   Chain       $35       23 

Ingersoll,    women   Chain         35       23 

Ingersoll  30-in.  wheels         40       25 

International  Cycle  Fittings  Co.,  New  York. 

This  house  shows  frame  sets,  built  up 
bicycles  and  frames.  All  frame  connec- 
tions are  made  from  drop  forgings.  The 
bicycles  are  fitted  with  Sunbeam  spokes. 
The  International  and  Criterion  hubs  are 
the  company's  own  line  and  it  jobs 
Thames  and  Baldwin  chains,  National 
pedals  and  numerous  sundries. 

lven°Brandenburg  Co.,  Chicago. 

Thor  hangers,  hubs,  frame  connections, 
etc.,  are  exhibited  in  conjunction  with 
Lefever  chains,  Morse  Keefer  Co.'s  spokes 
with  nipples,  Tucker  rims  and  wood 
guards,  and  Chicago  Drop  Forge  Co.'s 
goods.  The  Iven-Brandenburg  Co.  is  act- 
ing as  selling  agent  in  the  United  States 
for  Sager  chainless  gears  and  saddles. 

Iver  Johnson's  Arms  &  Cycle  Works,  Pitchburg. 

At  a  time  when  the  majority  of  bicycle 
makers  are  busy  exploiting  the  service- 
ability of  sheet  steel  stampings,  this  firm 
finds  particular  satisfaction  in  stating 
that  in  its  models  drop  forgings  are  used 
at  all  of  the  connections.  The  distin- 
guishing feature  of  the  higher  priced 
models  is  the  new  design  in  front  fork 
crown,  which  is  arched  and  open,  giving 
in  structural  effect  and  appearance  the 
advantages  which  are  contained  in  both 
implied  forms  of  crown  construction. 

Retail  Wt., 

Model.                                      Style.  Price,  lbs. 

Men,  47  Chain  $60  20 

Men,  48  Chain  60  22 

Men,   49   Chain  60  29 

Men,    50    Chain  50  24 

Women,   51    Chain  50  26 

Men,  53  Chain  40  24 

Women,   54   Chain  40  26 

Men,    55    Chain  75  26 

Women,  56 Chain  75  27 

Jamieson  nfg.  Co.,  Rochester. 
The  Spinroller  gear  exhibited  by  this 
concern  consists  of  two  sets  of  inter- 
meshing  rotary  roller  teeth,  each  tooth 
curving  towards  its  axis.  The  rollers  are 
supported  at  their  outer  ends  by  a  finger- 
like plate,  which  supports  them  rigidly 
and  prevents  them  from  springing  the 
slightest  degree  when  pressure  is  placed 


upon  them.  The  studs  on  which  the  roll- 
ers are  mounted  are  accurately  spaced, 
and  the  rollers  are  ground  to  a  thou- 
sandth of  an  inch.  The  Spinroller  gear 
is  so  constructed  that  when  one  roller 
rolls  against  the  other,  the  working  sur- 
face is  in  point  contact,  and  for  this  rea- 
son will  stand  a  considerable  degree  of 
deflection.  A  study  of  the  mechanism 
shows  that  the  line  of  pressure  is  always 
vertical,  upwards  at  one  end  of  the  shaft 
and  downwards  at  the  other.  The  result 
is  that  the  Spinroller  gear  machine  starts 
off  with  wonderful  life  the  moment  pres- 
sure of  the  foot  is  applied  to  the  pedal. 

L.  C.  Jandorf  &  Co.,  New  York  City. 

This  firm  will  soon  occupy  the  whole 
of  a  large  building,  situated  at  5  West 
Fourteenth  street,  as  a  retail  establish- 
ment and  for  repairing  and  carrying  on  a 
general  jobbing  business.  Its  exhibits 
are  as  follows: 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Waverley,    men    Chain       $40      23 

Waverley,  women Chain         40       24 

Ivanhoe,  men  Chain         25-     23 

Ivanhoe,  women Chain         26       24 

Lynnewood,  men,  A  Chain         40       23 

Lynnewood,  women,  B  Chain         40       23 

Lynnewood,    men,    C    Chain         35       23 

Lynnewood,  women,  D   ...Chain         35       23 

Lynnewood,    men,    E    Chain         50    19-21 

Lynnewood,  women,  F Chain         50    19-21 

Crown,  men  (2)  Chain         30       23 

Crown,    women    (2;    Chain         40       23 

Q.  R.  Johnson  Co.,  New  York  City. 

The  bicycles  exhibited  by  this  firm  con- 
sist of  the  complete  lines  made  by  the 
National  Cycle  Mfg.  Co.,  the  Reading 
Cycle  Co.,  and  the  Keystone  Cycle  Co. 
Fittings  are  also  shown  from  the  factors' 
of  the  Reading  Cycle  Mfg.  Co.,  chains  and 
spokes  from  the  factory  of  the  Reading 
Scr6w  Co.,  mother-of-pearl  grips,  in  a  va- 
riety of  designs,  mounted  with  nickel- 
plated  cap  and  ferrule,  made  by  Fedder- 
sen  &  Feldmeyer,  of  Newark,  N.  J.,  and 
Deitz  lamps. 

Retail  Wt., 

Model.  Style.    Price.    Hbs. 

National   25,    men   Chain       $60 

National  26,  women  Chain         60 

National  27    30-in.  wheels         65 

National   racer    Chain         75       21 

Keystone  road  racer  

30-in.  wheels        50 

Keystone  road  racer  

28-in.  wheels         40 

Keystone    special    Chain         35 

Keystone,  women  Chain         40 

Keystone,   boys'    

20,  22,   24,  26  in.  wheels    25-35 

Keystone,  girls'    

20,  22,   24,  26  in.  wheels    25-35 

Keystone  tandem   

DoulDle   diamond         60 

Keystone  tandem  ..Combination        60 
Keystone   tandem   

Single  steering         60 

Vindex  Chainless... Gentry  Gear 

Vindex   light  roadster    Chalni        50 

Vindex,   men   Chain         40 

Vindex,  women  Chain         40 

Simplex,  men    Chain         35 

Simplex,    women    Chain         35 

Dietz  automobile  lamp,  Tubular  3.50   .. 

Dietz  cycle  lamp   Oil  2.50   .. 

Dietz  cycle  lamp    gas  

Judd    Leiand  &  Stevens,  Clifton  Springs,  N.  Y. 

This  firm  exhibits  Cyclone  and  Tornado 
hand,  foot,  floor  and  shop  pumps. 

Retail 

Model.  Style.    Price. 

Cyclone  3 Foot       $1.00 

Cyclone  3  A  Foot  .75 

Cyclone  4  Foot  .75 

Cyclone   10   Foot  .50 

Cyclone  16  Foot  .25 

Cyclone  40   Foot  .50 

Cvnlone  40  A   Foot  .40 

Cyclone  50  Foot  .60 

Cyclone  50  A   Foot  .30 

Cyclone    15    Lever        3  50 

Cyclone  55   Floor         2.50 

Tornado  3  ,  Floor         2.00 

Tornado  4  Floor         1.75 

Tornado  5  Floor         1.25 

Tornado  6  Floor        1.00 

Kelly  Handlebar  Co.,  Cleveland,  O. 

This  company  will  soon  use  a  new 
clamping  device  which  it  is  confidently 
predicted  will  outlaw  many  of  the  devices 
now  in  use  and  shame  them  in  the  mat- 


The  Cycle  Age  and  Trade  Review 


383 


ter  of  simplicity  of  construction.  The 
No.  3  handle  bar  pattern  has  a  range  of 
25  positions.  No.  2  for  women,  No.  3 
-which  is  special,  and  No.  4,  which  is  the 
racing  pattern,  round  out  the  line.  The 
finish  of  the  goods  is  ample  evidence  of 
the  care  taken  in  the  manufacture. 

Kells  nfg.  Co.,  Cleveland,  O. 

The  fixed  aim  of  this  concern  is  to  give 
a  full  seat  without  inconveniencing  the 
rider.  The  aluminum  base  of  the  anato- 
mical pattern  is  perforated..  All  the  an- 
atomical patterns  arfe  fitted  with  coil 
springs. 

Retail 
Model.  Style.    Price. 

Men,  11  Coil  spring,  padded       $2.50 

Women,    12    Padded         2.50 

Men,  14  Flat  spring,  padded         2.00 

AnatO'mioal,    60    

Aluminum  base,  coil  spring         2.00 

Anatomical,   70 2.0O 

Kirk  Mfg.  Co.,  Toledo. 

The  retention  of  the  Yale  fiush  yoke  in 
the  special  models  made  by  The  Kirk 
Mfg.  Co.  is  ample  evidence  of  the 
strength  of  its  tubuiar  construction, 
which  has  now  been  in  active  service  for 
two  years.  The  eccentric  chain  adjuster 
on  the  special  models  is  a  feature  highly 
valued  by  the  makers.  The  two-piece 
crank  used  in  these  models  makes  use  of 
the  principle  of  locking  the  free  crank  by 
means  of  the  sprocket  wheel.  Perfect 
registration  between  the  holes  in  the 
sprocket  ring  and  those  in  the  spider  is 
secured  by  means  of  an  original  and  in- 
genious device. 

Retail  Wt., 

Model.  ■       Style.    Price.    I'bs. 

Tale   racer   Chain       $60       21 

Yale  special,  men  Chain         50       24 

Tale  special,   women   Chain         50       24 

Yale  special,   women   

Diamond   frame        50 

Yale  special  30-in.  wheels         60       26 

Yale  roadster,  men  Chain         35       24 

Tale  roadster,   women   Chain         35       24 

Kokomo  Rubber  Co.,  Kokomo,  Ind. 

A  neat  exhibit  is  made  of  the  various 
tires  made  by  the  house.  They  range 
from  a  $5  unguaranteed  tire  to  the  high- 
est grade. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Defender    Special    Road         $7.50     4 

Clover   LeaJ    Road  9.00     3^4 

Oxford    Road  5.00     4 

Defender    Cactus  8.00     4% 

Defender   Tandem  8.50     4y» 

Clover  J-,eaf  Tandem         11.00     4 

Clover  Leaf    Racer  9.00     3% 

Lenape  Cycle  Works,  Doylestown,  Pa. 

This  firm  exhibits  seven  models  retail- 
ing at  popular  prices.  Their  design  ana 
construction  is  typical  of  that  class  of 
bicycles  which  are  built  to  secure  trade 
and  play  their  part  in  the  retaining  of  it. 
The  crank  hanger  construction  is  of  one 
piece.  On  the  bottom  bracket  there  are 
three  lugs  for  the  frame  tubes. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Lenape,  31  30-in.  wheels       $50       25 

Lenape,  men,  32  Chain         45       23 

Lenape,  women,  32  Chain         45       23 

Lenape,    men,  34    Chain         40       23 

Lenape,  women,  34  Chain         40       23 

Juvenile,   boys    

24  and  26-in.  wheels         29       18 

Juvenile,   girls     

24  and  26-in.  wheels         29       18 

Lever  Hillclimber  Co.,  New  York  City. 

This  firm  exhibits  a  device  by  which  an 
Increase  in  crank  leverage  is  obtained  by 
artificial  lengthening  of  the  crank  with- 
out increasing  the  diameter  of  the  stroke 
of  the  pedal. 

John  S.  Leng's  Son  &  Co.,  New  York  City. 

This  concern  handles  about  3,000  dif- 
ferent articles  suited  for  the  cycle  trade. 
Its  principal  lines  are  as  follows:  Weld- 
less  steel  tubing  made  in  England,  Mor- 
gan &  Wright's  tires,  Indianapolis  Chain 
&  Stamping  Company's  goods,  Plymouth 
wood  rims,  Crosby  &  Mayer's  sheet  steel 
stampings.  Fiber  Buckskin  grips,  Bren- 
nan   adjustable  handle  bars,  Snell   bicy- 


cles, Springfield  Drop  Forging  company's 
goods.  Independent  Supply  company's  ex- 
panders, Forsyth  Mfg.  company's  pedals, 
brakes  and  metal  chain  guards,  and  But- 
ler &  Ward's  saddles. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Ensign,  men  Chain       $25       24 

Ensign,    women    Chain         25       24 

Snell,  men  Chain         50       24 

Snell,   women    Chain         50       24 

Snell  Special,  men   Chain         60       24 

Snell   Special,   women   Chain         60       24 

Snell   Special   30-in.  wheels      ,60       28 

oz. 

B.   &   W.    Saddle  704 

Felt   padded  3.00  24 

B.  &  W.  saddle  614 Padded         1.20  20 

B.  &  W.  saddle  698  ..Wood  base  1.50  20 

B.   &  W.   saddle  099   

Wood  base,  padded  1.60  24 

B.  &  W.  saddle  684  ..Wood  base  1.80  20 

B.   &  W.  saddle  685  

Wood  base,  padded  1.90  24 

B.   &  W.   saddle  616   Hard  1.90  24 

B.  &  W.  saddle  699  C.Wood  base  1.70  20 

B.  &  W.  saddle  686.... Wood  base  2.00  20 

B.  &  W.   saddle  695  Padded  1.30  24 

B.  &  W.  saddle  694  Padded  1.20  24 

Liberty  Cycle  Co.,  Bridgeport,  Conn. 

This  firm  probably  manufactures  more 
models  than  any  concern  engaged  in  cycle 
manufacture,  and  justifies  this  policy  by 
declaring  that  few  riders  sit  on  their  ma- 
chines alike.  Consequently  J.iberty  mod- 
els are  raked  at  the  seat  mast  and  con- 
structed with  varying  lengths  of  top 
rails.  Notwithstanding  this,  the  variation 
in  wheel  base  length  is  very  slight. 

Retail  Wt., 

Model.                                     Style.  Price,  lbs. 

Men   (3)    Chain  $50  24 

Men   (2)    Chain  60  21 

Men   (3)    Chain  50  24 

Men  (2)  Chain  50  26 

Women  (3)  Chain  50  26 

Tandem  (2)   Double  Diamond  75 

Tandem   (2)    Combination  75 

H.  A.  Lozier  &  Co.,  Cleveland. 

The  dress  and  chain  guard  fitted  to  the 
women's  patterns  of  Cleveland  bicycles  is 
one  of  a  number  of  minor  improvements 
which  are  noticeable  in  the  product  of 
the  Lozier  factory.  The  firm  is  making 
a  specialty  of  a  finely  finished  and  well  . 
constructed  light  model  for  women  and 
confidently  anticipates  that  before  the 
end  of  the  forthcoming  season  that  it 
will  have  demonstrated  the  wisdom  of 
building  light  bicycles  for  the  fair  sex. 
The  Lozier  people  do  not  attempt  to  de- 
fend the  practice  of  putting  weight  in 
women's  machines,  particularly  when 
they  are  sold  at  a  stiff  price.  "The  firm 
has  decided  to  build  chainless  bicycles 
fitted  with  the  Sager  gear. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Men,    61    Chain       $50       24 

Women,    62   Chain         50       25 

Men,  64  Chain         75       21 

Women,   65    Chain         75       21 

Men,  66  Chain         75       24 

Women,   67    Chain         75       25 

Men,   68    Chain         75       19 

Men,  69  30-in.  wheels         75       27 

Chainless,   men   Sager  gear         75       26 

Chainless,  women; Sager  gear        75       27 

Westfield,  men  Chain         35       25 

Westfield,  women  Chain         35       26 

rianhattan  Bicycle  &  Sporting  Goods  Co.,  New  York. 

This  firm  is  exhibiting  as  agents  for  the 
Columbia,  Liberty,  Orient  and  Defender 
bicycles.  A  bicycle  canopy  with  roller 
shade,  and  a  ,^elf-instructing  cycle  riding 
device  with  upright  attachments,  are  also 
shown. 

rVanhattan  Shoe  Co.,  New  York  City. 

This  firm  jobs  the  Rice  &  Hutchins  bi- 
cycle shoes,  which  are  designed  to  give 
ease  to  the  feet  and  ankles  while  pedal- 
ing, extra  fullness  being  allowed  over  the 
toes  to  relieve  the  pressure. 

rianhattan  Brass  Co.,  New  York  City, 

Acetylene  lamps  in  two  styles  are  the 
result  of  this  firm's  two  years'  experience 
in  the  manufacture  of  lamps  of  that  de- 
scription. They  embrace  only  those  feat- 
ures which  have  been  thoroughly  tested 
and  found  valuable.  Extreme  simplicity 
of  handling  and  detachment  of  the  parts 


characterize  the  line,  the  weights,  sizes 
and  prices  of  which  will  satisfy  all  class- 
es of  purchasers.  In  oil  lamps  the  com- 
pany show  the  Queen,  which  opens  like  a 
watch  case,  and  the  Frontlight.  Ideal 
hand  and  foot  pumps  are  also  shown. 

Retail  Wt., 
Model.  Style.      Price,    oz. 

Brilliant     , Gas       $3.50       18 

Gem Gas         2.00       11 

Oueen     ' Oil         1.50       11 

Frontlig.ht    Oil         2.50       13 

rianhattan  Storage  Co.,  New  York  City. 

Xiie  Manhattan  chainless,  fitted  with 
the  Gentry  gear,  has  lately  been  added  to 
his  company's  line  and  is  therefore  promi- 
nently displayed.  The  retail  price  is  $55. 
Other  machines  are  the  Manhattan  Three 
Crown  and  the  Manhattan.  In  the  matter 
of  sundries  and  equipment  of  all  sorts  the 
supplies  are  almost  inexhaustible.  This 
embraces  nearly  all  the  standard  articles. 
The  catalogue,  intended  for  trade  dis- 
tribution only,  is  worthy  of  a  place  in 
every  agent's  office. 

Manson  Cycle  Co.,  Chicago. 

Manson  bicycles  without  their  charac- 
teristic feature  of  three  crown  frame  con- 
struction are  now  being  manufactured, 
but  at  lower  prices  than  the  models  whii^h 
have  this  familiar  construction.  The 
frame  connections  are  made  both  from 
forgings  and  sheet  metal. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

3  Crown  racer  Chain       $60       20 

3   Crown,   women    Chain         50       25 

2  Crown  roadster  Chain         40       24% 

2  Crown,  women  Chain         40       25 

Women,    31   Chain         30       24 

Men,   31    Chain         30       23 

Marcotte  &  Co.,  New  York  City. 

Samples  of  the  enameling  work  done  by 
the  use  of  the  applied  enamels  made  by 
John  W.  Masury  &  Son  are  shown  by  this 
firm. 

A.  D.  Meiselbach,  North  Milwaukee. 

This  firm  exhibits  Earl  models  in  two 
grades  and  machines  for  juveniles.  The 
methods  of  manufacture  which  influence 
buyers  are  displayed  without  reserve  in 
such  parts  of  the  machine  as  are  com- 
monly employed  for  that  purnose. 

Model.  style. 

Earl    A,    men   Flush   joint. 

Earl   A,   women  Flush  joint. 

Earl  B,   men  Outside  joint. 

Earl  B,  women  Outside  joint. 

Earl,    boys   20-in.    wheels. 

Earl,    girls    20-in.   wheels. 

Earl,   boys   24-in.   wheels. 

Earl,   girls  24-in.  wheels. 

W.  B.  Miller's  Sons,  Brooklyn. 

This  firm  exhibits  Excelsior  lubricants 
for  bicycle  chains  and  also  for  bearings 
and  for  chainless  bicycle  gears. 

J.  Q.  Moomy,  Erie,  Pa. 

The  Moomy  chainless  bicycle  of  bevel 
gear  type  is  exhibited  in  conjunction  with 
the  X-Ray  plugger  for  tire  repairs,  Leak 
Nit  cement,  Ives  valves,  and  Little  Mar- 
vel cyclometers.  In  the  chainless  ma- 
chine the  crank  gear  and  front  pinion  of 
the  driving  rod  are  both  carried  by 
double  bearings  mounted  in  the  same 
hanger.  It  is  claimed  for  this  construc- 
tion that  it  is  impossible  to  spring  the 
gears  out  of  proper  relation  to  each  other. 
The  rear  gears  are  both  supported  by 
double  ball  bearings  enclosed  in  a  rigid 
bracket.  The  hub  of  the  wheel  is  inter- 
nally screw  threaded  at  one  end  and  is 
screwed  into  a  projection  extending  from 
the  rear  gear.  A  flange  nut  is  screwed  on 
the  outward  surface  of  the  hub,  the 
thread  having  the  opposite  pitch  to  that 
on  the  gear,  the  effect  of  which  is  to  lock 
the  gear  with  the  rear  wheel.  The  axle 
extends  through  the  rear  gear  and  is 
screwed  into  the  bracket  which  carries 
the  driving  gears.  To  remove  the  rear 
wheel  the  axle  is  unscrewed  atnd  taken 
out,  which  loosens  the  flange  nut  from 
the  hub,  and  the  wheel  can  be  unscrewed 


38i 


The  Cycle  Age  and  Trade  Review 


from  the  rear  driving  gear.  The  object 
of  placing  the  gears  in  double  bearings  is 
to  insure  their  positive  alignment. 

rionarch  Cycle  Mfg.  Co.,  Chicago. 

Considerable  attention  has  been  paid  to 
the  improvement  of  the  appearance  of 
Monarch  bicycles  at  the  seat  post  cluster 
and  rear  forks.  The 'handle  bar  expander 
is  of  new  construction.  A  double  dia- 
mond tandem  is  made  so  as  to  be  readily 
convertible  from  double  to  single  steer- 
ing. The  company  has  decided  to  manu- 
facture chainless  models  of  the  bevel  gear 
type. 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Defiance,  "Women  Chain       $35       25 

Defiance,  men   Chain         35       25 

Monarch,  women  Chain         50       ^ 

Monarch,    men    Chain         50       25 

I^ing    Chain         ..       25 

Queen   Chain         ..       25 

Cooper  special  Chain         60    19-21 

Tandem,    men    76       43 

Chainless,   men    Bevel  gear         75 

Chainless,  women   Bevel  gear        75 

National  Cement  &  Rubber  Co.,  Toledo. 

This  firm  exhibits  enameling  ovens, 
brazing  torches  ana  cements.  A  double 
wall,  dust-proof,  four-frame  enameling 
oven  is  the  only  oven  shown,  though  the 
company  makes  them  in  all  sizes.  The 
No.  2  brazing  forge  is  new.  It  has  three 
burners  working  on  a  swivel.  The  brazer 
burner  has  five  chambers  and  gives  a 
rotary  scope  around  the  burner,  allow- 
ing no  escape..  Model  %  retails  at  $14, 
Model  1  at  $18,  and  Model  2  at  $22.50. 
The  vulcanizers  retail  at  $5.40  each,  both 
for  the  hot  air  and  steam.  The  No.  2 
torch  is  a  brazer  burner  on  the  principle 
of  the  No.  2  forge  and  retails  at  $3.  Ji- 
foid,  a  new  cement,  makes  a  plug  of  it- 
self, and  is  put  up  in  a  tube  with  a  punc- 
ture point  ready  for  use  as  it  stands. 
Enamels  and  graphites  are  also  shown. 
The  company  will  devote  much  attention 
this  season  to  the  export  trade. 

National  India  Rubber  Co.,  New  York  City. 

This  company  shows  tires  constructed 
for  various  uses  m  one  general  style — 
the  Kangaroo.  'She  goods  are  made  in 
sizes  and  weights  to  suit  all  requirements. 
The  retail  price  of  the  tires  is  $10. 

National  Slot  flachine  Co.,  New  York  City. 

A  penny  dropped  in  the  slot  of  a  ma- 
chine exhibited  by  this  firm  releases  a 
three-foot  hand  lever,  which  requires  but 
a  few  strokes  to  inflate  the  tire. 

National  Sewing  Machine  Co.,  Belvidere,  III. 

One  of  the  very  few  machines  with  30- 
inch  wheels  for  women  is  a  noticeable 
feature  of  the  firm's  line;  a  20-inch  dia- 
mond frame  machine  for  women  is  an- 
other. In  the  matter  of  mechanical  feat- 
ures the  eccentric  hanger,  with  4-inch 
drop,  permits  regulation  to  the  extent  of 
three-quarters  of  an  inch.  In  other  re- 
spects the  line,  well  known  in  the  trade 
by  reason  of  mechanical  excellence,  is 
familiar  to  every  painstaking  agent. 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Men,   25    30-in.  wheels       $60       26 

Women,    25    30-in.  wheels         60   ■    26 

Men,  30  Chain         50       24 

Women,   30    Chain         50       24 

Ladies'  Diamond  

20-in.   frame.    Chain         50       22 

Eldredge  Special   Chain         50       21 

Belvidere,  10,  men  Chain         40       26 

Belvidere,   women    Chain         40       26 

New  York  Sporting  Goods  Co.,  New  York  City. 

The  Nassau  Special  and  Patee  Crest 
machines  are  handled  by  this  firm,  to- 
gether with  a  line  of  sundries  and  Dietz 
lamps.  The  prominent  feature  of  the  ex- 
hibit is  the  Patee  Crest,  whose  combina- 
tion of  modern  construction  and  popular 
price  seems  likely  to  secure  for  it  a  full 
share  of  eastern  business. 

New  England  Cycle  Supply  Co.,  Keene,  N.  H. 

The  stand  of  this  firm  is  a  veritable 
paradise    for   the    intelligent    repairman, 


whose  every  need  seems  to  be  antici- 
pated. Wheel  assembling  chucTis,  semi- 
automatic rim  drills,  repair  jacks,  truing 
stands,  enameling  stands,  tube  straight- 
eners,  rim  spacers,  emery  grinders  and 
axle  straighteners  are  among  the  old 
products  of  the  company,  but  to  these 
have  recently  been  added  a  tree,  for  sun- 
dries, at  $2.50;  a  hand-operated  repair 
jack,  adjustable  to  almost  any  position, 
at  $5;  a  display  stand,  at  $5,  and. a  new 
truing  stand  at  $4. 

Niles  Tool  Co.,  New  York  City. 

The  Woods  patent  elastic  polishing 
wheel,  shown  by  this  firm,  is  made  up  of 
two  disks  or  fianges,  one  keyed  fast  to 
the  shaft  and  the  other  iree  to  slide  on 
a  feather.  These  fianges  are  connected  at 
their  edges  by  a  fiat  rubber  belt  held  in 
place  by  clamping  rings.  Over  this  belt 
is  placed  an  endless  leather  belt  for  pol- 
ishing. When  the  machine  is  in  rapid 
motion  the  centrifugal  force  acting  on 
the  rubber  tends  to  expand  and  increase 
its  diameter,  the  disk  that  slides  on  the 
shaft  being  by  this  centrifugal  action 
drawn  towards  its  mate.  As  is  well 
known,  the  high  points  of  a  hard  wheel 
do  all  the  work,  and  hence  there  is  un- 
even effect  on  the  material  to  be  polished. 
The  Woods  wheel  being  in  effect  an  elas- 
tic polishing  belt  running  automatically 
true,  offers  just  the  amount  of  resistance 
required.  By  means  of  a  special  fixture 
bicycle  hubs  can  be  applied  to  the  ma- 
chine and  polished  ready  for  plating  at 
a  rate  of  fifty  or  more  an  hour.  Pedal 
plates  can  be  polished  at  the  rate  of  200 
an  hour. 

Oakman  /lotor  Vehicle  Co.,  Greenfield,  Mass. 

The  Hertel  motor  carriage  and  package 
delivery  wagon  recently  brought  out  by 
this  concern  are  apparently  very  light 
and  simply  constructed  vehicles.  The 
carriage  is  easily  controlled.  The  com- 
pany is  prepared  to  deliver  vehicles  at 
once  and  turn  out  any  quantity  that  may 
be  required.  The  carriage  for  two  people 
weighs  about  475  pounds. 

M.  0.  Oppenheim,  New  York  City. 

Handle  bars  made  entirely  by  a  cold 
process  by  the  Morgan  Machine  Works 
are  the  leading  feature  at  this  stand. 
Many  of  them  are  provided  with  an  in- 
ternal locking  device.  The  Faultless  roll- 
er brake  of  the  Sundry  Company  of  Bal- 
timore is  shown,  as  are  toe  clips,  pedals, 
grips,  clamps  and  other  sundries  made 
by  the  Sidway  Mfg.  Co.,  of  Chicago. 

Overman  Wheel  Co.,  Chicopee,  Hass. 

It  is  openly  said  by  the  makers  of  the 
Victor  that  the  last  vestige  of  old  stock 
was  cleaned  out  of  the  factory  last  fall, 
and  as  a  result  they  are  enabled  to  claim 
that  the  improved  models  are  new  in  the 
enlarged  trade  sense  of  that  word.  Many 
of  the  parts  of  the  women's  model  are 
interchangeable  with  the  model  for  men. 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Victor,   men  Chain       $50       251/2 

Victoria,    women   Chain         50       24 

Chainless   ... Spinroller         75       25% 

Pope  Mfg.  Co.,  (Bicycles). 

The  Columbia  bevel  gear  machines 
have  been  vastly  improved  both  in  exter- 
nal appearance  and  structural  form.  The 
main  frame  tubes  are  of  1%  inch  diam- 
eter; internal  expanders  are  found  at 
head  and  seat  post;  the  gear  covers  are 
smaller;  rear  forks  and  hubs  narrower. 
The  forward  gear  mechanism  which  last 
year  was  assembled  directly  into  the 
crank  bracket  itself  is  now  placed  in  an 
independent  bushing  or  sleeve,  which  is 
inserted  an  the  bracket  and  clamped  in 
position.  The  gear  adjustments  have 
been  made  entirely  independent  of  the 
bearing  adjustments,  both  front  and  rear. 
All  of  the  gears  bear  directly  in  the  lines 
of  thrust,  the  ball  races  of  the  several 


Retail  Wt., 

Price. 

lbs. 

$75 

26 

75 

26V, 

65 

26 

65 

26% 

50 

23% 

50 

24 

40 

22 

60 

24 

35 

24 

36 

25 

25 

25 

26 

26 

75 

75 

•  ■  .  . 

bearings  supporting  the  gears  forming  a 
part  of  the  gears  themselves.  The  crank 
shaft  bearing  on  the  gear  side  has  been 
carried  to  the  periphery  of  the  main 
driving  or  master  gear.  By  these  changes 
in  the  bearings  all  danger  of  springing 
the  gears  out  of  perfect  mesh  is  avoided. 
The  early  chainless  machines  made  by 
this  firm  will  this  yeai'  sell  at  $65. 


Model.  Style. 

Model   59,   men    Chainless 

Model  60,  women   Chainless 

Model  50,   men Chainless 

Model  51,   women  Chainless 

CoJumtoia,   men,   57   Chain 

Columbia,  women,  58  Chain 

Racer   Chain 

Columbia  61   30-in.    wheels 

Hartford,   men    Chain 

Hartford,   women  Chain 

Vedette,   men   Chain 

Vedette,    women   Ohain 

Columbia   tandem    

Douible  Diamond 

Columbia  tandem  ..Comibination 


Penn  nig.  Co.,  Erie,  Pa. 

Ever  since  this  firm  engaged  in  cycle 
manufacture  it  has  held  fast  to  three- 
piece  hanger  construction,  outside  joints 
and  a  flat  fork  crown  in  its  high-priced 
goods.  Now,  however,  in  order  to  meet  a 
demand  for  medium  priced  machines,  it 
has  decided  to  make  half  of  the  frame 
joints  flush  and  to  fit  these  models  with 
two-piece  hanger  construction  and  arched 
crowns. 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Men,   M   Chain       ?40       23 

Women,   M    Chain         40       23 

Men,     C     Chain         50       23 

Women,   C   Chain         50       23 

Men,  C   30-in.  wheels         60       24 

Special    Chain         65       19 

Tandem    Doulble    diamond       100       40 

Tandem    Comibination       100       40 

Peters  &  Drake,  New  York  City. 

A  new  hand  lever  pump,  which  can  also 
be  operated  by  dynamo  or  water  power, 
and  for  which  a  patent  has  just  been  is- 
sued, is  the  special  feature  of  the  display 
made  by  this  concern.  The  pump  can  be 
affixed  to  a  wall  or  bench. 

Retail 

Model.                                             Style.  Price. 

No.    5    Hand  |0.25 

No.  46  Foot  .35 

No.  2 Telescope  .75 

No.  3  Foot  1.00 

No.  4  Foot  1.25 

No.  22  Floor  1.50 

No.  6  Floor  2.25 

No.  7  Floor  3.50 

No.  48  Lever  6.0O 

No.  54   Hand  lever  2.00 

No.  55   Hand  lever  3.50 

No.   56   Hand  lever  4.50 

Geo.  N.  Pierce  Co.,  Buffalo. 
To  a  very  complete  line  of  bicycles  this 
firm  has  added  machines  constructed  with 
a  cushion  frame.  The  Morrow  brake  is 
fitted  upon  demand  at  a  charge  of  $10  ex- 
tra. The  Pierce  line  is  finished  in  good 
taste  and  presents  a  very  attractive  ap- 
pearance. 

Retail  Wt., 

Model.                                    style.  Price,  lbs. 

Men    Cushion  frame  $65  25 

Women    Cushion  frame  65  26 

Tandem   (2)    Double  diamond  85  42 

Tandems   (2)   Comibination  85  45 

Men   Bevel  gear  75  26 

Chainless,  women  ....Bevel  gear  75  24 

Men  (3)  Chain  40  24 

Women     Chain  40  25 

Men    (2)    Cushion  frame  50  26 

Women    Cushion  frame  50  26 

Men   (2)    Chain  50  24 

Men  ^3)        Chain  50  23 

Women   (3)    Chain  50  24 

Men   (3)    Chain  60  21 

Plew  Saddle  Co.,  Chicago. 

It  is  due  to  the  excellence  of  this  com- 
pany's saddle  and  methods  of  pushing 
it  that  the  trade  recognizes  as  a  house- 
hold word  the  maxim  that  "its  nose  is 
soft."  The  firm's  endeavor  from  the  out- 
set—and it  has  been  successful  in  a 
marked  degree— has  been  to  satisfy  all 
the  requirements  of  a  hygienic  seat  com- 
bined with  that  freedom  of  action  which 
conduces  to  speed.  Following  up  its  early 
successes,  the  company  has  introduced 
the  Plew   hub   and   offers   it   at   a   price 


The  Cycle  Age  and  Trade  Review 


385 


which,  it  claims,  cannot  be  duplicated.  In 
addition  to  its  own  manufactures,  the 
Pley  company  handles  Peru  rims  ana 
guards,  Colmer  hubs,  Eli  and  Elyria  ped- 
als, Duthie  and  Indiana  chains,  Brown 
saddle,  India  tires  and  miscellaneous 
small  articles. 

"Wt., 
Model,    f,  Style     oz. 

Plew,    men    Truss  spring,  padded       18 

Plew,  Tien  Coil  spring,  padded       18 

Plew,    wamen    Coil  spring,  padded    '   20 

Plow,  racing  Truss  .^ipring       16 

Pope  Mfg.  Co.,(notor  Vehicles). 

A  peculiarity  in  the  construction  of  the 
electrically  propelled  phaeton  is  that  its 
frame  is  made  of  steel  tubing.  The  frames 
of  all  the  Pope  vehicles  are  rigidly  braced 
and  extremely  strong,  although  as  light 
as  possible.  It  is  the  intention  of  the 
company  to  supply  gasoline-driven  vehi- 
cles upon  demand.  In  the  phaeton  power 
is  transmitted  by  double  reduction;  the 
other  vehicles  are  driven  direct. 

Retail  Wt., 

Model.  Style.    Price.    ITds. 

Doctor's  phaeton    Electric    $2,500    2,000 

Dos-a-dos    Electric     2,750    2,600 

Surrey   Electric     3,000    3,000 

Package    carrier    Gasoline        750      850 

Delivery    wagon    Electric     2,250    3,500 

Ramsey  Swinging  Pedal  Co.,  Philadelphia. 

Five  models  of  the  Ramsay  swinging 
pedal,  and  toe  clips  suited  for  use  with 
them,  are  shown  by  this  house. 

Retail 

Model.  Style.    Price. 

A    $3.50 

B    Rat  trap        3.50 

C   3.50 

D  Rat  trap         3.50 

E    Rat  trap         3.50 

C.  n.  Rice  Co.,  New  York  City. 

The  goods  exhibited  by  this  firm  are  as 
follows:  Armstrong  Brothers'  Tool  Com- 
pany's products,  New  Brunswick  tires, 
Fauber  complete  bottom  brackets,  Sun- 
beam spokes,  Thor  hubs  and  bottom 
brackets,  Cleveland  glue,  the  original 
Keene  rims,  Rosenblatt  saddles,  complete 
frame  sets  and  complete  wheels. 

Riker  Electric  riotor  Co.,  Brooklyn. 

Riker  automobiles  are  constructed  for 
pleasure  service,  delivery  work,  for  short 
or  long  distances,  and  for  city  or  subur- 
ban use.  The  firm  is  prepared  to  supply 
any  style  of  vehicle  desired. 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Stanhope  phaeton Electric    $2,000    2,000 

Dos-a-dos   ..-.    Electric     2.200    2,500 

Surrey   Electric     2,300    2,700 

Tricycle   Electric     1,000      800 

Delivery  wagon    Electric     2,250    3,300 

W.  R.  Rollins  Mfg.  Co.,  Chicago. 

This  firm  is  exhibiting  a  three-crown 
jobbing  machine  made  with  28  or  30-inch 
wheels;  also  a  special  export  machine  fit- 
ted with  metal  guards,  rims  and  brakes. 

Rose  nfg.  Co.,  Philadelphia. 

The  Neverout  lamp  for  cycles  and  car- 
riages is  exhibited.  It  burns  kerosene, 
has  a  patent  insulated  reservoir  and  a 
glass-covered  German  silver  reflector. 
The  experience  of  the  makers  leads  them 
to  claim  that  the  lamp  is  the  nearest 
approach  to  a  perfect  article  known  to 
the  trade.     The  retail  price  is  $2.70. 

Safety  Oiler  Co.,  New  York  City. 

Bicycle  oilers  in  plain  form  and  in  com- 
bination with  match  safes,  as  well  as 
oilers  for  machinery,  are  exhibited  by 
this  firm. 

Sager  Gear  Co..  Rochester. 

The  Sager  roller  gear  is  exhibited  in 
Iver  Johnson,  Cleveland,  Ariel,  Orient, 
Wolff-American,  Hampshire  and  Defen- 
der bicycles.  Formerly  the  pins  in  the 
Sager  gear  were  soft  and  the  rollers  were 
hardened;  now  the  pins  and  roller  blanks 
are  both  hardened.  Formerly  the  gears 
were  open:  now  they  are  enclosed  in 
aluminum  casings.    Riders  can  get  gears 


of  82  or  92.  Taylor,  the  racing  man,  had 
gears  of  108  and  114.  Eighteen  patterns 
of  Sager  saddles  are  also  exhibited,  the 
leader  among  which  is  the  Flexible,  so- 
called  because  its  base  is  not  made  of 
wood  or  metal,  but  of  sole  leather,  and 
built  up  with  felt. 

Retail  Wt., 

Model.  Style.    Price,    oz. 

Flexible  saddle,  men $4.00 

Flexible  .-addle,   women  ...  4.00 

Sager,   men,  1   Semi-flexible     3.50 

Sager,  men,  12  

Loop  spring,  hair  padded     3  GO 

Sager,  women,  15  

Coil  spring,  hair  padded     3.50 

Sager  racing  (with  clip)  Hard  top     2.50       15 

Many  styles  ;0f  cheaper  saddles  "with  steel 
base. 

N.  Schroder,  New  York  City. 

This  concern  exhibits  various  models 
of  the  Rusch  saddles.  The  saddle  for 
women  is  designed  with  care.  Its  nose  is 
short;  it  is  wide  enough  for  comfort.  The 
racing  man's  pattern  is  resilient  without 
being  soft. 

Retail 

Model.  Style.    Price. 

No.    7    Lateral   coil       $1.75 

No.  8   Flat  springs,  padded         2.50 

No.    9,    women   Flat   springs         2..50 

No.  10,  racing Wire  springs,  hard         1.75 

No.  11,  road Wire  springs,  padded        2.50 

Thomas  L.  Smith  &  Co.,  New  York  City. 

This  company  manufactures  a  jobbing 
line  and  endeavors  to  emulate  the  work 
of  the  better  class  of  makers. 

Retail  Wt., 

Model.  Style.    Price,    lbs. 

Men,   A  1  Chain       $65       23 

Men,    A   2    Chain         65       23 

Women,   B  1   Chain         50       25 

Women,   B  2   Chain         50       25 

Princeton,   men  Chain         25       24 

Princeton,    women   Chain         25       25 

H.  P.  Snyder  &  Co,,  Little  Falls,  N.  Y. 

This  concern  is  exhibiting  bicycles  for 
the  jobbing  trade.  Such  features  as  are 
the  first  to  attract  the  attention  of  buyers 
are  enumerated  In  the  following  table: 

wt. 

Model  Style,    lbs. 

Men,    A Chain       24 

Men,    B    30-in.  wheels       24 

"Women,   B    Chain       24 

Juvenile,  boys    24  or  26-in.  wheels       21 

Juvenile,  girls    24  or  26-in.  wheels       21 

Men,   E   Chain       24 

Men,   E   ■.30-in.  wheels       24 

Women,    F    Chain       24 

Chainless  Sager  gear       25 

A.  a.  Spalding  &  Bros. 

The  Spalding  chain  bicycle  models 
show  new  designs  in  sprockets.  The 
pedals  are  faced  with  lead,  instead  of 
rubber,  in  order  to  resist  wear.  There 
is  half  an  inch  less  drop  in  the  hanger 
than  in  former  patterns.  A  racing  tan- 
dem, the  first  made  by  this  firm,  is  also 
exhibited.  The  construction  of  the  juve- 
nile models  appeals  to  those  who  appre- 
ciate high  class  construction.  Christy 
saddles  are  also  on  exhibition. 

Retail  Wt.. 

Model.  Style.    Price,    lbs. 

Model  2122,  men  Bevel  Gear       $75 

Model  2022,   women   ..Bevel  Gear        75 

Racer  Chain         60 

Roadster,  men  Chain         50 

Roadster,  women  Chain         50 

Juvenile,    boys'    20-in.  wheels         25       17 

Juvenile,   boys'    22-in.  wheels         25       19 

Juvenile,    boys'    24-in.  wheels         30       21 

Juvenile,   boys'    26-in. -wheels         30       22 

Juvenile,    girls'    22-in.  wheels         25       19 

Juvenile,    girls'    24-in.  wheels         30       21 

Juvenile,    girls'    26-in.  wheels         30       22 

Nyack,   men   (3)    Chain         30       23 

Nyack.   women  (3)    Chain         30       23 

Christy  saddle,  men. .Si,4-in.  ■wide 

Christy  saddle,  men 9  in.  ■wide 

Christy  saddle,  men.. 7%  in.  wide 
Christy   saddle   women. 9  in.  ■wide 

Christy  saddle,  women   

7%  in.   ■wide 

Stockton  Mfg.  Co.,  Newark,  N.  J. 

The  Gem  pedal  exhibited  by  this  concern 
has  a  cone  with  notched  flange,  the 
notches  intersecting  with  a  hea^vy  V  steel 
washer,  which  fits  in  the  groove  of  the 
pin  and  thus  prevents  the  cone  from 
turning  in  either  direction.  The  pedal  is 
made  in  rat-trap  and  combination  styles 
for  men  and  women.     The  Stahl  detach- 


able chain  sells  at  35  cents  a  foot,  which 
is  a  plain  indication  of  its  grade.  A  break 
in  it  can  be  repaired  in  a  minute  by  the 
use  of  a  penknife.  The  Gem  and  Leader 
hubs  gave  such  satisfaction  last  season 
that  the  firm  has  not  found  it  necessary 
to  make  any  alterations  in  their  design. 

E.  C.  Stearns  &  Co.,  Syracuse. 

Here  is  another  concern  which  is  push- 
ing cushion  frame  bicycle  construction  to 
the  front.  Morrow  brakes  are  fitted  at 
an  extra  charge  of  |10  and  New  Depart- 
ure brakes  at  a  charge  of  $1.  The  grace- 
ful frame  lines  which  long  have  charac- 
terized Stearns  models  are  still  in  evi- 
dence. 

Retail  Wt., 
Model.  Style.    Price,    lbs. 

Men,  E  Chain       $50       24 

Women,  F  Chain         50       25 

Chainless,   men    Bevel  gear        75       261,4 

Chainless,   women  Bevel  gear         75       27% 

Cushion,   men   65       22% 

Cushion,  women  Chain         65       23% 

Special,   men   Chain         60       21% 

Special,   men    30-in.  wheels         60       22% 

Special,  women   30-in.  wheels         65       24 

Racer   Chain         60       20 

Tandem  Combination         75       45 

Tandem  Double  diamond         75       43 

Straus  Tire  Co.,  New  York  City. 

A  close  woven  fabric  is  used  in  the 
construction  of  the  tires  made  by  thla 
firm.  A  display  is  also  made  of  peSal 
rubbers,  which  can  be  snapped  on  the 
foot,  and  of  repair  plugs  which  are  curved 
on  their  base  in  order  to  conform  to  the 
inner  surface  of  the  tire  when  drawn  in- 
to position. 

Retail 
Model.  Style.    Price. 

Straus    Single  tube       $8.00 

American    Single  tube         6.00 

Goodyear     Single  tube         4.50 

S.    &  R.    , Detachable       10.00 

E.  E.  Stone  &  Co.,  Spencer,  Mass. 

The  Dunbar  foot  and  plunger  brakes 
and  the  Dunbar  folding  bicycle  crate  are 
exhibited  by  this  firm.  The  crate  resem- 
bles the  ordinary  pattern,  but  has  its 
parts  strongly  hinged  and  riveted.  In 
placing  a  machine  in  the  Dunbar  crate 
it  is  only  necessary  to  remove  the  ped- 
als. 

The  Tinkham  Co.,  New  York  City. 

In  addition  to  the  Stearns  and  Dayton, 
for  which  it  holds  the  New  York  agency, 
the  Tinkham  company  makes  a  machine 
of  its  own  for  men  and  women  at  $25. 
The  principal  feature  on  the  stand,  how- 
ever, is  a  motor  tricycle,  with  drop  frame, 
the  whole  of  the  mechanism  of  which  is 
controlled  by  two  levers  alongside  the 
saddle  post.  The  Tinkham  company 
makes  a  specialty  of  carriers  and  invalid 
chairs. 

Translucent  Window  Sign  Co.,  New  York.  ' 

This  firm  exhibits  translucent  window 
signs  applied  to  the  inside  of  glass  in 
store  doors  or  windows. 

Twentieth  Century  flfg.  Co.,  New  York  City. 

Three  hundred  and  fifty  lamps,  equally 
divided  between  gas  and  oil,  are  being 
distributed  by  the  Twentieth  Century 
Mfg.  Co.  free  of  charge  at  the  show. 
Every  catalogue  distributed  bears  a  num- 
ber and  each  evening  a  drawing  is  held. 
The  winning  numbers  are  posted  con- 
spicuously on  a  card  in  front  of  the 
stapd.  In  the  equipment  of  the  space 
Mr.  Castle  has  embodied  one  or  two  ideas 
new  to  American  shows,  one  of  the  re- 
sults of  his  observations  abroad. 

Rose  Mfg  Co.,  Philadelphia    

Retail  Wt., 

Model.  Style.      Price,  oz. 

Twentieth    Centurry    Oil       $2.50 

Twentieth    Century    Gas         3.50       16 

United  States  Battery  Co.,  New  York  City. 

This  is  one  of  the  few  concerns  which 
has  brought  a  wireless  lamp,  devoid  of 
complications  and  of  reasonable  weight, 
within  the  range  of  commercial  possi- 
bility.   It  burns  from  ten  to  twelve  hours. 


386 


The  Cycle  Age  and  Trade  Review 


weighs  twenty  ounces,  and  costs  about 
1%  cents  per  hour  in  operation.  Origi- 
nally the  batteries  cost  50  cents  per  pair; 
when  exhausted  they  are  exchanged  for 
new  ones  for  15  cents.  The  retail  price 
of  the  complete  outfit  is  $3.75. 

United  Specialty  Co.,  New  York  City. 

Automatic  tire  inflators  are  exhibited 
by  this  firm.  In  the  device  is  a  drum 
containing  liquified  carbolic  acid  gas, 
which  vaporizes  on  being  released  by  a 
penny  dropped  in  the  slot  of  the  ma- 
chine. 

Veeder  nfg.  Co.,  Hartford,  Conn. 

The  new  trip  recording  cyclometer 
made  by  this  firm  is  rendered  doubly  in- 
teresting on  account  of  the  fact  that  its 
manufacture  has  led  to  the  introduction 
of  a  new  metal.  The  shell  of  the  instru- 
ment is  cast  in  two  pieces  and  in  such  a 
perfect  manner  that  machining  is  not 
necessary.  White  metals  heretofore  pro- 
duced, while  non-corrosive,  have  not  been 
sufliciently  tractable  in  the  hands  of 
workmen  to  render  them  fit  for  the  man- 
ufacture of  parts  which  are  subjected  to 
friction.  The  Veeder  people,  however, 
show  that  with  their  new  metal  all  the 
gears  as  well  as  the  shell  of  the  trip  re- 
cording instrument  can  be  made  of  the 
same  material,  and  assert  that  the  in- 
strument will  run  125,000  miles  at  the 
rate  of  eight  miles  per  minute  without 
showing  appreciable  wear. 

Vim  Bicycle  Co.,  Chicago. 

The  tire  fitted  to  the  machines  made  by 
this  house  is  constructed  to  its  special 
order  and  is  guaranteed  for  a  year  and 
repaired  free  of  charge  during  that  pe- 
riod. 

Retail  Wt., 

Model.  .                                   Style.  Price,  lbs. 

Men,  30  Chain  $35  23 

Women,  31  Chain  35  23 

Men,   C  Chain  35  23 

Women,   D    Chain  35  23 

Men,  10  Chain  35  23 

Women,  11   Chain  35  23 

Men,  E   30-in.   wheels  35  25 

Men,  B  Chain  25  23 

Women,  B  Chain  26  23 

Waltham  Mfg.  Co  ,  Waltham,  Mass. 

Outside  joints  are  found  on  all  Orient 
models.  The  women's  model  has  two 
straight  tubes  running  from  the  head  to 
the  seat  mast,  making  a'  very  rigid  frame. 
There  is  thoroughness  of  work  disclosed 
in  even  the  most  casual  inspection  or 
Orient  construction.  The  frame  design 
for  reception  of  bevel  or  roller  gears  at- 
tracts great  interest. 

,r  ^  ,  Retail  Wt., 

Model.                                     Style.  Price,  lbs. 

Men  Chain  $50  22% 

Women   Chain  50  25 

1.30  racer   Chain  05  20 

1.30,   women    Chain  65  221/2 

Men  Bevel  or  Sager  gear  75  26 

Women Bevel  or  Sager  gear  75  28 

Tandem  100  42 

Watson  Automatic  Seat  Post  Co.,  New  Yorlt. 

This  seat  post  is  constructed  without 
fastenings  or  reinforcements  and  binds 
equally  its  whole  length.  A  tap  on  the 
top  of  the  saddle  locks  the  post,  and  an- 
other tap  under  the  point  of  the  saddle 
releases  it.  Many  bicycle  makers  fit  the 
Watson  post  on  their  machines. 

Western  Camera  Co.,  New  Yorl«  City. 

As  a  relief  from  the  tedium  of  constant 
inspection  of  mechanical  features,  the 
exhibit  of  scenery  photographed  by  cy- 
clists, which  is  presented  by  this  firm 
affords  an  unlooked-for  but  very  welcome 
pleasure.  The  camera  display  is  com- 
plete. 

Wheeler  Saddle  Co.,  Detroit. 

The  cork  top  saddle  pattern  made  by 
this  firm  is  one  of  the  many  interesting 
features  of  the  exhibit.  All  patterns  are 
made  longer  and  narrower  in  the  nose 
than  heretofore,  and  are  tipped  up  be- 
hmd.     The  variety  of  finish  is  an  indi- 


cation of  the  closeness  with  which  the 
company  studies  ihe  tastes  of  the  pub- 
lic. 

Retail  Wt., 
Model.  Style.    Price,    oz. 

Men's    extra    Hair  padded    $3.50       15 

Women's   extra   Hair  padded     4.00       23 

Men's  special  ..Wool  felt  padded     3.50       14 

Men's  Cork  Top  racer  

Cork  padded     3.50       14 

Whitehead  &  Hoag  Co.,  Newark,  N.  J. 

An  interesting  exhibit  of  advertising 
novelties  in  the  shape  of  buttons,  badges 
and  a  variety  of  other  articles  is  being 
made  by  this  firm,  which  has  the  largest 
business  in  the  world  exclusively  devoted 
to  the  manufacture  of  advertising  novel- 
ties. 

W.  A.  Whitelaw  &  Co.,  New  York  City. 

As  jobljers  of  fittings  and  sundries  this 
firm  displays  the  nickel  steel  chains  made 
by  the  Power  Mfg.  company,  the  Perfec- 
tion handle  bar,  which  is  square  shaped 
without  drop  and  covered  with  leather, 
and  the  Mesinger  Bicycle  Saddle  com- 
pany's gOQds. 

Retail 
Model.  Style.    Price. 

Model  C  (3)   Hygienic       $2.50 

Model  J  Double  base,  padded         2.50 

Model   K    Double  base,  hard         2.50 

Model  L   Double  base,  padded        2.00 

Model   M    Double  base,  hard         2.00 

Model  O    Single  base,  padded'        1.75 

Model  P   Single  base,  hard         1.75 

Model  O  (new)  .Metal  base,  felt  pad'd  1.75 
Model  Q  (new)   .Metal  base,  felt  pad'd         1.50 

Model    Q    Single  base,  padded         150 

Model    R    Single  base,  hard         1.50 

Model    S    Single  base,  padded         1.25 

Model  T   Single  base,  hard        1.25 

Willis  Park  Row  Bi.  Co.,  New  York  City. 

The  Ferris  and  Elmore  bicycles  shown 
by  this  firm  are  fitted  with  Sunbeam 
spokes,  a  novelty  which  seems  to  have 
struck  the  fancy  of  a  good  many  bicycle 
makers,  and  which  undeniably  adds  to 
the  general  attractiveness  of  a  bicycle. 
A  complete  line  of  sundries  and  tires  is 
also  displayed. 

,,  ^  ,  Retail  Wt., 

Model.  Style.    Price,    lbs. 

Ferns,   men Chain       $38       22 

Ferris,  women  Chain         38       22 

Elmore,  men   Chain         40       24 

Elmore,  women  Chain         40       24 

R.  H.  Wolff  &  Co.,  New  York  City. 

The  skill  which  this  firm  has  acquired 
in  the  working  of  steel  has  resulted  in  its 
special  application  to  bicycle  frame  con- 
struction. The  frames  of  all  Wolff-Amer- 
ican patterns  are  spring  tempered  and  if 
they  should  be  deflected,  will  readily 
spring  back  into  place.  The  frame  stock 
is  tempered  to  a  straw  color.  The  bear- 
ings of  the  machines  are  self-lubricating 
and  are  constantly  run  in  oil.  The  read- 
iest way  to  express  an  opinion  concern- 
ing Wolff-American  bicycle  manufacture 
is  to  state  that  all  the  models  are  high 
priced,  which  in  itself  is  equal  to  inti- 
mating that  the  goods  are  of  high  grade 
The  Morrow  brake  will  be  fitted  to  any 
machine  for  $10  extra. 

CoIeman^Dunlop  Injunction  Case. 

The  following  letter  has  been  received 
from  the  American  Dunlop  Tire  Com- 
pany in  explanation  of  the  attachment  on 
Its  property  secured  by  the  Western 
Wheel  Works : 

To   the   Editor.— In   view   of  seriously  mis- 

h^.'^i^^^ ''^P°'■*^■^^^'n^  I'een  circulated  fn 
the  trade  respecting  this  company,  which  un- 
less correc  ed  may  create  a  wrong  impres- 
sion regarding  our  ability  to  meet  our  obliga- 
tions, we  beg  to  state  that  these  reports 
have  no  o  her  foundation  than  a  suit  which 
has  been  instituted  against  not  us,  tout  the 
Dunlop  Pneumatic  Tyre  company.  Ltd  of 
London    England;   and   the   plaintiff    believ 

i,"r?ri^^*  T.  ^^'^-  '"  °"'-  possession  money  or 
property  belonging  to  the  English  company 
has  served  a  writ  of  attachment  on  all  monev 
and  property  thus  alleged  to  be  in  our  hanS 
+v,-°  ..^?  ■^^  ^'■e  concerned,  the  effect  of 
this  suit  is  merely  that  we  shall  r,p,r  ti 
either  the  plaintiff  Iv  to  the  deflndant'^w'Lat- 
ever  we  may  have,  owing  to  the  latter 

During  the  six  years  of  our  existence  we 
have  made  a  practice  of  discounting  our  bilTs 
and  are  prepared  to  continue  to  do  so 
Thr  American  Ddnlop  Tire  Co. 
Kirk  Brown,  General  Manager. 


Initial  Tension 
Expansion  Spring 


Seat  Post 


The  Only  True  Jar  Absorber. 

(Patent  Fending.) 

PRICE,   $2.50  EACH. 


Synonym  for  the  BEST  is  the 

NAME    OF 

THE  BUESCHER  MFG.    CO. 

SI,KHART,    IND. 


The  Jobber,  the  dealer 
and  the  uner  ot  bicycle  san- 
drlf'A  kno^  thJR. 


We  will  not  have  an  exhibit 
at  the  Cycle  Shows.., 

because  our  products  are 
in  the  h anils  of  the 

Representative  Jobbers 

thrnuKhout  the  country, 
and  you  will  have  ample 
oppnitunlt.v  to  see  thnm. 
If,  however,  you  do  not 
find  our  full  line  with 
your  jobber,  write  us  for 
Catalogue,  and  do  not 
buy  until  you  see  the  best 
things  arid  best  values 
made  In  Bicycle  Sun- 
dries. 


We   malie  opeclaltleg — 
write  for  estimates. 


No.   7  FOOT- 
PUMP,  barrel 
11^x12.  Solid 
stirrup.  Price 
80c  Each. 


No.  3  COUPLING. 


Latest  and  Best.    Every  Pump  should  be  fitted 
with  it.    Pat.  July  14, 1896. 


«^ 


Practical, 

Sensible, 

Health 

Preserving, 

Riders  Like  It 

Physicians 

Endorse  It... 


No.  3 

TOE=CLIP. 

Correct, 

Practical 

Design. 

35c.  pair. 


Patented 
Sept.  14,  1897. 


The  Cycle  Age  and  Trade  Review 


387 


COnnERCE  IN  FOREIGN  HARKETS 


In     Scotland,     American 
HOW  TO  manufactures,    with    few 

HOLD  exceptions,   are  regarded 

SCOTTISH  TRADE  ^s  above  the  average  in 
point  of  quality.  To  be 
more  specific,  the  articles  of  American 
make  sold,  either  to  a  large  or  a  limited 
extent,  have  gained  acceptance  on  ac- 
count of  quality  rather  than  on  account 
of  comparative  cheapness.  It  is  distinct- 
ly true,  therefore,  to  say  that  our  products 
have  obtained  favor  ir  Scotland  and  are 
gaining  favor  on  their  merits.  Generally 
speaking,  it  is  considered  in  Scotch  com- 
munities that  to  say  an  article  is  Ameri- 
can is  to  commend  it.  The  exceptions 
are  not  yet  conspicuous  and  are  confined 
to  certain  grades  of  bicycles  thrown  on 
the  market  a  year  or  two  ago. 

In  the  interest  of  American  trade  in 
Scotland,  it  is  a  matter  of  the  utmost 
importance  that  our  manufacturers  main- 
tain the  reputation  they  have  earned  for 
high  quality  of  material  and  workman- 
ship. Perhaps  there  is  no  other  market 
where  good  quality  counts  for  more  than 
it  does  there.  It  is  the  essential  thing, 
and,  if  united  with  a  moderate  price,  it 
secures  trade.  Finish  may  be  quite  im- 
portant, but  the  chances  are  that  a  bad 
article  well  finished  will  have  a 
scant  sale  and  soon  drop  out.  To 
gain  a  profitable  trade  and  to  hold 
it,  a  manufacturer  must  offer  an 
article  of  solid  merit  and  keep  it  up  to 
the  original  standard.  Finish  and  what 
is  rather  indefinitely  termed  "style,"  and 
anything  else  designed  to  render  wares 
attractive,  are  of  permanent  use  only  in 
helping  the  sale  of  an  excellent  article. 
It  is  doubtful  if  any  American  manufact- 
urer would  profit  in  Scotland  by  lowering 
the  grade  of  his  product  to  meet  com- 
petition in  the  price.  On  the  other  hand, 
if  he  keeps  up  the  grade,  his  rival,  who 
resorted  to  the  "cheap  and  nasty"  tac- 
tics would  be  the  loser  in  the  end. 

The  proposition  to  estab- 
TO  INCREASE        lish  an  American-Chinese 
OUR  chamber  of  commerce  at 

CHINESE  TRADE  Shanghai,  to  which  point 
many  American  bicycles 
are  shipped,  where  both  American  and 
Chinese  goods  could  be  shown  to  advan- 
tage, would  be  the  most  practical  method 
of  increasing  our  trade  quickly  and  per- 
manently not  only  with  China  but  with 
the  whole  Orient. 

If  the  United  States  wants  to  increase 
its  trade  and  commerce  with  China,  let 
congress  repeal,  or  at  least  modify,  the 
Chinese  exclusion  laws,  and  make  an  ap- 
propriation of  $250,000,  to  be  repaid  in 
thirty  years,  with  interest  at  2  per  cent, 
per  annum,  for  the  purpose  of  erecting 
and  maintaining  a  permanent  exhibition 
upon  the  United  States  reservation  at 
Shanghai,  to  be  conducted  under  the  aus- 
pices of  some  institution  whose  sole  ob- 
ject it  is  to  develop  our  trade  and  com- 
merce in  that  part  of  the  world. 

The  Chinese  are  now  buying  bicycles 
and  phonographs  in  large  quantities,  and 
none  were  sold  until  samples  were  exhib- 
ited. We  can  not  expect  to  sell  our  goods 
on  description.  It  seems  that  an  exposi- 
tion at  Shanghai  is  almost  necessary  to 
direct  connection  between  the  American 
manufacturer  and  the  Chinese  merchant 
and  consumer. 

Many  makers  have  been  content  to  do 
business  in  a  half-hearted  way  in  Asia, 
and  have  not  taken  the  trouble  to  make 
themselves  acquainted  with  the  banking 
methods,  the  shipping  methods,  the  vari- 
ous laws  in  force,  the  climate,  the  super- 
stitions, and  the  details  of  the  n^ed§  ^ihd 


customs  of  the  people.  The  Chinese  are 
peculiar  people,  who  will  buy  nothing  if 
they  cannot  get  exactly  what  they  want, 
put  up  and  labeled  as  their  customs  and 
superstitions  dictate.  The  supply  must 
fit  the  demand. 

Our  people  do  not  realize  their  oppor- 
tunities there.  A  Chinese  viceroy,  who  is 
considered  a'ntiforeign,  stated  a  short  time 
ago  that  he  was  always  willing  to  have 
Americans  come  into  his  viceroyalty  to 
open  mines,  establish  manufactures,  and 
do  any  kind  of  business,  but  he  did  not 
want  other  foreigners.  "But,"  he  said, 
"Americans  do  not  ask  for  these  things, 
while  other  foreigners  are  always  asking 
for  them." 

No  foreign  merchant  in  China  will  sell 
American  goods  unless  he  can  make  much 
more  money  out  of  them  than  he  could 
from  similar  goods  from  his  own  country. 
If  American  manufacturers  expect  to  han- 
dle this  market  as  their  situation  entitles 
them  to  do,  they  must  be  represented 
by  Americans. 

There  is  a  general  desire 
RUSSIAN  MARKET     on   the   part    of    Russian 
DEVELOPING        merchants  and  dealers  to 
RAPIDLY  make     connections     with 

American  manufacturers, 
provided  this  can  be  done  advantageous- 
ly; but  as  a  rule  American  houses  have 
a  general  agent  in  England  or  Germany, 
who  supervises  their  business  for  Europe 
and  appoints  sub-agents  for  Russia  and 
other  countries,  and  takes  three-fourths 
of  the  commission.  Russian  agents  ob- 
ject to  dealing  through  an  agent  in  Lon- 
don or  Hamburg,  and  very  much  prefer 
to  deal  directly  with  the  home  company. 

The  surest  and  best  plan  to  introduce 
goods  into  Russia  is  to  send  samples  by  a 
thoroughly  competent  representative  of 
the  business  it  is  proposed  to  push.  St. 
Petersburg  is  but  twelve  days'  travel 
from  New  York. 

American  consuls  in  Russia  are  in  re- 
ceipt, by  every  steamer,  of  letters  and 
circulars  from  American  manufacturers, 
museums,  and  export  associations,  mak- 
ing inquiries  as  to  the  prospects  and 
methods  of  procedure,  names  of  dealers, 
etc.,  to  introduce  their  goods;  but  pur- 
chasers naturally  desire  to  see  and  exam- 
ine any  article  they  are  asked  to  pur- 
chase. 

The  Russians  have  respect  and  admira- 
tion for  the  inventive  genius  of  the 
Americans,  and,  while  conservative,  they 
are  always  willing  and  anxious  to  look 
into  new  inventions  from  the  United 
States.  Articles  of  American  manufac- 
ture are  preferred,  with  few  exceptions, 
to  those  manufactured  in  England,  Bel- 
gium, and  Germany,  our  principal  com- 
petitors. 

The  commercial  relations  between  the 
Russians  and  the  people  of  the  United 
States  were  never  so  friendly  nor  strong 
as  today,  and  they  are  growing  closer 
each  year,  by  reason  of  better  acquaint- 
ance and  largely  increased  business  rela- 
tions. 

The  United  States  Steamship  Company, 
of  Copenhagen,  has  decided  to  establish 
a  line  of  steamers  between  New  York 
and  Russian  ports.  This  company  has 
sent  one  vessel  to  New  York  and  Boston 
and  will  soon  send  another.  The  estab- 
lishment of  direct  communication  will 
place  our  manufacturers  on  the  same 
basis,  except  as  to  distance,  as  Germany 
and  England.  American  goods  sent  to 
Russia  are  handicapped  by  the  cost  and 
delay  of  reshipment  at  Hull,  Hamburg,  or 
Bremen,  and  the  cost  of  transportation 
from  the  two  latter  ports  by  rail.     The 


Russian  government  is  now  building  an 
ice  boat  with  10,000  horse-power,  being 
the  largest  vessel  of  that  character  ever 
built,  with  which  it  is  proposed  to  keep 
open  the  ports  of  St.  Petersourg  and  Riga 
during  the  winter  months. 

By  a  recent  convention  the  internation- 
al money  order  system  between  the  Unit- 
ed States  and  Russia  went  into  effect  on 
January  1, 1899. 

Yokohama  and  Kobe  are 

COMMERCE  AND      the      leading       Japanese 

MANUFACTURING     ports    of    entry  —  Yoko- 

IN  JAPAN  hama     for      Tokio     and 

Kobe  for  Osaka  and  Kio- 
to, inland  cities.  There  are  fifteen  or 
twenty  large  houses  doing  an  import 
business,  three  or  four  of  them  Japanese 
and  the  rest  foreign.  It  is  not  good  pol- 
icy for  American  manufacturers  to  deal 
direct  with  the  natives.  The  foreign 
houses  are  responsible  and  reliable,  and 
they  have  branches  in  such  important 
places  as  London,  New  York,  etc.  In- 
quiries made  direct  by  native  merchants 
are  mainly  for  the  purpose  of  beating 
down  some  dealer  of  whom  they  are  cus- 
tomers in  a  regular  way. 

Patents  and  trade  marks  can  be  ob- 
tained by  Japanese  or  foreigners  with 
equal  facility  now  under  the  new  law, 
which  is  a  result  of  recent  treaties.  This 
applies  only  to  articles  whicn  have  not 
previously  been  manufactured  in  Japan. 
The  Japs  do  not  like  foreigners  any  more 
than  the  Chinese  do,  but  they  are  clever 
enough  to  be  willing  to  take  all  the 
knowledge  and  experience  the  foreigners 
will  give  them.  Their  watchword  is, 
Japan  for  the  Japanese. 

Japanese  manufacturing,  when  con- 
ducted under  purely  Japanese  auspices, 
is  not  systematic  and  economical,  but  a 
number  of  foreign  houses  have  gone  into 
the  country  and  have  shown  Japanese 
firms  how  to  produce  goods  in  the  Euro- 
pean manner.  The  result  is  that  the  com- 
bination of  foreign  system  and  the  aston- 
ishingly low  wages  of  the  natives  is  quite 
suflicient  to  drive  a  foreign  manufacturer 
out  of  the  country. 

German  bicycle  manufac- 
QERMANV'S         turers  make  large  profits. 
CYCLE  According  to  the  reports 

INDUSTRY  of  the     respective     com- 

panies they  pay  20  per 
cent  dividends  or  more.  At  present  there 
Gxitt  about  150  bicycle  makers,  of  which 
25  are  on  a  large  scale  and  25  of  me- 
dium s'i.ze.  The  capital  invested  is  es- 
timjitcd  at  SO.000,000  marks  and  the  num- 
ber of  ^.'orkmen  employed  at  40,000.  To 
this  must  be  added  the  various  auxiliary 
and  supplementary  trades  of  the  bicycle 
industry. 

French  cycle  manufacturers  compete 
with  the  Germans,  especially  in  Alsace 
and  Lorraine.  The  English  import  has  be- 
come (luite  insignificant.  A  Frankfort 
manufacturer  formerly  imported  6,000 
English  bicycles  per  annum  before  he 
commenced  to  manufacture  them  himself; 
nowadays  but  a  limited  number  of  Eng- 
lish machines  are  being  imported.  The 
reason  for  this  may  lie  to  some  extent  in 
the  price,  but,  on  the  other  hand,  among 
wheelmen  it  is  asserted  that  the  English 
machines  are  too  heavy. 


The  Philadelphia  department  stores  are 
to  be  allowed  to  make  exhibits  at  the 
forthcoming  bicycle  show  to  be  held 
there.  It  is  an  open  question  if  this  is 
not  a  fatal  mistake  on  the  part  of  the 
local  cycle  board  of  trade. 


388 


The  Cycle  Age  and  Trade  Review 


PATRONIZING  FAST  FREIGHT 


Exorbitant  and  Unjust  Rates  of  Express  Companies  Drive 
Away  Cycle  Dealers'  Business 


Further  opinions  of  retail  cycle  dealers 
on  the  subject  of  exorbitant  charges  Jin 
bicycles  and  small  packages  sljipped  by 
express  are  embodied  in  the  subjoined  let- 
ters. Many  of  these  came  from  points  far 
distant  from  the  manufacturing  centers, 
wiiere  rates  are  so  high  as  to  practically 
prohibit  dealers  from  ordering  in  less 
than  car  lots,  thereby  compelling  them  to 
purchase  almost  altogether  from  the  job- 
bers. 

Fast  freight  is  much  favored  as  an  al- 
ternative, many  of  the  dealers  already  pa- 
tronizing the  railroads  whenever  possi- 
ble, but  there  is  some  complaint  regard- 
ing the  slower  service  and  the  fact  that 
the  freight  companies  do  not  deliver 
goods  at  the  door  of  the  consignee.  Lower 
express  rates  are  universally  wanted  and 
all  stand  ready  to  adopt  the  course  that 
seems  most  likely  to  bring  about  the  re- 
duction. 

All  Things  Cheaper  but  Express  Rates. 

Everything  is  cheaper  than  It  was  years 
-  ago  except  the  express  charges— they  do 
not  change.  I  have  a  good-  deal  of  express 
business  amdl  the  charges  are  extravagant. 
My  stuff  could  be  carried  with  a  good  profit 
if  the  charges  were  reduced  50  per  cent. 
Take  castings,  there  is  no  way  of  damaging 
them  in  carrying;  then  why  don't  machine 
companies  take  hold  of  this  and  endeavor 
to  get  the  charges  cut  down?  I  do  not  think 
we  couldl  use  fast  freight  for  local  shipments. 
If  the  express  companies  are  not  willing  to 
do  what  is  right,  the  only  resort  is  to  fight 
them  every  way  we  can.  Why  does  not  the 
government  carry  larger  packages  in  the 
mail  to  avoid  the  extravagant  express 
charges?  But  the  postal  authorities  will 
take  only  certain  packages.  I  think  it 
would  pay  the  government  to  carry  larger 
packages  and  small  castings. 
North  Manlius,  N.  Y.  D.  D.  Costello. 

Ships  All  Things  by  Freight. 

We  have  troubles  of  our  own  that  the  deal- 
ers east  of  the  Missouri  river  know  nothing 
about.  We  ship  everything  by  freight.  Small 
packages,  often  of  fifteen  pounds,  shipped 
from  Chicago  by  freight  cost  only  about 
half  as  much  as  by  express  and  it  takes 
only  a  day  or  two  longer.  We  have  had 
just  as  many  hicycles  damaged  when 
shipped!  by  express  as  by  freight. 
C;iiiTal  City,  Ntb.  Hastings  Bros. 

Thinks  Parcels  Post  Best. 

We  are  heartily  in  favor  of  the  work  taken 
up  by  The  Cycle  Age  in  regard  to  the  ex- 
press companies,  as  it  is  the  only  way  that 
something  can  be  accomplished.  Enough  has 
been  said  in  regard  to  prices  charged,  but 
certain  it  is  that  radical  changes  have  been 
made  on  account  of  the  bicycle.  Some 
changes  are  necessary  with  the  express  com- 
panies, but  it  would  be  better  still  if  we 
could  get  postal  freight. 

Livingston,  Mont.  Culley  &  Lewis. 

Coast  Dwellers  Suffer  Severely. 

It  costs  about  $6  by  express  and  $3  by 
freight  to  lay  bicycles  down  here  from  Chi- 
cago. In  amounts  less  than  carload  lots 
express  takes  from  four  to  seven  days  and 
freight  from  ten  to  thirty.  We  should  be 
able  to  receive  machines  on  the  coast  by 
fast  freight  from  Chicago  in  from  five  to 
seven  days  at  a  maximum  cost  of  $2.  Will 
be  glad  to  do  what  I  can  to  help  bring  rates 
and  time  limit  to  where  they  should  be. 

Oakland,  Cal.  Burton  C.  Lund. 

Do  Not  Stick  to  Rates. 

The  rates  charged  by  the  express  com- 
panies are  exorbitant,  and  should  be  avoided 
if  possible  by  all  tradesmen  throughout  the 
country.  On  several  occasions,  the  charges 
on  packages  being  very  high,  we  have  pro- 
tested against  them  and  by  the  use  of  scales 
found  that  the  companies  do  not  in-  all  cases 
adhere  strictly  to  their  rates.  The  idea  of 
supplementing  express  with  fast  freight  is 
a  good  one  in  our  opinion  and  should  re- 
ceive the  support  of  all  business  men.  Any 
methoci  wh.ip.h   is  ^^t  aJJ   reasonable   will  be 


preferable  to  the  express  companies,  and  the 
sooner   adopted   the    more    profitable    will   it 
be. 
Knoxville,  Tenn.  Biddle  Cycle  Co. 

Fewer  Breakages  Offset  Slower  Time. 

We  are  glad  to  see  the  Cycle  Age  at  the 
head  of  the  fight  against  the  present  ex- 
press rates.  Some  years  ago  we  found  that 
we  really  got  better  service  from  the  freight 
companies.  They  bring  goods  in  better 
shape.  Our  only  damages  have  been  through 
the  express  offices.  The  matter  of  time  is 
often  offset  by  the  better  condition  of  the 
goods. 

Canhage,  Mo.  Peebles  Cycle  Co. 

Perfect  System  of  Organized  Robbery. 

The  express  rates  are  so  high  as  to  be  a 
serious  problem  with  us.  We  have  for  the 
past  year  had  goods  shipped  by  freight 
whenever  possible.  The  leading  express  com- 
panies parcel  up  the  country  in  such  a  net 
as  to  avoid  competition  and  goods  frequent- 
ly pass  through  two  or  more  companies  be- 
fore reaching  us,  and  each  company  col- 
lects its  full  rate.  We  certainly  hold  up  both 
hands  for  any  movement  tending  to  make 
express  rates  less  like  highway  robbery 
than  at  present. 

Somerville,  N.  J.  Garretson  Cycle  Co. 

Send  Small  Packages  by  Registered  Mail. 

We  are  in  favor  of  fast  freight  or  any- 
thing that  will  make  the  express  companies 
reduce  their  most  unreasonable  charges. 
We  have  paid  out  enough  in  the  last  year 
to  buy  a  small  farm.  We  send  lots  of 
things  toy  registered  mail  to  avoid  the  ex- 
press company  as  much  as  possitole. 

Tecumseh,  Neb.  Wills  &  Spaulding. 

Freight  Service  Too  Slow. 

While  we  believe  that  the  express  charges 
are  too  high  and  would  be  glad  to  have 
cheaper  service,  we  must  use  express  for 
the  reason  that  freight  is  very  uncertain. 
Goods  that  are  out  twenty-four  hours  by 
express  would  take  from  two  to  three  weeks 
if  sent  by  freight.  Short  trips,  one  line 
through  freight,  is  all  right  but  when  goods 
have  to  be  handled  over  several  lines  it  is 
very  unsatisfactory.  Our  only  complaint 
against  the  express  companies  is  that  they 
make  40-pound  packages  weigh  fifty  pounds 
but  never  the  reverse.  Taking  it  as  a  whole, 
the  express  companies  are  very  accommo- 
dating and  we  believe  that  they  give  the 
best  possible  service. 

Washington,  D.  C.  W.  E  Baum  &  Co. 

Full  Rates  to  Two  or  More  Companies. 

We  are  certainly  in  sympathy  with  any 
move  that  willj  tend  to  the  reduction  of  ex- 
press charges.  We  think,  however,  that  the 
fast  freight  proposition  is  the  best  way  to 
get  at  the  matter.  The  worst  complaint  we 
have  to  enter  is  the  practice  of  making  a 
full  charge  for  each  company,  where  the 
package  is  carried  by  two  companies  and  is 
above  a  certain  weight.  This  in  some  in- 
stances with  us  has  made  the  expressage 
cost  us  more  than  the  cost  of  the  goods. 

San  Diefo,  Cal.  Nolan  &  Tibbals. 

Better  Protection  by  Freight. 

I   think  a   fast     freight     would     be  better 
than  express,   providing  it  was   as  safe,   for 
it   would!  give  the  merchants   better  protec- 
tion for  a  while  at  least. 
Marshfield,  Ore.  E.  E.  Nelson. 

Take  Advantage  of  Revenue  Stamp  Act. 

The  extortionate  charges  of  the  express 
companies  are  positively  outrageous  and  I 
never  employ  their  services  if  I  can  help 
it  and  would  most  assuredly  patronize  fast 
freight  in  preference.  Am  satisfied  that  the 
agents  of  the  express  companies  are  taking 
advantage  of  the  government  in  the  stamp 
act  in  ways  that  the  government  little 
thinks  of.  For  instance,  they  never  forget 
to  make  the  customer  pay  the  one  cent 
extra  for  revenue  stamp  for  receipt,  but 
often  neglect  to  give  the  receipt.  How  is 
that  for  fraud? 
Spencer,  la.  c.  E.  Adams. 

Olad  to  Assist  the  Movement. 

Most  assuredly  we  are  in  sympathy  with 
and  will  hail  with  delight  any  movement 
that  will  release  the  small  merchants  from 
the    "stiff    necked   tyrant."    If     using     fast 


freight  will  assist  the  movement,  we  shall 
be  only  too  glad  to  enter  the  combine  to  use 
fast  freight  in  every  case,  with  the  excep- 
tion of  course  of  a  special  rush.  Our  spe- 
cific complaints  against  the  practices  of 
the  express  companies  would  be  simply  re- 
peating what  has  been  already  written, 
therefore,  we  refrain  from  ventilating  our 
"special  grouch." 
PortUnd,  Ore.  Denton  &  Co. 

Made  Special  High  Rate  on  Bicycles. 

We  are  imost  certainly  in  sympathy  with 
the  movement,  as  every  other  cycle  dealer 
must  be  who  has  suffered  from  express  ex- 
tortions. The  charges  are  heavier  on  us  as 
we  are  so  far  from  the  markets.  For  some 
time  we  have  been  having  bicycles  shipped) 
from  New  York  to  Savannah,  Ga.,  by  boat, 
care  of  Southern  Express  Co.,  to  be  brought 
by  them  to  Tampa.  When  this  arrangeanent 
was  first  made  the  rate  from  New  York  to 
Tampa  was  $1.75  per  lOO  pounds,  so  that  two 
crated  machines  of  average  weight  could 
be  got  here  for  $1.75.  This  was  not  enough 
for  the  transportation  companies,  so  they 
shortly  changed  the  rate  to  a  special  one  of 
$1.25  per  bicycle,  an  increase  of  73%  cents 
on  each  machine.  All  rail  rates  to  this  point 
are  practically  prohibitory  in  our  line  of 
ibusiness,  and  we  have  as  little  as  possible 
sent  in  this  way. 
Tampa,  Fla.  M.  A.  Benjamin  &  Son. 

Cut  a  Big  Hole  in  Prices. 

The  immense  addition  to  the  express  busi- 
ness which  the  bicycle  trade  alone  makes 
should  still  make  it  profitable  with  a  mutual 
reduction  in  rates.  I  paid  $200  express  last 
year  on  a  business  o^f  about  $5,000  in  bicycles 
and  parts  and  sundries.  This  makes  a  large 
hole  in  my  profits.  This  year  I  have  so 
far  ordered  twenty-seven  bicycles,  all  to  be 
shipped  by  freight.  I  calculate  on  saving  at 
least  $13.50  on  the  lot.  I  do  not  think  we 
have  any  fast  freight  here  in  Vermont,  so 
when  the  season  is  on  I  shall  have  to  ex- 
press in  order  to  save  time. 
Burlington,  Vt.  E.  Prank  Lane. 

How  Rates  Vary  Unreasonably. 

We  regard  express  rates  as  excessive,  and 
have  for  a  long  time.  We  always  use  freight 
whenever  possible.  The  rate  for  a  single 
bicycle,  crated,  from  Kenosha,  Wis.,  is  $1.70 
by  express.  We  have  had  occasion  to  send 
a  pair  of  forks  to  the  factory  by  express  and 
the  rate  going  was  30  cents,  while  the  charge 
for  returning  by  another  express  company 
was  45  cents  for  the  same  article. 
ViUeland,  N.  J.  Vineland  Cycle  House. 

Will  Ship  by  Freight  Hereafter. 

I  am  in  sympathy  with  the  movement 
started  in  New  York  and  shall  use  last 
freight  at  all  times,  if  possible. 

Houston,  Texas.  j.  Wadk  Cox. 

Fifty  Per  Cent  Variation  in  Charges. 

Being  a  small  dealer  and  having  to  buy  in 
small  quantities.  I  certainly  have  found  out 
that  express  companies  know  how  to  charge 
I  have  on  several  occasions  paid  more  ex- 
press than  the  goods  cost,  and  have  sent 
parts  off  to  get  duplicates  and  found  that  it 
cost  40  to  50  per  cent  more  to  get  new  arti- 
cles back  than  to  send  off  the  old  ones.  I 
certainly  would  like  to  see  some  relief  for 
cycle  dealers. 

Wichita  Falls,  Texas.  E.  M.  Winfrey. 

Wants  State  Legislation  on  the  Subject. 

We  are  heartily  in  accord  with  the  move- 
ment against  the  express  companies.  We 
believe  in  "live  and  let  live,"  but  we  do  ob- 
ject to  paying  the  exorbitant  transportation 
charges  the  express  companies  are  charging 
us.  If  it  were  possible  to  conduct  business 
without  them,  we  would  only  be  too  glad  to 
do  so,  but  we  have  found,  as  every  other 
business  man  has,  that  it  is  simply  an  im- 
possibility, and  the  only  hope  is  in  getting 
them  to  reduce  their  charges  in  keeping 
with  the  times.  It  now  costs  us  $1.50  for  a 
single  bicycle  from  almost  any  point  east 
of  New  "i'ork,  and  we  think  this  is  one  of 
the  principal  reasons  why  the  western  trade 
is  so  reticient  about  handling  wheels  of  east- 
ern manufacture.  Past  freight  is  all  right 
if  you  are  ordering  a  number  of  bicycles 
but  on  a  single  machine  the  drayage,  etc., 
amounts  to  nearly  as  much  as  the  express. 
Why  could  not  the  dealers  organize  in  dif- 
ferent states  and  get  the  legislatures  to  pass 
laws  on  this  vital  subject,  which  means 
hundreds  of  dollars  to  every  dealer?  We 
have  paid  the  express  companies  the  last 
season  over  $350. 
Fort  Wayne,  Ind.  Bandall  Wheel  Co. 


Bicycles  in  the  Orient. 

The  attention  of  bicycle  manufacturers 
is  called  to  an  advertisement  in  the  want 
columns  of  this  paper  by  a  gentleman 
who  desires  to  represent  six  or  seven 
leading  houses  on  a  trip  through  oriental 
countries. 


The  Cycle  Age  and  Trade  Review 


389 


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390 


The  Cycle  Age  and  Trade  Review 


SUBJECTS  OF  GENERAL  INTEREST 


Since  the  recent  death  of 
KEELY'S  John  W.  Keely,  of  Keely 

PROBABLE  MOTIVE  niotor  fame,  the  interest 
FORCE  of    t^^    engineering    and 

scientific  world  has  been 
reawakened  in  the  mystery  of  the  force 
that  drove  the  motor  with  which. this  no- 
torious inventor  succeeded  in  securing  in- 
vestments of  capitalists  through  more 
than  a  score  of  years,  although  the  "mo- 
tor" never  turned  a  wheel  commercially. 
In  order  to  probe  the  secret  of  the  Keely 
motor,  an  investigation  of  the  dismantled 
workshop  of  the  inventor  in  Philadelphia 
has  just  been  made  by  Professors  Her- 
ring, Goodspeed,  Witmer  and  Dr.  Miller, 
respectively  electrical  engineer  and 
teachers  of  physics  and  experimental  psy- 
chology. 

Tne  investigation  was  most  thorough, 
every  bit  of  flooring  was  ripped  up  and 
every  nook  and  cranny  explored  under 
the  flooring  and  under  the  walls.  The 
debris  left  between  the  joists  and  in  bar- 
rels was  sifted,  and  no  opportunity  to 
find  tell-tale  evidence  was  missed. 

The  large  steel  ball  weighing  three 
tons,  which  had  played  an  important  part 
in  Keely's  experiments,  was  found  im- 
bedded in  the  clay  of  the  basement,  and 
short  sections  of  metal  tubing  of  the 
high  pressure  kind,  with  joints  apparent- 
ly made  to  withstand  internal  pressure, 
were  found  among  the  rubbish  left  after 
all  the  important  machinery  and  mate- 
rials had  been  removed  by  the  Keely 
company,  led  to  the  presumptiive  con- 
clusion that  the  mysterious  force  was,  as 
had  been  strongly  suspected  in  1888  and 
1889,  compressed  air. 

As  the  investigation  made  clear,  there 
was  perfect  communication  between  this 
caveroom,  in  which  the  big  sphere  lies 
imbedded  in  the  earth,  and  the  upper 
room,  in  which,  among  other  apparatus, 
near  the  door,  stood  the  lever  machine. 
The  communication  was  by  auger  holes 
of  various  sizes  in  the  flooring  and  in  the 
ceiling. 

This  tubing  did  not  look  unlike  heavy 
wire,  and,  in  fact,  was  exactly  the  same 
size  as  some  heavy  brass  wire  found  on 
the  premises,  which  is  of  interest,  since 
Keely  claimed  that  he  used  no  tubes 
whatever,  his  lifting  force  being  com- 
municated through  wires. 

In  the  light  of  the  discoveries  made,  it 
seemed  clear  to  all  the  investigators  that 
he  could  just  as  easily  have  performed 
his  lifting  trick  by  using  compressed  air 
and  transmitting  through  some  of  the 
tubes  found  under  the  flooring  and  in  the 
doorsill  so  conveniently  near  to  the  lever 
machine.  It  was  estimated  that  the  steel 
sphere  would  easily  withstand  internal 
pressure  of  1,000  atmospheres. 


AN 

INTOLERABLE 

SITUATION 


The  interstate  commerce 
law  cannot  be  enforced. 
The  commission  appoint- 
ed to  administer  the  law 
has  so  reported  to  Con- 
gress^a  stale  annual  confession — and 
adds  that  until  further  and  important 
legislation  is  enacted  the  best  efforts 
at  regulation  must  be  feeble  and  disap- 
pointing. 

Meanwhile  the  situation  has  become  in- 
tolerable both  from  the  standpoint  of  the 
public  and  the  carriers.  Tariffs  are  dis- 
regarded, discriminations  constantly  oc- 
cur, the  price  at  which  transportation  can 
be  obtained  is  fluctuating  and  uncertain. 
Railroad  managers  are  distrustful  of  each 
other,  and  shippers  all  the  while  in  doubt 
as  to  the  rates  secured  by  their  competi- 
tors.   The  volume  of  traffic  is  so  unusual 


as  frequently  to  exceed  the  capacity  of 
equipment,  yet  the  contest  for  the  ton- 
nage seems  never  relaxed.  Enormous 
sums  are  spent  in  purchasing  business, 
and  secret  rates  accorded  far  below  the 
standard  of  published  charges. 

The  general  public  gets  little  benefit 
from  these  reductions,  for  concessions  are 
mainly  confined  to  the  heavi'er  shippers. 
All  this  augments  the  advantages  of  large 
capital  and  tends  to  the  injury  and  often 
to  the  ruin  of  smaller  dealers.  These  are 
not  only  matters  of  grave  consequence  to 
the  business  welfare  of  the  country,  but 
they  concern  in  no  less  degree  the  higher 
interests  of  public  morality. 

A  large  part  of  the  railway  business  is 
now  transacted  upon  illegal  rates,  and  in 
certain  quarters  charging  the  published 
rate  is  the  exception.  The  results  are 
gross  discriminations  between  individuals 
having  gross  preferences  between  locali- 
ties, which  most  always  favor  the  strong 
and  oppress  the  weak.  Probably  no  one 
thing  today  does  so  much  to  force  out 
the  small  operator  and  build  up  those 
trusts  and  monopolies  against  which  law 
and  public  opinion  alike  beat  in  vain  as 
discriminations  in  freight  rates. 

A  further  lesult  is  that  railroad  busi- 
ness is  carried  on  largely  in  conceded  vio- 
lation of  law.  This  condition  the  present 
law  is  powerless  to  control.  The  criminal 
remedies  have  been  applied  and  some  con- 
victions have  been  had.  but  no  substan- 
tial effect  has  been  produced  and  no  sat- 
isfying results  can  be  obtained  from  that 
course.  The  fact  may  be  morally  certain, 
but  the  name,  the  date,  the  amount,  can- 
not be  shown  with  the  particularity  and 
certainty  required  by  criminal  law. 

The  richest  part  of  South 

AFRICAN  Central    Africa    will    be 

TRANS-coNTiNEN-     tapped  by  a  railway  im- 

TAL  RAILROAD  pinging  on  Lake  Tangan- 
yika, and  having  its  ter- 
minus at  Cape  Town.  The  main  road 
into  and  through  Africa  will  continue 
to  be  that  from  the  south  to  the 
north,  with  a  prospect  of  one  day 
joining  hands  with  the  Soudan  railway 
and  also  with  the  other  great  highway 
that  is  being  made  from  Mombasa  to 
Uganda.  As  regards  the  first  of  these 
schemes,  it  is  calculated  that  in  order 
to  connect  the  cape  with  Cairo  there  re- 
main to  be  completed  a  maximum  of 
1,000  miles  of  railway.  Already  2,730 
miles  have  been  constructed.  The  rail- 
way to  Khartoum  will  be  1,200  miles  in 
length,  and  from  the  cape  to  Buluwayo 
1,530.  Of  this  1,000  miles  of  railway  to 
be  constructed  it  is  announced  that  a  con- 
tract has  already  been  placed  for  the  por- 
tion from  Buluwayo  to  Kariba  gorge. 

Cecil  Rhodes  is  now  in  London  working 
industriously  for  the  success  of  this  pro- 
ject and  is  reported  to  be  meeting  with 
financial  encouragement. 

The  line  from  Buluwayo  to  Khartoum 
is  estimated  to  cost  $47,000,000.  Rhodes 
has  been  assured  of  $10,000,000  for  the 
section  frim  Buluwayo  to  Lake  Tangan- 
yika, and  the  remainder  can  be  secured 
when  the  surveys  from  Tanganyika  to 
Khartoum  are  made. 


German    tradesmen    and 
TECHNICAL         manufacturers    are    alive 

EDUCATION  IN       to  the  importance  of  in- 
GERMANY  Creasing  the  efficiency  of 

their  mechanics  and  arti- 
sans, and  improving  the  quality  of  their 
goods.  They  are  resolved  that  "made  m 
Germany"  shall  no  longer  pass  as  a  term 
of  opprobrium,  but  be  a  synonym  of  ex- 
cellent materials  and  good  workmanship. 

As  a  first  move  in  this  direction,  a  con- 
ference of  influential  manufacturers,  bus- 
iness men  and  municipal  and  provincial 
officials,  delegates  from  chambers  of  com- 
merce, workingmen's  unions  and  manual 
training  schools,  etc.,  was  held  at  Han- 
over on  December  8,  under  governmental 
sanction  and  direction,  to  discuss  German 
trade  and  manufacturing  interests  and 
devise  plans  for  their  extension  and  im- 
provement. 

As  a  result  of  the  conference,  it  was 
unanimously  resolved  to  establish  at  once 
in  the  city  of  Hanover  advanced  lecture 
courses,  in  which  artisans  and  appren- 
tices in  all  trades  shall  have  an  oppor- 
tunity to  complete  their  mechanical  edu- 
cation and  be  instructed  by  experts  how* 
to  install  and  manage  a  model  workshop 
and  work  and  use  machines  and  tools  to 
the  greatest  advantage. 

The  cost  of  the  establishment  and 
maintenance  of  the  lectures  is  to  be  sup- 
plied by  the  general  government  and  that 
of  the  province  and  city  of  Hanover,  to- 
gether with  the  trades  unions,  the  cham- 
ber of  commerce,  and  others  interested 
therein. 

The  establishment  of  these  courses  of 
lectures  is  the  initial  move  in  a  general 
plan  to  be  inaugurated  in  all  the  main 
labor  centers  of  Germany,  dependent  up- 
on the  success  of  this  experiment. 

A  permanent  exposition  of  all  power 
machines  and  tools  used  in  the  small 
trades  is  to  he  established  in  the  indus- 
trial hall  at  Hanover.  The  machines  ex- 
hibited are  to  be  worked  by  competent 
mechanics,  who,  on  request,  will  exhibit 
their  uses  and  management  to  all  inquir- 
ers. 

In  order  to  enable  small  manufacturers 
and  tradesmen  to  purchase  their  raw  ma- 
terials at  wholesale  prices  and  to  facili- 
tate the  sale  of  their  products,  the  for- 
mation of  co-operative  stores  at  desig- 
nated places  is  to  be  encouraged. 

The  expositions  of  tools  and  machinery 
proposed  to  be  established  in  connection 
with  the  lecture  course  should  offer  an 
excellent  opportunity  to  American  manu- 
facturers to  make  exhibits. 

The  transcontinental  rail- 
TO  CONNECT  CAL-     way    scheme    to    give    a 
CUTTA  AND  LONDON  route    across    Asia    from 
BY  RAILWAY       north  to  south  has  been 
revived     in     India.     The 
latest  plan  is  to  extend  the  railway  sys- 
tem of  the  empire  to  Kandahar  and  Ca- 
bul  to  connect  with  the  Russian  railway. 
This  would  make  Bombay  and  Calcutta 
the   outlets     for    Russian    commerce    in 
Asia,  and  enable  travelers  from  London 
to  reach  India  in  ten  days. 


Among  the  many  articles  made  from 
cork  waste  is  the  familiar  cork  grip  for 
bicycle  handles.  By  a  secret  process  the 
waste  is  pressed  into  the  required  shape, 
and,  strange  to  say,  the  grips  thus  made 
are  stronger  and  more  durable  than  those 
manufactured  from  cork  wood,  although 
the  latter  gives  a  much  smoother  finish. 


A  German  inventor  has  recently  pat- 
ented in  the  United  States  a  sand  blast 
apparatus  for  bringing  out  the  grain  in 
wood  for  decorative  purposes. — ^American 
Machinist. 

Russian  cycle  manufacturers  have  peti- 
tioned their  government  to  levy  the  same 
tax  on  bicycle  frames  as  on  finished  bicy- 
cles. 


391 


•  •  •  •  • 

•  •    •  •    • 

•  •  •  •  • 

•  •  •  •  • 

•  •  •  •  » 


BETTER  THAN  EVER  BEFORE 

Chase  Tires 

FOR  SEASON  OF  1899 

Are  the  Best  Values  ever  offered.*^  ^^^ 
No  expense  spared  in  their  production. 


•  *  •  *  * 
•tvf; 

•  •  ••••  • 

•  •  •  *  * 


OUR  PRICES  WILL  SURPRISE  YOU. 
WRITE  US  FOR  THEM  Ji  ^  ^  ^  ^ 


L.  C.  Chase  &  Co.,  Boston,  flass. 


••>■ 


:;a«: 


_  «  #  •  • 

•  •  •  *  * 


•  •  ••••  • 

•  •  •  *  * 

?-»^ 

•  •••••• 

•  •  ••••  • 

•  •  ••••  • 

A  •  •   *  * 

•  •••••• 

•  •  •   *  * 

•  •  ••••  • 

•  •  •  *  * 


•  •  •  *  * 

•  •••••• 

•  *  •  *  * 


ADLAKE  BICYCLES 

ARE   ORIGINAL   AND    DISTINCTIVE 


D 


HEY   possess   features    of 

special  merit  peculiar  to 

themselves.     Particular 

attention  is  called  to  the 
"  Special  Hub."  These  hubs  are 
turned  from  solid  bar-steel,  five 
pounds  of  which  are  used  in  mak- 
ing a  five-ounce  hub,  the  difference 
being  the  waste.  Cups  are  turned 
from  solid  bar  tool-steel  of  special 
brand,  and  screw  into  the  hubs. 
They  are  locked  in  place  by  lock- 
ing collars  which  screw  onto  outside  of  hub.  Cones  are  also  turned  from  the  same  tool-steel  and  are  screwed 
onto  axles  against  shoulders.  They  are  then  carefully  ground  and  polished.  Cups  are  made  ball-retaining 
by  spring  washers  and  are  also  carefully  ground  and  polished.  Right-hand  cups  are  screwed  in  against  shoul- 
ders and  remain  stationary.  Adjusting  is  done  by  the  left-hand  cups  and  collars.  Cones  always  remain  sta- 
tionary and  the  Avhole  construction  is  dust-proof.  Sixteen  ^-in.  balls  are  used  in  front  hub  and  sixteen  5-16 
in.  balls  in  rear.     Thirty-two  piano  wire  spokes  are  used  in  front  wheel,  and  thirty-six  in  rear. 

The  wide=awake  agent  will  handle  only  lines  with  distinctive  and  up^to^date  features.    Adlakes  have  them. 


The  Adams  &  Westlake  Company 


Also  Makers  of  Adiake  and  X  Rays 

Bicycle  Lamps  and  Adiake  Cameras 


-Makers: 


^CHICAGO 


392 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Device  for  Cushion  Frame  Converts  Who  Own   Rigid  Bi- 
cycles—A  Tire  Repair — Adjustment  Without  Tools 


Cushion  Attachment.  —  The  invention, 
while  it  belongs  to  the  familiar  type  of 
spring  devices  in  which  the  wheel  axles 
are  free  to  play  up  and  down  in  a  vertical 
guide  way,  is  remarkable  by  its  neat  ap- 
pearance and  because  the  attachment 
may  be  put  onto  any  standard  pattern 
bicycle  without  necessitating  alterations. 
An    oblong   guide  piece   is   provided   for 


each  end  of  the  wheel  axle,  and  has  a 
rack  on  one  side  of  the  guide  slot,  mesh- 
ing with  a  spur  pinion  placed  on  the  axle. 
On  the  extreme  ends  of  the  axle  are 
placed  small  stationary  rollers  which  re- 
ceive on  their  upper  sides  the  rear  ends 
of  round  wire  springs,  the  forward  ex- 
tremities of  which  are  coiled  and  fast- 
ened to  clips  clamped  to  the  rear  fork 
tubes  of  the  frame.  The  guide  pieces  are 
secured  to  the  bicycle  frame  by  means  of 
flat  forward  extensions,  which  are  bolted 
to  the  rear  fork  end  lugs.  The  bolts 
used  for  this  purpose  take  the  place  of 
the  rear  axle  and  nuts  used  when  the 
wheel  is  placed  in  the  frame  in  the  usual 
rigid  manner.  Adjusting  screws  turning 
in  the  heads  of  the  bolts  which  clamp  the 
guide  frames  to  the  bicycle  frame  impart 
a  longitudinal  movement  to  the  former 
and  allow  the  chain  to  be  adjusted.  Slen- 
der supplementary  frames  brace  the  at- 
tachment between  the  securing  bolts  and 
the  clamping  clips.  Similar  attachments 
are  applied  to  the  front  forks,  though,  of 
course,  the  adjustment  features  are  not 
needed.  The  inventor  is  Charles  Cretors, 
Chicago. 

Spring  Frame  Design.— Design  patents 
have  been  granted  J.  L.  Knoll,  Lebanon, 


Pa.,  on  an  anti-vibratory  frame  the  main 
feature  of  which  is  a  system  of  flat  spring 
bars  connecting  the  front  and  rear  ends 
of  the  frame  and  supporting  the  saddle. 
The  illustration  shows  a  frame  for  men. 

Seat  Post  Adjustment.^ — The  post  is  de- 
signed with  the  idea  of  dispensing  with 
wrench  and  other  tools  for  adjusting  pur- 
poses.    The  horizontal  saddle  support  is 


hinged  at  its  rear  end  to  the  post  and 
has  a  lug  on  its  lower  side  in  a  position 
that  is  normally  central  with  the  vertical 
post  and  which  forms  one  part  of  a  hinge 
joint,  the  other  section  of  which  is  the 
upper  end  of  a  rod  which  carries  an  ex- 
pander piece  at  its  lower  extremity.  The 
lower  end  of  the  post  is  split  to  be  ex- 
pansible and  has  several  longitudinal 
grooves  pressed  in  its  outer  surface  which 
form  tapering  ribs  on  the  inner  wall. 
The  ribs  taper  into  the  wall  of  the  tube 
at  their  upper  ends,  so  that  by  lowering 
the  expanding  piece  the  split  end  of  the 
post  is  expanded  to  bind  against  the  seat 
mast  tube  of  the  bicycle  frame.  The 
operation  of  the  post  consists  in  pushing 
downward  upon  the  front  end  of  the 
hinged  horizontal  saddle  support  when  it 
is  desired  to  tighten  the  post  and  in  rais- 
ing the  front  of  the  support  when  the 
post  is  to  be  loosened.  A  locking  device 
is  added,  which  consists  of  a  spring  latch 
catching  the  lower  back  edge  of  a  central 
hole  bored  in  the  horizontal  bar.  This 
catch  is  pushed  back  out  of  the  way, 
when  it  is  desired  to  loosen  the  post,  by 
a  rod  which  slides  in  the  hole  and  is 
operated  by  a  half  -  round  head  which 
may  be  pressed  with  the  thumb  or  flnger. 
A  short  coil  spring  keeps  the  sliding  rod 
away  from  the  catch  when  it  is  not  in 


use  and  a  slightly  spun-over  edge  on  the 
horizontal  bar  retains  the  rod  in  place. 
The  exact  location  of  the  expanding  piece 
on  its  rod  is  not  flxed,  the  expander  be- 
ing screwed  onto  the  rod,  and  can  thus 
be  raised  or  lowered,  so  that  it  will  ex- 
pand the  post  properly  within  the  range 
of  movement  obtained  through  the 
hinged  saddle  support.  A  similar  contri- 
vance is  applied  to  handle  bars,  the  en- 
tire bar  being  tipped  laterally  on  the 
machine  to  accomplish  the  loosening  of 
the  expander.  The  inventors  are  C.  S. 
Irish  and  P.  V.  Markell,  Jordan,  N.  Y. 

Band  Repair  Tool.— The  tool  is  an  im- 
proved form  of  instrument  for  closing 
punctures  in  single  tube  tires  by  tne 
band  method.  It  comprises  mainly  a 
handle  piece  with  long  slender  shank  on 
the  end  of  which  is  a  needle  with  an 
open-ended  slot  at  its  extremity.  The 
back  end  of  the  flattened  portion  form- 
ing the  slot  is  inclined  to  facilitate  the 
work  of  removing  the  needle  from  the 
tire  after  the  bands  have  been  inserted. 
A  cylinder  with  reduced  upper  end  fitting 
the  shank  of  the  tool  surrounds  that 
shank  and  may  slide  upon  it,  though  be- 
fore a  repair  is  started  the  cylinder  is 
placed  at  its  highest  point  near  the  han- 


dle end  of  the  tool  and  held  in  that  posi- 
tion by  a  small  thumb  screw.  The  up- 
per ends  of  the  bands,  which  are  hooked 
in  the  slotted  needle,  are  held  by  pins  on 
the  lower  end  of  the  sliding  cylinder. 
The  lower  extremity  of  the  sleeve  is  flar- 
ing, forming  a  bell  shaped  mouth.  After 
the  needle  and  bands  have  been  inserted 
into  the  tire  the  thumb  screw  on  the 
sleeve  is  loosened  and  the  latter  lowered 
till  the  flaring  mouth  touches  the  tire. 
The  bands  will  thus  be  loosened  and  will 


fall  from  the  retaining  pegs  and  the  flar- 
ing mouth  of  the  sleeve,  if  pressed  upon 
the  tire,  will  aid  in  keeping  the  bands 
from  coming  back  out  of  the  puncture 
when  the  needle  is  withdrawn.  The  in- 
ventor is  C.  E.  Kelly,  Greentown,  Ind. 

Sayres'  Adjustable  Bar. — The  central 
collar  around  the  bar  is  provided  with 
several  radial  recesses  and  also  a  central 
annular  groove  or  guideway.  Inside  of 
the  stem  is  a  longitudinal  sliding  shoe, 
the  upper  end  of  which  is  formed  so  that 
it  may  engage  any  of  the  recesses  in  the 
bar  collar.  A  coil  spring  surrounds  the 
shank  of  the  shoe  and  rests  on  the  bot- 
tom of  the  stem.  In  the  side  of  the  stem 
near  the  upper  end  is  placed  a  latch 
lever,  by  means  of  which  the  shpe  may 
be  lowered  at  will.  The  shoe  normally 
engages  one  of  the  recesses  in  the  bar, 
but  when  the  rider  pushes  the  outer  end 
of  the  latch  lever  upward  the  shoe  is 
lowered  and  the  bar  may  be  swung 
around  to  any  desired  position,  when 
upon  releasing  the  latch  the  shoe  will 
engage  the  recess  which  is  then  adjacent, 
and  the  bar  will  be  locked  in  the  new 
position.  The  annular  guideway  men- 
tioned keeps  the  bar  from  sliding  lateral- 
ly in  the  head  stem,  while  an  adjustment 
is  being  made.    It  also  keeps  the  bar  from 


being  pushed  through  the  stem  head,  and 
so  the  latter  has  to  be  made  in  two  sec- 
tions, bolted  together  with  outside  lugs 
and  binding  screws.  The  inventor  is  G. 
F.  Sayres,  Milnesville,  Va. 


Patent  Office  "Catching  Up." 

Washington,  Jan.  23. — Last  June  Con- 
gress authorized  a  small  increase  in  the 
working  force  of  the  Patent  OflBce.    The 


The  Cycle  Age  and  Trade  Review 


3^3 


^^^^^S^^^^S^^^^^^^^^^^^^^^^^S^^®^®^^^®^®®^:-^® 


Agents,  Attention  Please 


BIG  DISCOUNTS 
GREAT  VALUE 

Read  Specifications 


Bicycle 


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MODEL  "30,"  PRICE  $35.00 


EIGHT  OTHER  MODELS 


SPECIFICATIONS 


Frame— Made  of  lYg-mch  Shelby  Seamless  Tubing.  Choice  of  21,23, 

aud  25  inch. 
Joints— All  flush,  properly  reinforced. 
Fork  Crown— Vim  arched,  forging,  spear-head  pattern. 
Crank  Axle— Genuine  Fauber  one-piece. 
Cranks— Diamond  pattern,  7-lnch  thiow. 
Drop— 2>^  inches. 

Sprockets  -Star  pattern;  front  18  to  30,  rear  7  to  10. 
Gear— Choice  of  68  to  120. 
"Wheel  Base— 4354  Inches. 
Tread— 4%  inches. 
Wheels— 28-inch. 

Smokes- Swaged,  tangent,  32  to  front  and  36  to  rear  wheel. 
Rims- Eastatter.  choice  of  plain,  natural  finish  or  colored. 
Hubs— Our  own  make,  style  "A". 

Bearings— All  made  of  tool  steel,  ground,  hardened  and  polished. 
Seat  Post— Flush  L  pattern,  tubular,  with  tubular  saddle  bar;  very 

latest. 
Expanders— In  handle  bar— Chicago  Handle  Bar  Co.'s  eccentric 

make;  one  that  will  hold. 
Chain— Baldwin, highest  grade  3-16-in. ;  B  block  detachable;  polished. 
Chain  Adjuster— Direct. 


Handle  Bars— 27-32-inch;  cholceof  any  style  made  by  the  Chicago 
Handle  Bar  Co.;  steel  up-turned,  dropped,  ram's  horn,  Schia- 
neer  pattern  or  steel  adjvistable,  all  of  the  most  graceful  designs. 
Octagon  tube  bars  50  cents  additional. 

Pedals— Vim,  with  or  without  rubbers. 

Saddle— Gilliam  No.  59,  Brown  racing  pattern,  as  shown  on  model 
'  30,"  or  Gilliam  No.  46,  Gordon  pattern,  with  or  without  coil 
springs. 

Tires— Our  own  make;  guaranteed  for  entire  year;  punctures 
repaired  free. 

Enamel— Choice  of  Maroon,  Green,  Blue  or  Black,  delicately 
striped.  We  use  only  tue  best  quality  of  enamel  of  highest  lus- 
tre and  durability;  all  bright  parts  heavily  nickeled. 

■Weight— 20  to  26  pounds,  according  to  size  of  frame  and  sprockets 
usfd,  regularly  equipped  with  tool  case,  wrench,  oiler  and 
repair  kit. 

Frames— Our  frames  are  made  of  the  best  seamless  tubing  the 
Shelby  Steel  Tube  C".  can  produce.  Built  on  the  most  approved 
lines;  short  head;  23^  to  3  inches  drop  to  the  crank  hanger;  a 
srong  and  rigid  frame,  graceful  In  design.  Kvery  joint  is  a 
steel  torging,  machined.  For  strength  and  rigidity  our  frames 
are  unsurpassed. 


There  are  positively  no  stampings,  castings  or  brazed  tubes  used  in  these  Bicycles.    Do  not  compare 

our  prices  with  tliose  of  wheels  so  made.    We  challenge  any  manufacturer  to  produce 

a  bicycle  of  same  material  and  workmanship  for  less  money. 

Vin  BICYCLE  COnPANY,  Incorp.,  CHICAGO,  ILL, 

Good  Agents  Wanted  in  Unoccupied  Territory.    Write  to-day.    Catalogue  for  the  asking. 


394 


The  Cycle  Age  and  Trade  Review 


effect  of  this  has  been  to  greatly  improve 
the  condition  of  the  worli,  as  shown  by 
the  following  figures:  On  December  28, 
1897,  there  were  11,382  applications  for 
patents  awaiting  action,  while  on  Decem- 
ber 27,  1898,  the  number  then  awaiting 
action  was  only  5,467.  At  the  end  of  the 
year  1897  the  divisions  were  in  arrears 
from  five  weeks  to  seven  months,  while 
at  the  close  of  1898  thirty-flve  of  the 
thirty-six  divisions  were  in  arrears  only 
six  weeks  on  new  work  and  fifteen  days 
on  amended  work,  and  the  remaining 
division  will  be  up  to  them  within  two 
weeks.  The  total  receipts  of  the  Patent 
Office  during  the  year  were  $1,137,734.48, 
while  the  total  expenditures  were  $1,- 
136,196.20.  

AMERICAN  IDEAS  DOMINATE 


French   Are  Close   Imitators  of  New  World  Con- 
struction—English Abandon  the  Field. 


Aside  from  the  great  showing  of  motor 
vehicles,  the  features  of  the  Paris  cycle 
show  were  the  complete  dominance  of 
American  macnines  and  ideas  and  the 
unexpectedly  good  showing  made  by 
chainless  machines,  according  to  an 
American  trade  visitor.  So  plainly  in 
evidence  were  these  two  features  thai 
even  the  most  biased  critic  could  not  fail 
to  be  impressed  by  them. 

Ihe  show  was  almost  like  an  American 
show.  French  and  American  cycles  pre- 
ponderated, but  it  was  not  always  easy  lo 
distinguish  one  from  the  other.  The  lat- 
ter are  now  looked  upon  as  leaders. 
Sometimes  they  are  copied  outright,  and 
at  other  times  the  attempt  is  made  to 
produce  composite  machines.  Even  in 
the  latter  case,  however,  American  char- 
acteristics come  to  the  front.  British 
makers  have  about  abandoned  all  hope 
of  competing  in  the  French  market.  They 
appear  to  recognize  the  fact  that  the  tide 
is  running  away  from  them,  and  rather 
than  acknowledge  its  influence  by  modi- 
fying their  patterns,  they  choose  the  part 
of  absentation. 

In  the  meantime  American  machines 
continue  their  steady  progress.  There 
is  no  fear  that  the  pace  cannot 
be  kept.  We  are  not  apt  to  neglect  an 
advantage  once  gained,  especially  in  ix 
case  where  we  are  so  much  in  earnest  as 
in  this  one. 

No  Purchaser  for  Warwick  Plant. 

J.  H.  Hendrick,  one  of  the  assignees 
of  the  Warwick  Cycle  Company,  says 
that  there  is  at  present  no  prospect  of 
opportunity  to  dispose  of  the  idle  plant. 
Ihe  assignees  have  yet  a  number  of 
months  in  which  to  sell  tue  factory,  as 
last  March  they  were  given  eighteen 
months  by  the  court  for  their  task.  Mr. 
Hendrick  says  that  the  plant  will  not  be 
"slaughtered,"  and  that  the  low  water 
price  of  $100,000  has  not  been  changed. 


Rack  Company  Changes  Name. 

Ihe  Chicago  Bicycle  Rack  Company, 
Chicago,  has  certified  to  a  change  of 
name  to  the  Wallingford  Manufacturing 
Company,  increase  in  number  of  direct- 
ors from  three  to  five,  and  to  change  of 
object  of  incorporation  to  general  manu- 
facturing. 

Harveyized  Steel  in  Bicycles. 

To  an  inquirer  who  desires  to  know 
what  Harveyized  steel  is,  and  wherein 
the  process  of  Harveyizing  consists,  the 
American  Machinist  gives  the  following 
answer,  which  may  be  of  interest  to  those 
who  see  the  term  used  in  bicycle  cata- 
logues: It  consists  of  nothing  much  or 
essentially  different  from  the  old,  famil- 
iar case  hardening  process.  The  plates  to 
be  hardened  are  simply  packed  with  bone 
charcoal  next  to  the  side  it  is  desired  to 


harden,  heated  and  kept  hot  for  the  ab- 
sorption of  carbon  by  the  plate,  which  is 
then  removed,  placed  upon  suitable  sup- 
ports and  numerous  small  jets  of  water 
projected  against  the  surface  to  be  hard- 
ened." 

RETAIL  TRADE  CHANGES 


Iowa  Dealer  Installs  Complete  Repair  Shop— Trans= 
fers  of  Business  in  Other  States. 


W.  H.  Senter  has  sold  his  bicycle 
agency  business  in  Brockton,  Mass.,  to 
Wesley  Snow,  who  will  conduct  the  busi- 
ness in  the  same  place. 


The  bicycle  and  sporting  goods  busi- 
ness of  G.  G.  Jackson,  in  Wichita  Falls, 
Tex.,  has  been  purchased  by  E.  M.  Win- 
frey.    Mr.  Jackson  will  act  as  salesman. 

W.  D.  Heath  has  succeeded  the  firm  of 
Munsey  &  Heath,  who  for  the  past  five 
years  have  conducted  a  business  in  bicy- 
cles and  bicycle  sundries  in  Lakeport, 
N.  H. 


George  E.  Bagg,  formerly  employed  by 
Hendee  &  Nelson  and  later  a  member  or 
the  firm  of  Holden  &  Bagg,  of  Spring- 
field, Mass.,  died  suddenly  at  Albany  a 
fortnight  ago. 

C.  E.  Adams,  who  has  conducted  a  fur- 
niture store  in  Spencer,  la.,  handling  bicy- 
cles as  a  side  line  for  the  past  four  years, 
has  now  sold  his  furniture  stock  and  will 
hereafter  confine  his  attention  to  the  sale 
of  bicycles  and  to  repair  work.  He  has 
installed  lathes,  forges,  enameling  ovens, 
vulcanizers  and  all  necessary  tools  to 
make  any  part  of  a  bicycle. 


English  Rear  Fork  Ends. 

The  accompanying  illustration  shows  a 
new  rear  fork  end  lug  recently  offered  to 
the  English  trade.  The  object  of  the 
fitting,  as  may  be  seen  from  the  illasLra- 
tion,  is  to  afford  ready  means  for  remov- 
ing the  rear  wheel  without  separating  the 


Tfte  CriLt-  Ao£-^ 


chain.  The  lower  side  of  the  fork  is 
hinged  to  the  lug  and  when  the  det  screw 
which  holds  it  in  its  normal  position  is 
removed  the  entire  rear  wheel,  together 
with  the  chain  adjusters  and  nuts,  will 
drop  from  the  frame.  Suppositiously  the 
chain  adjustment  will  not  be  lost  during 
the  interval  between  the  removal  and 
replacement  of  the  wheel.  In  reality  this 
depends  upon  the  looseness  of  the  fit  of 
the  nut  on  the  threaded  shank  of  the  ad- 
juster. If  the  nut  is  tight,  the  chain  ad- 
justment will  remain  unaltered.  If  it  is 
loose,  the  probability  is  that  the  nut  will 
be  accidentally  turned  for  at  least  a  short 
distance  either  way.  The  fittings  do 
not  afford  as  easy  rear  wheel  removal  as 
some  of  the  fittings  now  in  use  in  this 
country,  as  it  is  necessary  besides  loosen- 
ing the  axle  nuts  to  take  out  the  screw 
which  holds  up  the  hinged  portion  of  tne 
lug.  A  screw  driver  is  required  for  ihe 
removal  of  this  pin,  and  it  is  very  likely 
to  be  misplaced  while  out  of  the  fitting. 


Swiss  Tire  Healing  Compound. 

From  Basle,  Switzerland,  there  comes 
in  the  form  of  a  United  States  patent 
granted    to    one  Jean  Gaa,  a  recipe  for 


making  a  puncture  healing  compound 
which  seems  meritorious  in  that  there  is 
nothing  in  its  make-up  which  is  liable  to 
injure  the  rubber  in  the  tire.  The  com- 
position is  made  by  forming  an  emulsion 
of  ten  parts  pulverized  ammoniac  gum, 
ten  parts  of  powdered  gum  and  twenty 
parts  of  water.  This  emulsion  is  then 
suspended  in  twenty  parts  of  glycerin. 
The  choice  of  gums  to  form  the  emulsion 
is  not  limited  very  closely,  the  object  in 
using  the  gum  being  to  furnish  a  non- 
injurious  plastic  solid  which  being  sus- 
pended in  a  non-drying  liquid,  such  as 
glycerin,  will  enter  all  punctures  and 
close  them  before  the  air  in  the  tire  has 
had  opportunity  to  escape.  Shellac  may 
be  used  after  having  been  precipitated  in 
the  form  of  gelatin  from  its  solution  by 
means  of  glycerin  or  hydrates  of  carbon 
or  a  mixture  of  both.  Vegetable  or  animal 
cellulose  may  be  employed  in  a  suitable 
disintegrated  state,  as  well  as  membrane 
gum  or  guttapercha,  the  latter  being  used 
either  raw  or  cured  or  precipitated  from 
its  alkaline  solution. 


AMERICAN  AND  ENGLISH   EXPORTS 


Week's  Shipments  from   New  York  to  Qermamy 
Double  Two  Weeks'  English  Exports. 


Exports  of  bicycles  and  bicycle  mate- 
rial from  the  port  of  New  York  for  the 
week  ending  January  17  are  recorded  as 

^°^lo^^-  Bicycles.  Mat' 1. 

Germany  $10j,175  $11,386 

France   27,539  7,490 

Eng-Iand  8,845  16,848 

Argentine  15,925  33ti 

British  Africa    4,853  277 

Austria   3,800  533 

Denmark   250  1,603 

Australia         925  18 

Holland   390  979 

Scotland  616  389 

Brazil  679  237 

British  Guiana  442  180 

Peru   563         

British  West  Indies  437  '        50 

Italy 453         

British  East  Indies   400         

Chili  387         

Mexico  228         

Belgium  225         

Central  America    20  123 

Ecuador   140         

Egypt  

Other  countries    320  133 


^Totals   $167,230      $10,582 

The  total  exports  of  bicycles  and  mate- 
rials   from    England   for   the   two    weeks 

ending  December  30  are  recorded  as  fol- 
lows: 

Adelaide  $1,878 

Melbourne 9.486 

Sydney  i,532 

P*^rt\i  1,694 

Wellington   1,326 

Cape    Town     5,435 

Algoa  Bay,   South  Africa  2  686 

Durban   6,776 

East    London,   South    Africa    160 

Port   Elizabeth    4,734 

Bombay    3,235 

Calcutta    1,747 

Madras  189 

Rangoon   1,278 

Colombo,   Ceylon 343 

Flushing 2,293 

Boulogne  2,449 

Rotterdam   910 

Hamburg   634 

Ghent  339 

Bordeaux 194 

Antwerp   116 

Genoa  310 

Ostend   271 

Albany   169 

Hongkong  242 

Shanghai 242 

Singapore   460 

Otago,  New  Zealand  174 

Launceston,  Tasmania 387 

Lyttleton  237 

Malta  300 

Port  Said   145 

Other  ports 1258 


Total   $53,895 


Bridgeport  Dealers  Co=operate. 

An  annual  meeting  of  the  bicycle  deal- 
ers of  Bridgeport,  Conn.,  was  held  Janu- 
ary 12  to  determine  upon  a  plan  of  co- 
operation the  coming  season.  There  were 
fifteen  present,  including  all  the  promi- 
nent dealers  in  the  city. 


The  Cycle  Age  and  Trade  Review 


395 


I  The  rionarch  Line^        ^ 


(US 


(Us 
(h 


(h 


"Covers  the  Ground^^  | 

I 

>!^ 


Monarch  Roadsters,  $50 

Defiance  Roadsters,  $35 

King  and  Queen 
Roadsters,  -     -     -     $25 


Our  "KING,"  the  $25.00  wonder.      Sold  only  to  dealers  handlingf  our  complete  line. 


I  Monarch  Chainless,  $r5 


.AGENTS  "WANTViH  IN  OP:eN  TERRITORY. 


(Us 
(lis 

(h 


*'Ride  a  Monarcli  and  Keep  in  Froor' 


NEW  YORK 


nONARCH  CYCLE  HANUFACTURINQ  COHPANY 

LONDON.  HAMBURG.  Lake,  Halsted  and  Fulton  Streets,  CHICAGO. 


««^ 


TIRES 


TIRES 


TIRES 


Our  Leader  for  ^99«     Quality  and 
Workmanship   Fully   Guaranteed 


Write   Us  for  Prices  on  Com- 
plete  Line  of  Tires^v^v^e^^^ 


EXCELSIOR  SUPPLY  CO.,  Chicago 


ESTABLISHED  1876 


EVERYTHING  FOR  BICYCLE  BUILDERS  AND  DEALERS 


396 


The  Cycle  Age  and  Trade  Review 


COMPRESSED  AIR  VEHICLES 


Account  of  riotor  Power  Which  Syndicates  With  Many 
nillions  of  Capital  Hean  to  Exploit 


For  the  first  time  in  the  development 
of  the  motor  vehicle  idea  a  system  of  pro- 
pulsion has  been  brought  under  the  no- 
tice of  the  public,  which  is  subject  to 
absolute  control  through  patents;  and 
this  has  been  the  signal  for  immediate 
aggregation  of  immense  capital  for  ex- 
ploiting that  system  in  preference  to  any 
other  system  in  which  the  field  would  be 
open  for  competition. 

The  Principal  Companies. 

The  following  companies  have  been  or- 
ganized to  work  the  inventions  of  Hoad- 
iey  and  Knight  in  the  use  of  compressed 
air,  these  inventions  being  protected  by 
something  like  200  separate  patents  on 
the  street  cars  and  motor  vehicles  taken 
together. 

American  Air  Power  Company,  $7,000,- 
000;  includes  Whitney  syndicate;  con- 
trols works  in  New  York  city  and  com- 
pressed air  street  cars  for  United  States. 

International  Air  Power  Company,  $7,- 
000,000;  works  at  Worcester  and  Provi- 
dence. Controlled  by  the  Hoadley-Leiter 
syndicate;  will  build  and  sell  compressed 
air  auto-trucks,  engines,  locomotives  and 
automobiles. 

New  York  Auto-Truck  Company,  $1,- 
000,000;  controlled  by  the  Croker-Hoad- 
ley  syndicate;  general  truckmen,  using 
International  Air  Power  trucks.  This 
company  will  own  the  charging  stations 
throughout  the  city. 

Chicago  Auto-Truck  Company,  $10,000,- 
000,  controlled  by  the  Leiter-Hoadley  syn- 
dicate; same  business  as  New  York  Auto- 
Truck  Company. 

A  Branch  for  Philadelphia. 

Philadelphia,  Jan.  23.— The  Philadel- 
phia Motor  Wagon  Company,  the  princi- 
pal office  of  which  is  at  No.  117  Federal 
street,  Camden,  N.  J.,  was  incorporated 
under  the  laws  of  New  Jersey  last  Satur- 
day with  a  capital  of  $1,500,000.  The  ob- 
ject of  the  corporation  is  the  manufac- 
ture of  self-propelled  wagons  and  other 
vehicles.  The  incorporators  are  Corne- 
lius W.  Woodward  and  William  J.  Jack- 
son, of  Philadelphia,  and  Josiah  S.  Du- 
bois, of  Camden.  The  new  concern  is 
supposed  to  be  connected  with  the  re- 
cently formed  Cramp-Hoadley  syndicate 
of  New  York,  but  in  answer  to  inquiries 
in  this  direction  the  Cycle  Age  corre- 
spondent was  referred  to  ex-District  At- 
torney George  S.  Graham,  counsel  of  the 
new  company,  who,  however,  could  not 
be  found. 

Another  company  of  a  similar  charac- 
ter about  to  be  incorporated  is  the  Phila- 
delphia Auto-Truck  Company,  with  a  re- 
ported capital  of  $10,000,000. 

Secrecy  of  Proceedings. 

The  gigantic  system  of  amalgamated 
companies  which  it  is  evidently  the  in- 
tention to  form  is  yet  in  that  stage  of 
formation  in  which  part  of  the  informa- 
tion vouchsafed  is  more  or  less  doubtful 
and  in  part  self-contradictory.  A  New 
York  correspondent  writes  in  Chicago 
Tribune  of  Tuesday,  January  24,  in  part 
as  follows: 

Mystery  surrounds  the  New  York  Auto- 
truck and  the  International  Air-Power  com- 
panies. Among  the  directors  of  these  allied 
corporations  are  Richard  Croker,  Senator 
Gorman,  Nathan  Straus,  and  Lewis  Nixon. 
Joseph  Hoadley  is  president  of  both. 

The  American  Air-Power  company  is  own- 
ed by  the  Metropolitan  Traction  company. 

President  Archibald  A.  McLeod  of  the 
American  said  today: 

"I  know  nothing  of  the  Autotruck.     The 


Hoadiley-Knight  companies  have  nothing  to 
do  with  the  American.  "We  are  building  air 
motors  for  the  cross-town  lines.  Our  cars 
run.     We  are  not  trying  experiments." 

Toldl  what  President  McLeod  had  said, 
President  Hoadley  replied: 

"That  is  true.  The  American  is  owned 
by  the  Metropolitan.  The  Autotruck  and 
International  are  our  companies.  "We  have 
no  plant  in  this  city.  Our  works  are  in 
"Worcester." 

Can  the  autotruck  tuin  a  sharp  curve? 
President  Hoadley  was  asked  about  this, 
and  permission  was  asked  also  to  send  ex- 
perts to  his  plant.     He  said: 

"The  public  never  will  get  any  description 
of  our  autotrucks  till  we  have  them  running 
on  the  streets  of  this  city.  The  turning  of  a 
curve  is  the  whole  problem.  "We  have  solved 
it;  no  person  knows  how  except  myself  and 
the  inventor.  "We  keep  our  workmen  in  ig- 
norance.    "When  the  time  comes  I  will  give 


I.  This  shop  tricycle  has,  as  I  was  in- 
formed, about  the  same  construction  of 
engine  as  that  proposed  for  the  auto- 
trucks. Some  very  successful  experiments 
have  also  been  made  with  compressed 
air  driven  street  railway  cars,  and  it  is 
the  favorable  results  shown  by  these 
street  cars  and  the  Worcester  heavy  tri- 
cycle truck  which  are  at  this  time  at- 
tracting capital  so  strongly  to  investment 
in  these  compressed  air  propulsion 
schemes.  The  engraving  given  of  the 
Worcester  tricycle  truck  shows  its  gen- 
eral construction  sufficiently  to  render  a 
particular  description  needless. 

Although  the  auto-truck  managers  say 
that  there  is  more  than  one  auto-truck 
completed,  no  photograph  of  this  vehicle 
is  yet  obtainable.  I  have,  however,  se- 
cured a  tolerably  complete  verbal  de- 
scription of  details,  which  is  here  given: 

Particulars  of  Standard  Pattern 

Motive  power,  compressed  air,  4,000  lbs. 
per  square  inch. 

Dimensions  of  truck  platform,  12  feet 
long  and  6  feet  wide,  wholly  unobstructed 
on  the  upper  surface. 


First  Hoadley-Knight  Auto-Truck. 


a  description  of  the  machinery,  and  not  till 
then." 

First  Authentic  Description. 

In  view  of  the  magnitude  of  the  deals 
which  are  under  way  and  their  possible 
influence  for  the  advancenient  of  au- 
tomobilism,  the  representative  of  the 
Cycle  Age  has  been  at  pains  to  gather  all 
the  information  in  regard  to  compressed 
air  vehicles  which  seemed  to  be  of  a  re- 
liable nature.  He  writes  in  substance  as 
follows: 

The  Hoadley°Knight  Auto-truck. 

Partial  information  as  to  the  mechani- 
cal details  of  the  Hoadley-Knight  auto- 
truck are  at  last  available,  but  they  do 
not  vary  greatly  from  what  has  been 
open  to  the  public  for  a  long  time  in  the 
Hoadley  -  Knight  compressed  air  driven 
street  cars. 

The  illustration  shows  a  works-yard 
compressed  air  driven  tricycle  locomo- 
tive, built,  evidently,  as  best  it  might  be 
with  materials  at  hand,  and  used  for 
some  time  past  very  successfully  in  the 
yard  at  the  Wheelock  Engine  Shops, 
Worcester,  Mass.,  which  are  owned  by 
one  of  the  Hoadley-Knight  companies, 
which  has  lately  acquired  the  Rhode  Is- 
land Locomotive  Works,  Providence.   R. 


Load,  5  tons,  and  can  draw  a  10-ton 
trailer  in  addition. 

Weight  of  truck,  4,000  lbs. 

Wheel  base  72  inches,  gauge  60  inches. 

Diameter  of  wheels,  3o  inches  and  42 
inches.    Rear  wheels  only  driven. 

The  wheels  are  of  wood,  with  metal 
hubs,  and  steel  tires  5  inches  wide  by  % 
inches  thick.  The  front  wheels  are  car- 
ried on  pivoted  steering  axles  on  roller 
bearings,  the  rollers  being  each  l^^  inches 
long  by  %  inch  in  diameter,  hardened 
and  ground,  running  on  hard  surfaces  on 
the  axles,  and  in  hard  bushes  in  the 
hubs.  These  rollers  are  arranged  in  two 
circles  in  each  bearings,  one  circle  at 
each  end  of  the  hub. 

The  engines  are  supplied  with  motive 
fluid  from  nine  steel  bottles  charged  with 
compressed  air  at  4,000  pounds  to  the 
inch.  These  bottles  are  each  8  inches  in 
diameter  by  8  feet  long,  made  of  nickel 
steel  5-16  inch  thick,  by  the  Carnegie 
company,  tested  to  18,000  pounds  to  the 
square  inch.  The  bottles  are  arranged 
m  three  rows  of  three  bottles  each,  ly- 
ing lengthwise  of  the  truck  and  suspend- 
ed from  the  reach.  In  the  truck  shown 
m  the  illustration  the  bottles  are  short- 
er and  are  suspended  crosswise. 

From  these  bottles  the  compressed  air 


The  Cycle  Age  and  Trade  Review 


397 


is  led  through  a  %-inch  copper  pipe  to 
the  reducing  valve.  Between  the  bottles 
and  the  reducing  valve,  the  %^inch  cop- 
per pipe  makes  three  turns  around  a  hot 
water  heater  12  inches  in  diameter,  48 
inches  long,  3-x6  thick,  charged  with  hot 
water  at  400  degrees  of  temperature,  cor- 
responding to  about  250  pounds  pressure. 
The  three  turns  of  the  %-inch  copper 
pipe  around  the  hot  water  reservoir  are 
sufficient  to  heat  the  air  passing  from 
the  bottles  to  the  reducing  valve  to  about 
the  same  temperature  as  the  water  con- 
tained in  the  hot  water  reservoir.  Be- 
fore reaching  the  reducing  valve  the  air 
in  the  supply  pipe  receives  a  certain 
amount  of  lubricating  oil  from  a  drop- 
feed  oil  cup.  This  is  the  only  oil  cup  on 
the  wagon.  It  is  large,  and  as  the  quan- 
tity of  oil  supplied  to  the  air  is  extremely 
small,  it  requires  filling  but  seldom  and 
needs  no  attention  whatever. 

At  the  air  valve  the  pressure  is  reduced 
to  200  pounds,  which  is  the  initial  pres- 
sure of  admission  to  the  high  pressure 
cylinder. 

Exhaust  is  Noiseless. 

The  motor  is  a  cross  compound  cylin- 
der and  piston  engine,  the  pistons  having 
a  stroke  of  6  inches.  The  high  pressure 
cylinder  is  4  inches  in  diameter  and  the 
low  pressure  cylinder  is  8  inches  in 
diameter.  Air  enters  the  high  pressure 
cylinder  at  a  temperature  of  400  degrees 
and  pressure  of  200  pounds.  The  normal 
cut  off  is  at  %  stroke,  and  the  pressure 
in  the  high-pressure  cylinder  is  therefore 
reduced  to  50  pounds  at  the  termination 
of  the  stroke.  Between  the  high  pressure 
and  the  low  pressure  cylinder  the  exhaust 
is  reheated  to  the  original  temperature  of 
400  degrees  by  injecting  a  sufficient  por- 
tion of  hot  water  from  the  heater,  from 
5  to  10  pounds  of  hot  water  being  re- 
quired per  mile  for  this  purpose.  The 
initial  pressure  in  the  low  pressure  cylin- 
der is  about  50  pounds,  and  the  normal 
cut  off  is  at  %  stroke,  which  results  in 
an  exhaust  delivered  at  but  little  above 
the  atmospheric  pressure  and  tempera- 
ture. This  makes  the  exhaust  nearly 
noiseless,  and  prevents  it  from  being  of- 
fensive in  any  manner.  The  cylinders 
are  of  plain,  double  acting,  cross-head 
and  connecting-rod  construction.  The 
valve  motion  is  had  from  a  wedge  ec- 
centric sliding  across  the  shaft,  and  oper- 
ated by  a  hand  wheel  and  screw  working 
in  a  journaled  nut  mounted  on  one  arm 
of  a  bell  crank,  the  other  arm  of  the  bell 
crank  being  suitaoly  connected  to  the 
wedge  eccentric  which  is  operated  there- 
by. A  throttle  valve  is  provided,  but  is 
not  used  except  for  stops  of  considerable 
duration.  While  running  on  the  road  the 
engines  are  handled  entirely  by  the  shift- 
ing eccentric,  and  stopped  by  placing  it 
in  midgear.  The  action  of  a  wedge  eccen- 
tric corresponds  almost  exactly  to  that 
given  the  valves  by  an  ordinary  link  mo- 
tion. The  engines  are  wholly  enclosed  in 
a  dust-proof  casing,  and  all  parts  are  lu- 
bricated by  splashing  from  an  oil  basin 
forming  a  part  of  the  casing. 

The  rear  axle  is  continuous,  and  has 
secured  to  it  a  steel  gear  4  inches  face,  3 
pitch,  63  teeth,  giving  it  21  inches  pitch 
diameter.  The  gear  reduction  from  the 
engine  shaft  to  the  axle  is  two  to  one. 

Oiling  Nearly  Automatic. 

One  36-inch  driving  wheel  is  secured  to 
one  end  of  the  continuous  rear  axle.  The 
opposite  16-inch  driving  wheel  is  mount- 
ed on  a  sleeve  revolving  on  the  axle, 
driven  by  the  usual  compensating  gear, 
having  two  beveled  pinions  in  the  com- 
pensating gear  disk.  The  rear  axle  is 
carried  on  roller  bearings  of  the  same  de- 
scription as  those  applied  to  the  front 
wheels.  The  rear  axle  sleeve  is  also 
mounted  on  roller  bearings,  and  all  run- 
ning surfaces  are  made  self-lubricating 
without  the  use  of  oil  cups,  thus  requir- 
ing no  attention  whatever  from  the  driv' 


er  while  on  the  road,  it  being  only  need- 
ful to  replenish  the  main  oil  reservoir  at 
long  intervals. 

There  are  no  gear  changes,  the  power 
variations  being  obtained  by  shifting  the 
eccentrics. 

The  motor,  complete  with  its  casing 
and  gearing,  weighs  about  1,000  pounds, 
and  is  rigidly  connected  to  the  truck 
frame.  The  nine  compressed  air  bottles 
weigh  altogether  about  1,800  pounds,  and 
the  reheater  weighs  about  200  pounds 
empty. 

Reheater  Effective  Five  Hours. 

The  cylinder  valves  used  are  of  the  D- 
piston  form,  %  of  an  inch  in  diameter 
for  the  high  pressure  cylinder,  and  2 
inches  in  diameter  for  the  low  pressure 
cylinder;  these  valves  are  solid,  without 
rings  or  packing  of  any  sort.  The  work- 
ing pistons  are  each  fitted  with  two  ec- 
centric snap  rings.  The  main  connecting 
rods  are  15  inches  center  to  center.  The 
reheating  reservoir  has  a  covering  4  inch- 
es thick  to  prevent  heat  radiation.  This 
covering  consists  first  of  an  air  space 
about  the  reheater,  next  comes  an  en- 
velope of  wire  cloth,  supporting  a  cover- 
ing of  magnesia,  which  is  in  turn  en- 
veloped in  a  thick  clothing  of  cow-hair 
felt.  The  reheater  thus  protected  and 
charged  with  water  at  400  degrees,  will 
retain  sufficient  heat  to  be  effective  for 
five  hours,  at  the  end  of  which  time  it 
must  be  recharged.  Such  arrangements 
are  made  of  charging  nozzles  as  to  permit 
the  filling  of  the  compressed  air  bottles 
and  of  the  reheater,  simultaneously. 

The  driver  has  only  two  hand  -  con- 
trolled operations  to  direct,  the  manage- 
ment of  the  shifting-eccentric  controlling- 
wheel  and  the  steering-wheel.  The  clear- 
ance between  the  lowest  part  of  the  ma- 
chinery and  the  road  surface  is  about  QVz 
inches. 

The  steering  wneels  swing  through  an 
arc  of  120  degrees. 

The  Power  Supply. 

The  normal  speed  is  eight  miles  per 
hour.  Twenty  per  cent  grades  can  be 
ascended  with  a  load  of  five  tons.  The 
range  is  twenty-five  miles  with  a  single 
charge. 

It  is  said  that  auto-trucks  as  described 
can  deliver  to  the  drivers  40  per  cent  of 
the  indicated  power  of  the  air  compress- 
ing engine,  and  that  the  fuel  cost  per 
mile  of  driving  a  truck  carrying  five  tons 
of  paying  load  is  1  cent  per  mile. 

To  supply  the  auto-truck  with  com- 
pressed air  and  hot  water,  numerous 
charging  stations  must  be  provided  in  the 
territory  over  which  the  trucks  are  to 
travel.  Each  of  these  charging  stations 
will  contain  an  air  compressor  driven  by 
about  100  horse-power,  and  a  boiler  fired 
to  250  pounds  pressure,  to  supply  the  air 
heating  tanks.  The  compressors  may  be 
driven  by  steam  engines,  or  by  gas  en- 
gines. For  various  reasons  the  gas  en- 
gines seem  preferable,  but  nothing  is 
positively  decided  in  this  matter  as  yet. 

This  information  is  directly  from  Mr. 
Knight,  the  chief  engineer  of  the  enter- 
prise. 

Few  Engineering  Difficulties. 

The  charging  stations  do  not  offer 
much  of  a  problem,  as  they  involve  no 
engineering  difficulties,  and  with  an  abun- 
dance of  money  and  the  liberty  of  the 
city  which  is  suggested  by  the  name  of 
Croker,  any  desired  number  of  suitable 
charging  stations  could  probably  be  pro- 
vided within  ninety  days  from  order. 
These  charging  stations  do  not  involve 
any  underground  work,  nor  does  a  single 
one  cost  very  much.  It  is  not  yet  known 
how  closely  the  charging  stations  must 
be  placed  for  convenience;  probably  they 
should  nowhere  be  more  than  a  mile 
apart,  and  probably,  also,  facilities  would 
need  to  be  provided  for  the  simultaneous 
recharging  of  a  great  number  of  trucks 


at  busy  localities,  such  as  the  railway 
docks  and  steamer  docks  on  West  street. 

The  great  points  of  advantage  claimed 
for  the  auto-truck  are  its  absolute  clean- 
liness, and  entire  freedom  from  offensive 
product  of  any  sort.  As  there  is  no  fire 
and  no  gasoline,  there  is  nothing  to  fear 
in  the  way  of  burning  up. 

The  production  of  the  auto-trucks  is  a 
simple  matter  from  an  engineering  point 
of  view;  2,500  of  these  wagons  per  month 
has  been  mentioned  as  a  probable  output, 
and  it  would  not  be  impossible,  with 
plenty  of  money,  to  reach  that  figure  by 
August  1,  1899,  although  neither  of  the 
plants  owned  by  International  Air  Power 
Company  are  now  equipped  with  machin- 
ery specially  adapted  to  the  production 
of  the  auto-truck.  But  Worcester  and 
Providence  and  vicinity  can  turn  out  un- 
limited supplies  of  machine  work  of  the 
highest  class  to  any  financially  sound 
order,  and  the  production  of  the  auto- 
truck can  be  very  rapidly  brought  up  to 
any  possible  demand. 

Rapid  Advance  of  Stock. 

In  regard  to  the  financial  outlook  for 
New  York  Auto-Truck  Company,  it  may 
be  said  that  the  stock  was  listed  at  9  in 
September,  1898,  and  was  sold  at  48%  on 
January  14,  1899,  the  day  on  which  the 
present  organization  was  completed;  at 
62  on  January  16;  at  68  on  January  17, 
and  on  January  18  at  71. 

Hugh  Dolnab. 

New  York,  January  19,  1898. 


Motor  Wagons  for  Ice  Delivery. 

The  Consolidated  Ice  Company  of  New 
York  city  is  considering  the  advisability 
of  using  motor  driven  wagons  for  the  de- 
livery of  ice.  According  to  reports  the 
company  will  order  1,000  wagons,  pro- 
vided a  satisfactory  vehicle  can  be  found. 
Plans  and  estimates  have  been  invited  for 
these  wagons.  The  routes  traveled  by 
the  company's  regular  wagons  average, 
at  present,  from  ten  to  fifteen  miles  in 
the  city,  and  from  twenty  to  twenty-five 
miles  in  the  suburbs.  These  wagons 
weigh  when  empty  about  3,500  pounds 
and  have  a  capacity  of  from  six  to  eight 
tons.  Owing  to  the  nature  of  the  load 
the  form  of  motor  used  in  the  new  wag- 
ons must  be  free  from  heat  and  of  small 
size,  besides  being  powerful  and  cheap  in 
first  cost  and  cost  of  operation. 


Low  Price  on  Old  Pope  Models. 

The  Pope  Mfg.  Co.,  having  on  hand  a 
limited  number  of  its  early  product  of 
chainless  machines,  has,  by  reason  of  re- 
cent improvements,  decided  to  place  the 
old  stock  on  the  market  at  $65,  and  so 
announced  at  the  opening  of  the  New ' 
York  show.  The  object  of  the  company 
is  probably  to  emphasize  the  value  of  the 
latest  improvements  and  place  the  new 
machines  where  they  belong,  in  undis- 
puted possession  of  the  position  at  the 
head  of  its  models. 


Paris  Cab  Company  Delayed. 

The  General  Automobile  Company  of 
Paris  has  had  much  difficulty  in  securing 
from  England  the  accumulators  ordered 
for  use  in  its  electric  cabs  which  were  to 
be  put  in  public  service  in  the  French 
capital  January  15.  It  is  now  announced, 
however,  that  100  vehicles  will  be  put  in 
operation  about  February  15  and  will 
have  a  maximum  speed  of  thirty  -  five 
miles  an  hour. 


Considerable  interest  has  been  aroused 
in  France  by  the  offer  of  a  Frenchman  to 
convert  into  alcohol  driven  vehicles  the 
first  ten  petroleum  motor  vehicles  sent 
to  him,  and  it  is  expected  that  a  contest 
between  alcohol  motor  vehicles  will  take 
place  early  in  October. 


d98 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


ESnOND  BICYCLE  STANDS. 

E.  R.  Esmond,  227  W.  29th  street,  New 
York  city,  Is  making  a  complete  line  of  cycle 
stands  which  includes  supports  for  home, 
store,  office  and  exhibition  purposes.  The 
stands  are  all  very  rigidly  constructed,  and 
are  finished  in  enamel,  nickel,  bronze  or 
brass  or  combinations  of  these.  One  pat- 
tern of  wall  bracket  and  one  floor  stand  are 
fitted  with  automatic  locks.  Of  the  two  self- 
supporting  floor  stands  illustrated  the  one 
at  the  left  has  an  enameled  base  and  nick- 


eled rods.  The  other  is  a  small,  neat  stand 
for  use  in  the  home.  I^egs  are  also  furnished 
by  the  company  so  that  a  board  of  any 
length  can  be  secured  thereto  and  any  num- 
ber of  the  wall  racks  attached,  thus  giving 
a  series  of  holders  for  street,  store  or  club 
room  use.  The  exhibition  stands  are  adjust- 
able in  length  from  38  to  44  inches  for  single 
bicycles  and  from  62  to  68  inches  for  tan- 
dems. A  stand  constructed  similar  to  the  ex- 
hibition stand  and  having  a  trough  run- 
ning its  entire  length,  directly  under  the  bi- 
cycle, is  convenient  for  cycle  cleaning  pur- 
poses. 

THE  "PERPETUAL" SEPARABLE  PEDAL, 

Edmonds  &  Metzel,  115  Monroe  street,  Chi- 
cago, have  begun  the  manufacture  of  the 
Perpetual  pedal,  the  distinguishing  feature 
of  which  is  that  the  bearing  parts  may  be 
separated,  cleaned  and  replaced  without  re- 
moving the  balls  from  their  races  and  with- 
out disturbing  the  adjustment.  The  first 
l.OOO'  lot  of  these  pedals  has  been  finished 
and  the  company  is  now  ready  to  deliver 
goods.  An  exhibit  was  made  at  the  recent 
Chicago  cycle  show  where  several  large  or- 
ders were  placed  for  the  pedals.  As  will 
be  noticed  from  the  accompanying  drawings 
the  pedal  barrel  instead  of  being  brazed  or 
otherwise  permanently  secured  to  the  frame, 
is  exteriorly  screw  threaded  at  its  base  and 
screws  into  the  threaded  hub  on  the  inner 
cross  arm  of  the  frame.  The  outer  end  of 
the  'barrel  enters  snugly  a  cap-shaped  sleeve 
on  the  outer  frame  arm.  A  rigid  connection 
between  the  frame  and  barrel  is  thus  form- 


ed  when  the  two  have  been  screwed  togeth- 
er. This  feature  of  the  construction  as  well 
as  certain  others  is  patented.  To  separate 
the  bearing  parts  it  is  merely  necessary  to 
unscrew  the  barrel  from  the  frame  and 
then  turn  off  the  outer  bearing  cone  from 
the  end  of  the  spindle.  The  outer  row  of 
balls  is  retained  on  the  cone  and  the  inner 
row  is  held  on  the  spindle  race  by  ring  re- 
tainers. In  the  end  of  the  cone  is  a  small 
set  screw  against  which  abuts  the  end  of 
the  spindle  when  the  cone  Is  screwed  down 


tight  upon  it  and  by  screwing  the  set  screw 
inwardly  or  outwardly  the  adjustment  is 
loosened  or  tightened.  The  threading  on  the 
adjusting  set  screw  is  in  the  opposite  direc- 
tion from  that  on  the  cone  so  that  there  is 
no  tendency  for  the  adjustmeait  to  become 
accidentally  altered  while  the  pedal  is  in 
use. 


FRONTENAC  MODELS  AND  CONSTRUCTION. 

The  advance  circular  of  the  Frontenac 
Mfg.  Co.  of  Syracuse,  N.  Y.,  illustrates  and 
briefly  describes  five  models  of  Frontenac 
bicycles.  The  regular  road  patterns  for  men 
and  women,  Models  A  and  C,  and  the 
women's  diamond  frame  machine,  Model  G, 
sell  at  $50;  the  track  racer.  Model  B,  at  $65, 
and  the  30-inch  wheel  machine.  Model  E,  at 
$60.  All  models  are  fitted  with  Victor  tires 
and  enameled  in  the  company's  special  rus- 
set color.  The  steering  heads  are  enameled 
black.  Frontenac  Brown  pattern  saddles 
and  Watson  seat  posts  are  the  regular 
equipment  for  those  parts.  The  Frontenac 
specially  constructed  flush  joints  and  the 
double  tubular  fork  crown  continue  to  be 
mechanical  features  of  the  machines.  Any 
of  the  models  will  be  fitted  with  Weston 
rear  hub  brakes  if  desired. 


FLOOR  WHEEL  TRUING  STAND. 

To  meet  the  universal  demand  for  a  good 
and  substantial  floor  wheel  truing  stand 
the  New  England  Cycle  Supply  Co.,  of 
Keene,  N.  H.,  are  offering  the  tool  here- 
with illustrated.  It  is  handsomely  designed, 
very  strong  and  stiff,  and  is  well  made.     It 


will  take  the  wheel  either  with  or  without 
axle.  The  gauge  is  simple,  durahle  and 
quick  in  its  adjustment.  The  swing  shelf  is 
a  convenience.  The  weight  of  this  stand 
is  40  pounds,  boxed.  The  price  is  about  the 
same  as  that  usually  asked  for  bench  truing 
stands.  This  new  stand,  together  with  oth- 
er specialties,  will  be  exhibited  in  spaces  42 
and  43  at  the  New  York  show. 


THE  CROWN  BICYCLE  HUBS. 

For  the  third  year  the  Cortland  Carriage 
Goods  Co.  of  Cortland,  N.  Y.,  offers  as  a 
high  grade  type  of  light  weight  cycle  hub 
its  Crown  tempered  barrel  hub.  This  is 
carefully  designed  on  standard  lines  with 
vie«v  to  producing  as  simple  and  reliable 
and  at  the  same  time  as  free  running  a  hub 
as  possible.  The  front  hub  has  a  one-inch 
barrel  and  the  rear  huti  I14.  The  axles  and 
nuts  are  hardened  and  the  rear  wheel 
sprocket  is  screwed  into  the  harrel  with  a 
right  hand  thread  and  locked  by  a  left 
threaded  nut.  The  regular  chain  line  is  1%- 
inch,  though  any  chain  line  desired  will  be 
furnished.  Spoke  flanges  are  regularly 
drilled  32  and  36,  other  drillings  being  op- 
tional. The  cups  and  cones  after  hardening 
are  ground,  polished  and  burnished  and 
present  a  very  highly  finished  appearance  as 
well  as  being  accurate  in  size  and  true  in 
angles  of  race  surfaces.  The  company  also 
makes  forged  steel  cranks  and  other  bicycle 
drop  forgings. 

RESILIENCE  OF  WOOD  RIMS  INCREASED. 

A  new  "non-punoturable  bicycle,"  and  a 
Philadelphia  product  in  its  entirety,  is  "The 
Luxury,"     manufactured     by     the     Devine 


Wheel  Manufacturing  company— P.  F.  Jann, 
president;  C.  E.  Stump,  secretary  and  treas- 
urer— incorporated  with  a  capital  of  $100,- 
000.  The  feature  of  the  new  machine  is  the 
discarding  of  the  pneumatic  tire  and  the  use 
of  a  special  cushion  tire,  the  necessary  resi- 
liency being  obtained  by  means  of  a  series 
of  eight  convex  springs  connecting  the  rim 
with  an  inner  wheel  to  all  intents  and  pur- 
poses the  counterpart  of  the  wheel  at  pres- 


Tm&dC^SE:- 


ent  in  use  on  the  majority  of  bicycles  ex- 
cept that  it  is,  of  course,  smaller  and  has  a 
flat  steel  rim,  which  at  the  points  of  contact 
with  the  eight  convex  springs  is  fastened 
with  small  bolts  and  nuts.  George  H.  Foley, 
911  Walnut  street,  Philadelphia,  formerly 
representing  the  Remington  company  in 
Philadelphia,  is  distributing  agent  for  the 
new  bicycle,  of  which  200  have  already  been 
turned  out.  

READING  STANDARD  COMPANY  ELECTION. 

At  the  annual  meeting  of  the  Reading 
Standard  Mfg.  Co.  of  Reading,  Pa.,  the 
stockholders  re-elected  the  old  board  of  di- 
rectors, with  the  following  officers:  Johna- 
than  G.  Leinbach,  president;  Thomas  P. 
Merritt,  treasurer;  William  F.  Remippis,  sec- 
retary and  general  manager. 

The  Reading  Standard  company  has  done 
a  largely  increased  and  satisfactory  business 
during  the  past  year  and  the  reports  for  the 
coming  season  are  excellent.  The  company's 
former  agents  all  report  that  they  expect  to 
sell  far  more  Reading  Standards  this  year 
than  last  and  new  agents  are  being  added 
to  the  list  daily.  The  company  has  a  fine 
line  of  28-inch  wheels  listing  at  $30,  $40  and 
$50,  as  well  as  a  30-inch  model,  listing  at 
$45.  and  the  Reading'  Standard  roller  gear 
chainless  model,   listing  at  .$75. 

A  number  of  improvements  have  been 
made  in  the  well-equipped  factory,  which  is 
busily  engaged  on  the  season's  product,  so 
as  to  be  ready  to  supply  the  w.ants  of  agents 
promptly  when   the   shipping  time  arrives. 


ROOHY  FRAME  FOR  WOHEN  RIDERS. 

The  accompanying  illustration  shows  a 
frame  for  women's  bicycles,  which  has  been 
designed    by    Sylvester    B.     Hill,    282    Front 


street  Chicopee,  Mass.  A  military  bicycle 
was  recently  constructed  by  the  same  de- 
signer and  was  illustrated  in  the  Cycle  Age 
of  December  2.  1898. 


SAGER  GEAR  AND  SADDLE  INTERESTS  UNITE. 

An  amalgamation  of  the  Sager  gear  .q.nd 
saddle  companies  has  been  affected.  The 
change  was  made  because  the  owners  of  the 
two  being  largely  the  same  people,  it  was 
considered  undesirable  to  continue  the  ex- 
pense   of   separate    forces.     Both    companies 


The  Cycle  Age  and  Trade  Review 


399 


THE  WHITE  IN  WAR 

In  the  Fight  at  San  Juan  Proved  Itself 
^  ^^  BuUet-Proof  .^  ^ 

jfegiL  Jtee&L  >Jtefi6<L  >Jte6&L  >iteeaiL  .Ite^t,  Jfe^^  .jtesftL  JteeftL  JteeftL  JteaftL  JteeftL  Jteeftu 

Columbus,   Ohio,   Dispatch,  January  18,   1899. 

With  the  Fifth  Army  Signal  Corps  of  the  Seventeenth 

Headquarters  5th  Army  Signal  Corps,  Foet  Meyers,  Washington,  D  C,  January  15,  1899. 
Me.  B.  F.  Martin,  Company  M,  Seventeenth  Regiment,  Columbus,  Ohio: — 

Friend  Martin  -A  ride  of  seventeen  hours  from  Columbus  brought  me  into  Washington  at  7  a.  m.  yesterday  (Saturday) 
morning  all  O.  K. 

Have  been  thinking  of  the  remark  you  made  during  the  conversation  we  had  just  before  I  left,  regarding  the  purcha-e  of  a 
bicycle.  You  sad  you  vpould  like  to  get  a  vrheel  if  you  could  find  one  that  vcould  stand  the  hard  usage  to  which  it  would  be 
subjected  in  your  expedition  to  Mani  a.  Now  having  had  an  experience  with  a  wheel  which  I  flatter  myself  h  s  bee  i  surpassed 
by  few,  I  am  going  to  give  you  the  benefit  of  it.  It  may  be  of  service  to  you  at  this  time.  You  remember,  possibly,  that  I  bought 
a  wheel  a  week  or  two  before  the  Seventeenth  left  Columbus,  in  April  last.  I  made  good  use  "f  it  before  we  left,  and  when  we 
boarded  the  train  tor  Tampa  my  wheel  went  with  me  and  plowed  its  way  through  m»ny  a  mile  of  Florida  sand.  la  May  I  left 
you  bo^.  s,  being  transferred  to  the  Fifth  Army  Signal  Corps,  and  then  began  the  real  test  of  the  durable  qualities  of  my  wheel.  In 
use  constantly,  often  carrying  luggage  of  300  pounds  weight,  never  out  of  repair,  always  realy  for  ihe  hirdest  use.  The  5th  of 
June  we  sailed  for  Cuba.  Landing  at  Daiquiri,  we  struck  out  at  once  for  our  first  (amping  place  at  Siboney,  a  distance  of  nine 
miles.  Again  I  had  good  reason  to  congratulate  myself  upm  my  choice  of  a  wheel.  Heavily  weighted  with  luggage,  carbine 
strapped  to  frame,  up  steep  hills  and  over  roads  which  could  hardly  bs  dignified  by  that  name,  wading  thr  )ugh  water  hub  deep 
and  over  rooks  and  sh  irp-thorned  underbrush,  and  coming  out  but  1  ttle  the  worse  for  the  wear.  Our  c  *mp  afiForded  no  protection 
for  wheel*,  and  mine  was  exposed  to  the  severe  rains  of  that  country  without  cover  ot  any  descriptiou.  At  one  time  I  left  it  against 
a  tree  for  three  days  in  a  steady  rain.  During  the  five  days  we  lay  back  of  San  Juan,  no  soldier  st  )od  the  effects  of  the  weather 
better  than  my  companion.  It  seemsd  indeed  weather  proof.  Later  on  we  spent  about  30  days  in  Santiago,  and  I  had  a  chance 
to  test  the  bicycle  paths  (?)  in  and  around  that  city.  And  when  on  the  11th  of  September  we  landed  at  Moutauk  Point,  I 
proudly  led  on  to  the  shores  of  the  home  land  the  faithful  friend  and  constant  companion  of  my  five  months'  trip,  feeling  confident 
few  of  the  soldiers  themselves  could  show  a  better  record.  No  repairing  had  it  needed  from  the  time  I  leit  until  I  returned.  ( 'ad 
not  even  raceived  a  puncture.  Now  I  feel  sure  you  wi  1  say,  '  'That's  the  wheel  lo  ■  me.  What  did  you  say  it  was?  '  Well  I  didn't 
say;  but  if  you  happen  to  be  in  the  vicinity  of  the  White  Sewing  Machine  office  at  170  S.  High  street,  run  in  and  see  the  original 
of  this  sketch,  for  I  left  it  there  when  I  returned  to  Washington.  When  you  leave  for  Manila,  by  all  means  take  with  you  a 
White  Bicycle      You  will  not  regret  it.     For  I  honestly  believe  no  other  wheel  on  the  market  could  stand  the  test. 

Success  go  with  you  to  your  new  field  of  action,  and  be  sure  to  'et  me  know  if  you  act  upon  the  advice  herein  gratuitously 
given.  Yours    etc.,  H.   H.  STARKEY,  Sth  Army  Signal  Corps. 


Models  A  and  B $50.00 

Model  G,  30-mch  wheel 60.00 

"Special  Racer," 65.00 

Models  E  and  F,  Chainless 75.00 


V 


DISCOUNTS  RIGHT 
TERMS  LIBERAL 

SEND  FOR  CATALOGUE 


White  Sewing  flachine 


Company 


BRANCHES  j«  ^  ^ 

NEW  YORK,  BOSTON,  SAN  FRANCISCO, 
LONDON  AND  PARIS. 


.CLEVELAND,  OHIO 


400 


The  Cycle  Age  and  Trade  Review 


drew  on  the  same  sources  of  supply,  so  that 
the  change  is  in  every  <way  beneficial.  The 
capital  of  the  Sager  Gear  Co.  has  been  in- 
creased to  $400,000.  

inPROVED  TIRE  INFLATOR. 

The  penny-in-the-slot  tire  inflating  machine 
sho'wn  in  the  acconiipanying  illustration  has 
been  added  to  the  line  carried  by  the  Beck- 
ley-Ralston  company  of  Chicago.  It  was  de- 
signed by  L.  S.  Brown,  formerly  of  Colum- 
bus, O.,  and  one  of  the  machines  which  was 
placed  at  the  disposal  of  riders  in  a  public 


park  of  that  city  for  three  months  netted 
during  this  period  an  income  in  pennies  of 
$45.50.  A  large  numtoer  of  hardware  dealers 
in  Ohio,  who  also  carry  bicycles,  have  given 
orders  for  the  ^machine,  believing  that  it  will 
save  themi  tihe  constant  annoyance  of  com- 
plying with  request  for  inflation  of  tires  in 
the  store,  w^hile  at  the  same  time  bringing 
customers  to  their  doors.  By  the  possession 
of  the  inflating  machine  the  loss  of  time  is 
turned  into  a  gain  of  pennies  which  quickly 
repays  the  first  cost  of  the  machine.  It  is 
stated  that  the  internal  mechanism  of  the 
slot  arrangeiment  is  proof  against  tamper- 
ing and  will  not  get  out  of  order. 


WHY  BUESCHER  CO.  DOES  NOT  EXHIBIT. 

The  Buescher  Mfg.  Co.  of  Elkhart,  Ind., 
makers  of  pumips,  toe  clips,  spring  seat  posts 
and  other  cycle  specialties,  states  that  it 
does  not  exhibit  at  cycle  shows  because  its 
products  are  in  the  hands  of  representative 
jobbers  througthout  the  country.  The  com- 
pany would  come  in  contact  with  some  job- 
bers at  the  shows  who  might  be  interested 
in  its  goods,  but  would  at  the  same  time 
meet  many  more  retailers,  and  it  is  the 
aim  of  the  firm  to  have  the  jobbers  handle 
the  retail  trade.  For  these  reasons  the  com- 
pany avoids  cyde  shows  and  gives  the  job- 
bers full  opportunity. 

LIGHT  SELF-CLEANING  CHAIN. 

In  the  accompanying  illustration  is  shown 
a  bicycle  chain,  invented  by  August  C.  Stfhae- 
fer,  76  "West  Congress  street,  St.  Paul,  Minn. 
The  aim  of  the  in'ventor  has  been  to  produce 
a  chain  much  lighter  than  the  ordinary  with- 
out reducing  strength  or  wearing  surface 
and  especially  a  chain  for  which  no  gear 
case  will  be  required  and  which  for  this  rea- 
son sihould  be  very  acceptable  in  all  coun- 
tries, America  included,  where  the  favor- 
able climate  reducesi  the  necessity  of  a  gear 
case  to  such  a  point  that  the  constant  at- 
tachment of  one  is  felt  as  an  incumbrance. 
Mechanically,  the  main  feature  is  the  little 
lateral  lug  observed  on  each  end  of  links 
and  extending  into  the  adjacent  link.  This 
lug  forms  a  bearing  the  full  length  of  jour- 
nal on  crosspin,  and  insures  central  draft 
on  the  entire  chain.  "Without  this  lug  the 
chain  would  be  worthless,  as  each  fink 
would  then  draw  the  journal  on  either  side 
in  opposite  directions,  lengthen  the  chain 
and  run  uneven.  A  line  of  uniform  thick- 
ness IS  thus  formed  by  the  links,  having 
no  bridges  or. splices,  by  which  mud  may 
be  carried  on  to  sprockets.  On  tooth  ends 
of  each  journal  pin  rollers  are  secured  by 
riveting.  Where  the  chain  is  separated  one 
Of  the  rollers  is  secured  by  a  removable  lock- 


ing plate  as  shown  at  one  of  the  links  in  the 
illustration.  The  curved  grooves  cast  on  the 
face  of  the  rollers  serve  a  double  purpose. 
In  connection  with  the  convex  edges  of  the 
sprockets  the  grooved  roller  will  produce  a 
bearing  equal  in  durability  to  a  flat  bearing 


"Ward  saddles  are  regularly  supplied.  The 
tire  equipment  includes  Hartford,  Morgan  & 
"Wright,  Goodrich  and  Palmer  tires.  Kundtz 
laminated  rims  are  used  on  the  $50  pat- 
terns, while  the  $40  machines  are  supplied 
with  Old's  one-piece  rims,  striped.  The  com- 
pany calls  especial  attention  to  the  fact 
that  outside  of  such  equipping  parts  as  tires, 
saddles,  pedals,  etc.,  every  part  of  the  O.  K. 
bicycles  is  made  in  the  Konigslow  factory. 
The  company  also  makes  a  cheaper  bicycle, 
called  the  Weld,  which  retails  at  $30. 


Tk  Cycle.  ^Oi^ 


of  one  and  one-half  times  its  width.  The 
grooves  also  prevent  the  link  from  touching 
the  sprocket  at  any  place.  The  inventor 
also  claims  that  the  rollers,  being  fastened 
upon  pins,  will  aid  in  bending  links  when 
entering  into  small  sprocket,  the  point  where 
most  power  is  usually  wasted  in  propelling. 
Riders  who  have  tried  the  chain  contend 
that  mud  has  no  effect  on  the  chain  in 
running.  Special  sprocket  wheels  are  of 
course  made  for  this  chain  and  may  be 
made  light  and  yet  rigid  with  the  large 
sizes  now  generally  preferred.  The  inventor 
is  looking  for  an  opportunity  to  manufacture 
on  a  satisfactory  scale. 


THE  LATTA  TWO-PIECE  HANGER. 

The  accompanying  illustration  shows  the 
construction  of  the  Latta  two-piece  hanger 
which  was  described  in  the  last  Issue  of 
Cycle   Age   and   which  is   manufactured   by 


"0.  K."  BICYCLES  WELL  CATALOGUED. 

The  Otto  Konigslow  Cycle  Mfg.  Co.,  45 
Michigan  street,  Cleveland,  has  issued  a  de- 
scriptive catalogue  of  its  cycle  models 
which,  besides  being  unique  and  attractive 
from  an  artistic  standpoint,  "specifies  the 
fittings,  equipments  and  main  points  of  con- 
struction of  the  patterns  illustrated  in  a 
manner  both  novel  and  convenient  for  the 
reader.  Facing  the  page  illustration  of  a 
model  appear  the  corresponding  specifica- 
tions arranged  in  tabular  form  allowing  the 
reader  to  readily  determine  what  the  regu- 
lar equipment  is  in  every  particular  and  also 
what  if  any  are  the  options  offered.  The 
leader  of  the  Konigslow  line  is  the  O.  K. 
Model  20,  which  has  a  30-inch  rear  wheel 
and  28-inch  front  wheel.  Model  21  is  a  lady's 
pattern  to  match.  These  two  patterns  sell 
at  $50.  Of  the  three  the  $40  patterns.  Models 
22  and  23,  are  respectively  men's  and  women's 
roadsters  with  28-inch  wheels,  while  Model 
24  is  a  man's  machine  with  both  front  and 
rear  wheels  30  inches  in  diameter. 

All  patterns  are  offered  with  either  square 
or  oval  forged  front  fork  crowns  and  all 
have  flush  joints  made  by  swaging  the  tube 
ends  and  placing  them  inside  of  regular  out- 
side connections  which  have  the  same  diam- 
eter as  the  unswaged  portion  of  the  tube. 
Black  is  the  regular  color,  with  terra  cotta 
and  coach  green  as  options.  The  hangers  are 
of  one-piece  crank  and  axle  construction, 
and  the  Duckworth  chain  is  used.     Butler  & 


the  Straight  Mfg.  Co.  of  Jamestown,  N.  Y. 
The  hanger  is  supplied  to  the  trade  by  the 
Geo.  Li.  Thompson  Mfg.  Co.  of  Chicago. 


SNOW  STANDS  JOBBED  IN  THE  WEST. 

For  the  benefit  of  western  buyers  the 
Snow  Wire  Works,  of  Rochester,  state  that 
their   bicycle   stands,    which    have   been   de- 


INDIANA  BICYCLE  CO.'S  ELECTRIC  STANHOPE. 

pon^tnW^inn®«?l^i^^Vi?„°iJi?-^i^"'^'*rj?  ^Jcycle  Co.,  of  Indianapolis,  to  devote  just  as  much  of  its  factory  to  the 
fs  ?amhW,Siv/n^V?.  J®  *"?'f  ^^*''f  business  will  stand,  to  turn  out  the  best  and  handsomest  vehicles  that  It 
now^or  It  «nv  fr^P  i^  variety  of  styles  and  to  sell  them  at  a  price  that  will  not  invite  comnetition  either 
qt«^h?,L  wh?Jh  V=  o®  *°  ^^^-  '""^re.  In  the  accompanyine  illustration  is  shown  the  company's  Waverley 
I'tred  bv  a  motor  of7hJ  .Tr^A-f' ^?''°*  '"'^^i'"?  °'  ^he  ordinary  electric  type,  weighlDg  about  1325  lbs.  and  pro- 
drrVptlv  tn  t^  h^?^hf  J  fhr°™P^°^,l^  °^\  design  a..d  construction,  the  armature  shaft  of  which  Is  geared 
whppi/J^iilo  ?„wh  ^°'  "J®.  ^^^^  "''^^^.'^  '•y  ^  ^*^«'e  reduction.  The  frame  of  the  running  gear  is  tubullr;  the 
tl^f  lfhaTfiv7,,.PPrt/S»'ifn  ^f°'  spokes,  steel  rims  2i^-inch  pneumatic  front  tires,  and  8-lnch  pneumatic  r^? 
tires.    It  has  five  speeds  varying  from  about  three  to  fourteen  miles  per  hour  and  its  selling  price  is  $1200  00 


The  Cycle  Age  and  Trade  Review  401 


A  Tire  with  a  Record 


THE  DIAMOND  CLIPPER 


The  Survival  of  the  Fittest 


THE  DIAMOND  CLIPPER 


What  Tire  Has  Stood  the  Test? 


THE  DIAMOND  CLIPPER 


What  Tire  Should  You  Buy? 


THE  DIAMOND  CLIPPER 


Call  upon  us  at  the  National  Cycle 
Exhibition,  Space  No.  67.  ^^%h^ 


THE  DIAMOND  RDDBER  CD.  ikron,  ohio    p 

rLnj-u-D 


402 


The  Cycle  Age  and  Trade  Ri  ^lEVi 


scribed  in  Cycle  Age,  will  be  carried  in 
stock  at  Chicago  by  the  Beckley-Ralston 
Co.,  the  Excelsior  Supply  Co.  and  Eugene 
Arnstein,  and  that  orders  for  the  stands 
placed  with  any  of  these  firms  will  receive 
careful  and  prompt  attention. 


HANY  ARIEL  PATTERNS. 

The  line  of  Ariel  cycles  made  by  the  Ariel 
Cycle  Mfg.   Co.   of  Goshen,   Ind.,    and   which 


Model  50— 30-inch  weeels.    Pjice,  $65. 


Model  51— Track  racer.    Pi  ice,  $60. 


Model  58— Sager  chainles.«.    Price,  $75. 


Model  52— Men's  roadster.    Pncr,  $50. 


Model  55— Ladies'  roadster.    Price,  850. 


is  herewith  illustrated,  comprises  patterns  of 
characteristic  tasty  and  clean  cut  design. 
With    the    exception    of   the   $40    models    the 


machines  all  have  the  tubular  Ariel  fork 
crown,  massive  in  effect  yet  light  in  weight. 
The  hanger  is  of  special  two-piece  construc- 
tion and  is  secured  by  a  bolt  the  head  of 
which  comes  flush  with  the  outline  of  the  left 
crank  and  leaves  the  exterior  appearance  of 


Model  56— Double  Diamond  Tandem.    Price,  $75 


Model  57— Combination  Tandem.     Price 


both  cranks  alike  at  the  axle  ends.  All  ma- 
chines have  flush  joints  and  the  handle  and 
seat  post  clamips  are  operated  by  spanners 
and  are  devoid  of  unsightly  nuts.  The  chain- 
less  pattern  is  made  in  both  men's  and 
women's  models  and  is  equipped  with  the 
Sager  roller  gear.  Ariel  saddles  of  the 
Brown  pattern  and  Wheeler  saddles  compose 
the  regular  saddle  equipment  and  the  pedals 
used  are  the  Record  and  Banner.  All  ma- 
chines are  fitted  with  Lefever  chains.     Mod- 


/tELISr 


Ari'  1  handle  bars. 

els  50,  51,  52  and  53  and  the  tandems  are 
enameled  in  Brewster  green ;  Models  54  and 
55  in  Ariel  maroon  and  the  chainless  pat- 
terns in  either  maroon  or  green.  The  com- 
bination tandem  represents  the  latter  day 
idea  in  tandem  construction  of  placing  the 
drop  frame  for  the  lady  in  the  rear  and  con- 
structing the  machine  as  a  single  steerer. 
The  frame  is  well  braced  and  presents  an 
attractive  appearance. 


STRAUSS  SECURES  SOUTHERN  ORDERS. 

Matthew  Strauss,  334  Genesee  street,  Buf- 
falo, who  is  jobber  and  selling  agent  of  sev- 
eral large  lines  of  cycle  parts,  sundries  and 
fittings,  reports  an  excellent  business  even 
this  early  in  the  season  and  that  many  good 
orders  have  been  booked  from  southern 
dealers  and  repairmen. 


In  the  report  of  the  Chicago  cycle  show  a 
typographical  error  crept  into  the  table  of 
models  manufactured  by  the  Pope  Mfg.  Co., 
Hartford,  Conn.,  and  made  the  list  price  of 
the  men's  Hartford,  Model  $19,  appear  as 
$36.  The  correct  price  of  this  machine  is 
$35.  

The  Demorest  Manufacturing  company  of 
Williamsport,  Pa.,  is  running  to  its  full  ca- 
pacity on  bicycles  and  sewing  machines. 
It  has  lately  built  up  an  important  export 
trade,  and  report  orders  for  more  than  12,000 
bicycles  for  foreign  buyers. 


R.  B.  McMullen  &  Co.  of  Chicago  are  in- 
troducing a  new  saddle  made  by  the  Hunt 
Mfg.  Co.,  known  as  models  76  and  77.  It 
is  of  the  padded  type,  with  nose  of  the 
Brown  style.  It  has  already  been  sold  ex- 
tensively to  jobbers. 


Edward  Porter,  known  the  country  over  as 
an  exponent  of  Palmer  tires,  has  lately 
changed  his  position,  joining  the  W.  R  Rol- 
lins Mfg.  Co.   of  Chicago. 


You  Can  Easily  Demonstrate  the 
Extra  Value  in 


fiollcnkck 


Rawbide  Saddles 


By  equipping  it  to  your  IS99  Bi- 
cycles, the  favorable  concensus 
of  opinion  will  surprise  you.«5««5* 


Cry  It 


Mr.  'Dealer:    Kick  hard  and  you  will 
get  them. 


HoIIenbeck  Saddle 
Company 

Makers,  -    SYRACUSE,  N.  Y. 


The  Cycle  Age  and  Trade  Review 


403 


Quality  and  Price 

are  both  mighty  good  things  and  form  an  unbeat- 
able combination  when  united  with 

Style  and  Finish. 

All  of  these  points  are  combined  in  our  line  for 
1899.    Six  Models,  $50  00,  $40  00  and  $25  00. 

Elk  Bicycles 


THE  ARCADE  FILE  WORKS 


NEW  YORK: 

97  Chambers  Street. 


WORKS: 

ANDERSON,  IND.,  U.  S.  A. 

-AlVI/ERTON,   CIVARKB;    CO.,  SAI^ES  AGENTS.- 


CHICAQO: 

'118  Lake  Street. 


THE  J.  P.  THOMAS 

Revolving 
Hubs 
and 
Hangers 

^^  See  inner  revolving 
steeve.->*iJ*Scientific  ana 
Practical.  <^  The  future 
bearings  of  high  grade 
bicycles.  ^  Increases  the 
speed  40  per  cent.  <^  <^ 

J.  P.THOMAS  &  CO. 

439-443  3Isi  St.,  Chicago.U.S.A. 


HANDY  CYCLE  POCKET  FOOT  PUMP 

Best  Pump  for  home  or  road  use. 
Price  SOc.     Liberal  discount  to  the  trade 


Handy  Cycle  Pump  Co., 

112  Clark  St.,        -        CHICAGO,  U.  S.  A. 


Hubs! 


Hub  Shells 


(^*  t^*  (5^ 


JULIUS  : 

HEINEMANN  &  CO. 

193-7  Van  Buren  St., 
CHICAGO,  ILLS.,  U.  S.  A. 


Graphite  Lubricants 

ALL  KINDS,  ACCORDING  TO  WANTS. 
Joseph  Dixon  Crucible  Co.,  Jersey  City,  N.  J. 


^'•Ti*Wi^iW^f^^»W^^W"WSr'^»f|^»^WiWf^»^WrT^»Tr 


I 


WHEELER  SADDLES 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
CURVE  IN  THE  BACK. 


OUR  LINE  FOR  '99  COMPRISES  BUT  FOUR  DISTINCT  MODELS : 
•EXTRA"  Woman's     .     .     .     Broad,  Soft  and  Easy.  ^^ 
'EXTRA"  Hen's      ....     Hygienic  and  Durable.  .?e,^ 
'SPECIAL"  Roadster  .     .     .     An  ornament  to  any  wheel. 
'CORK=TOP"  Racer      .     .     .     Light  and  Graceful,   ^^j* 


These  saddles  are  made  and  finished  in  the  care- 
ful and  stylish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  popular  saddle  on 
the  market. 

THE  WHEELER  SADDLE  CO. 

1427-1457  Woodward  Ave.,  DETROIT,  MICH. 

Chicago  Distributing:  Agents:    HIBBARD,  SPENCER  &  BARTLETT. 
New  York  Distributing  Agents:    HARTLEY  &  QRAHAn. 


404 


The  Cycle  Age  and  Trade  Review 


THE  PASTIHE  AND  SPORT 


WILL  OPPOSE  CYCLE  TAX 


Washington    Wheelmen   Will   Present    Objections 
to  Proposed  Legislation. 


Washington,  Jan.  23.  —  The  wheelmen 
of  this  city  are  strenuously  opposing  the 
proposition  of  the  municipal  authorities 
to  have  Congress  enact  a  law  imposing  a 
tax  on  all  bicycles  in  the  District  of  Co- 
lumbia. They  contend  that  this  proposi- 
tion is  nothing  more  than  a  deliberate  at- 
tempt to  fine  every  person  for  riding  a 
bicycle,  inasmuch  as  a  tax  could  not  be 
urged  as  a  revenue  measure.  The  pro- 
posed law  also  provides  for  the  registra- 
tion of  all  bicycles.  The  wheelmen  point 
out  that  this  provision  would  be  of  no 
practical  value,  as  every  bicycle  now  sold 
is  numbered  in  such  a  manner  that  it 
can  be  easily  identified.  President  Potter 
has  assured  the  olHcers  of  the  local  divis- 
ion of  the  L.  A.  W.  that  the  League  would 
support  every  effort  of  the  local  division 
made  against  the  imposition  of  a  bicycle 
tax. 

At  an  early  day  a  committee  represent- 
ing the  wheelmen  will  appear  before  the 
two  congressional  committees  having  the 
tax  measure  in  charge  and  present  their 
objections  to  the  passage  of  the  bill.  If 
their  efforts  are  unavailing  and  the  bill 
is  finally  enacted,  then  the  wheelmen  will 
strongly  urge  that  the  tax  levied  be  ex- 
pended in  the  improvement  of  the  coun- 
try roads  around  the  city. 

At  a  recent  meeting  of  the  local  divis- 
ion of  the  L.  A.  W.,  the  chief  consul  was 
empowered  to  appoint  a  committee  to  ap- 
pear before  the  District  commissioners 
and  urge  the  repeal  of  the  handle-bar 
regulation,  which  is  practically  a  dead 
letter  upon  the  police  regulations  and  in- 
operative. 

Philadelphia  Wheelmen  Awake. 

Philadelphia,  Jan.  23.— Some  results  of 
the  recent  activity  of  the  A.  C.  C.  of 
Philadelphia  were  made  manifest  last 
week  by  the  passage  by  the  city  council 
of  a  bill  declaring  the  throwing  of  glass 
on  public  highways  to  be  a  nuisance  and 
providing  a  $10  fine  for  every  offense;  an 
appropriation  of  $1,500  for  asphalt  strips 
on  Broad  street  over  the  Reading  railway 
"hump,"  the  laying  of  two-foot  vitrified 
brick  gutters  along  both  sides  of  a  great- 
er portion  of  the  Bast  River  drive  in 
Fairmount  park,  which,  although  slightly 
concave,  make  excellent  side  paths;  the 
appropriation  of  $10,000  for  the  comple- 
tion of  the  brick  cycle  path  along  the 
Mount  Prospect  drive  in  West  park,  and 
the  repaving  of  the  whole  system  of 
drives  between  the  Oxford  and  Dauphin 
street  entrances  toi  the  park.  The  asso- 
ciation is  now  stronger  than  ever,  thirty- 
one  of  the  largest  clubs  being  members, 
representing  upwards  of  5,000  wheelmen. 


Cycle  Path  Bill  in  New  York. 

A  bill  has  been  introduced  in  the  New 
York  state  senate  which  has  the  sanction 
of  the  L.  A.  W.,  and  which,  if  passed,  will 
have  a  great  effect  in  strengthening  the 
movement  for  cycle  side  paths  in  that 
state.  According  to  the  bill,  any  county 
judge,  except  in  Monroe  and  Albany  coun- 
ties, may,  upon  the  petition  of  fifty  resi- 
dent cyclists,  appoint  five  wheelmen  as  a 
board  of  side  path  commissioners,  their 
term  of  ofiice  to  be  five  years.  The  board 
will  be  authorized  to  construct  and  main- 
tain side  paths  along  any  of  the  public 
roads  of  the  county.  The  paMis  are  to  be 
not  less   than  three   feet  wide   and  not 


more  than  six.  A  further  duty  of  the 
board  is  to  settle  upon  a  license  fee  of 
not  less  than  50  cents  and  net  more  than 
$1,  and  no  cyclist  will  be  allowed  to  use 
the  paths  unless  he  holds  such  a  license. 
The  fees  when  collected  will  bo  deposited 
with  the  country  treasurer  and  will  be 
used  for  building  and  maintaining  the 
paths. 


CYCLISTS'  ROAD  RIGHTS. 


Outlaw  Riders  Remain  Obstinate. 

The  members  of  the  American  Racing 
Cyclists'  Union  claim  that  as  soon  as  t.'je 
complete  welding  of  its  interests  with 
those  of  the  track  owners  is  completed, 
the  League  will  be  spared  the  bother  of 
deciding  whether  or  no  it  shall  continue 
the  control  of  racing.  Arthur  Gardiner, 
who  is  vice-president  of  the  A.  R.  C.  iT. 
and  who,  in  the  absence  of  President  E. 
C.  Bald,  is  general  manager  of  and  chief 
talker  for  the  Union,  is  now  in  the  east 
trying  to  bring  about  the  last  step  in  the 
separation  of  the  riders  from  the  League. 
The  racing  men  en  route  for  San  Fran- 
cisco are  said  to  havb  been  polled  upon 
the  subject  of  smoking  the  peace  pipe 
with  the  L.  A.  W.  and  to  have  unani- 
mously declared  in  favor  of  a  special  rac- 
ing organization,  the  ground  taken  being 
that  it  would  be  impossible  to  induce  the 
League  to  carry  out  all  of  the  reforms 
demanded  by  the  racing  men. 


Fast  Racing  in  Algiers. 

The  final  of  the  Algerian  championship 
was  run  at  Algeria  on  January  8.  The 
semi-final  heats  of  1,000  meters  were  won 
by  Banker,  Grogna,  Guignard  and  Tom- 
maselli.  In  the  bell  lap  of  the  final  Grogna 
and  Banker  tried  to  jump,  but  Tonama- 
selli  followed  and  forced  them  to  the  out- 
side of  the  track  during  the  entire  last  jap 
and  won  the  race,  riding  the  last  lap  in 
:  22  1-5,  constituting  a  competition  record 
for  a  fifth  of  a  mile.  Banker  ran  second 
by  half  a  length  and  Guignard  third. 
Banker  won  the  1,080-meter  handicap  in 
the  record  time  of  1:20  1-5  from  scratcn. 
Grogna  running  second,  St.  Ives  third.  The 
2,000  -  meter  tandem  race  was  won  by 
Banker  and  Tommaselli  from  Gaub  and 
St.  Ives,  second,  and  Grogna  and  Co- 
quelle,  third. 


Nine  Inch  Cranks  in  England. 

Long  cranks  and  high  gears  form  the 
subject  of  a  discussion  which  rages  in 
the  English  cycle  trade  at  the  present 
moment.  There  are  some  who  look  upon 
nine-inch  cranks  and  a  gear  of  90  as  the 
proper  combination  for  experienced  riders 
— others  are  more  moderate  in  their 
views.  The  opponents  of  these  frown 
upon  the  attempt  to  displace  the  six  and 
a  half-inch  crank  and  a  gear  in  the  neigh- 
borhood of  60,  which  has  been  the  popu- 
lar one  with  the  masses. 


Brooklyn  Riders  Plan  Asphalt  Strips. 

The  Associated  Cycling  Clubs  of  Brook- 
lyn have  undertaken  the  attempt  to  have 
asphalted  connections  made  with  all  tl  e 
principal  cycling  routes  in  the  borough 
They  mean  to  unite  all  the  important 
asphalt  street  and  will  ask  the  local 
boards  of  all  the  districts  'o  come  to- 
gether in  the  near  future  and  petition  the 
Board  of  Public  Improvements  to  ur^^-^ 
their  request  on  Mayor  Van  Wyck. 


Kansas  Judge  Decides  That  Bicycle  Riders  Are  Not 
Responsible  for  Runaway  Accidents. 

Topeka,  Jan.  22. — Judge  Simpson,  of 
McPherson,  Kan.,  has  rendered  a  decision 
of  importance  to  wheelmen  in  the  case  of 
George  Lehman  against  Henry  Kibbe.  He 
holds  that  a  bicycle  rider  is  not  responsi- 
ble for  accidents  which  may  result  from 
horses  becoming  frightened  at  persons 
riding  bicycles,  because  all  persons  who 
travel  on  public  highways  have  a  right 
to  choose  the  vehicle  or  conveyance  they 
desire  to  use.  This  decision  at  once 
places  every  wheelman  in  Kansas  on  an 
equality  with  the  drivers  of  horses,  the 
important  point  being  that  wheelmen  are 
not  expected  to  leave  their  machines  by 
the  roadside  and  walk  ahead  to  ask  a 
man  if  his  horses  will  be  scared. 

The  decision  of  Judge  Simpson  clears 
the  atmosphere  of  many  theories  which 
the  people  who  do  not  ride  bicycles  have 
held,  and  furnishes  a  basis  upon  which 
an  organized  effort  in  the  direction  of 
procuring  wheelmen's  rights  may  be 
based. 

Henry  Kibbe,  of  Hutchinson,  was  rid- 
ing his  machine  along  the  public  high- 
way, when  George  Lehman  met  him.  The 
latter  was  driving  a  team,  which  became 
frightened,  ran  away,  and  threw  Lehman 
out,  crushing  his  leg.  He  sued  Kibbe  for 
damages,  including  doctor's  bill  and  the 
injuries  to  the  team  and  damage  to  the 
buggy  in  which  he  was  driving.  He  lost 
the  suit.  Judge  Simpson's  decision  being 
in  part  as  follows: 

A  person  wishing-  to  travel  in  tlie  public 
hig-hway  in  this  state  has  the  legal  right  to 
choose  any  kind  of  vehicle  he  pleases  and 
every  person  who  wishes  to  do  so  may  ride 
a  hioyole  along  the  highways  of  this  state 
with  the  same  rights  he  would  have  with 
any  other  mode  of  conveyance,  and  is  suId- 
ject  to  the  laws  of  the  road  the  same  as 
the  driver  of  any  other  vehicle. 

Persons  traveling  upon  a  highway  are  re- 
quired to  use  ordinary  care  and  prudence 
and  are  not  liable  for  injuries  to  others  un- 
less they  are  guilty  of  some  wrong-  or  want 
of  ordinary  care  which  is  the  direct  or  proxi- 
mate cause  of  the  injuries. 

A  person  riding  his  bicycle  on  a  public 
highway  has  the  right  under  the  law  to  pre- 
sume that  horses  of  ordinary  gentleness 
have  become  so  familiar  with  bicycles  as 
not  to  scare  at  them  and  as  to  be  safe  un- 
der careful  guidance  and  would  not  be  re- 
quired to  stop  and  inquire  whether  the  horses 
are  likely  to  be  frightened  in  order  to  an- 
ticipate that  such  horses  would  be  fright- 
ened.   

Good  Roads  Day  at  the  Assembly. 

Special  arrangements  are  being  made  to 
make  good  roads  day  at  the  coming  Na- 
tional Assembly  of  the  L.  A.  W.  at  Provi- 
dence more  interesting  and  profitable 
than  the  day  has  usually  been  at  previous 
assemblies.  At  the  two  sessions  there 
will  be  representative  speakers  to  present 
new  and  advanced  ideas  on  the  improve- 
ment of  highways  as  affecting  horse  own- 
ers, automobilists,  farmers,  and  cyclists, 
and  also  upon  such  subjects  as  state  aid 
and  scientific  road  building. 


Philadelphia  will  spend  $2,000,000  this 
year  on  the  Improvement  of  the  city 
streets. 


Sams  Denies  Telegram  Story. 

Conway  W.  Sams  denies  that  his  with- 
drawal from  the  League  presidential  con- 
test was  because  of  a  telegram  sent  to  a 
doubtful  district  which  sent  back  an  an- 
swer in  favor  of  Keenan.  Sams  say  that 
the  story  is  mythical  and  that  during  his 
conference  with  Keenan  nothing  was  said 
about  the  respective  strength  of  the  two 
candidates,  that  everything  was  friendly, 
and  that  all  there  was  to  the  withdrawal 
was  his  own  statement  that  there  would 


The  Cycle  Age  and  Trade  Review 


405 


TO  DEALERS 


When  travelers  tell  you  "  We  can  build  wheels 
like  the  Orient,"  "  We  can  get  300  World's  Rec- 
ords in  a  season,"  "  We  can  build  a  wheel  for 
ten  men,"  "  We  can  gfet  a  record  ona  Chainless 
of  a  mile  in  1:31  4-5,"  "  We  can  advertise  like 
the  Orient,"  "  We  can  do  all  and  more  than  the 
Orient  has  accomplished  " 


Talk  is  cheap,  but  something  else  is  needed  to  bring  results. 

ORIENT  PERFECTION  has  been  reached  only  by  close  applica- 
tion, exclusive  concentration  to  the  manufacture  of  bicycles,  and 
the  watchful  care  of  details.  Ample  capital,  and  careful  atten- 
tion to  our  thousand  agents,  has  brought  about  ORIENT  POP- 
ULARITY. 


AN  ORIENT  AGENCY  WILL  REVIVE  A  DROOPING  BUSINESS.     IF  OUR 
REPRESENTATIVE  HAS  NOT  YET  CALLED  WRITE  US.     ' 


Ask 

them  "Why 

don't  you 

do  it" 


WALTHAM  MFG.  CO ,  Waltham,  Mass. 


'99  Catalog  on  application 


Mention   The   Cycle  Age 


'They  All  Ride  the  Orient" 


va^^ 


f^^k. 


Mi 
M 

m 
I 


m 


^ 


ft 


i 
m 


m 

i 


Eclipse 

CYCLES 

ONE  GRADE-  ONE  PRICE 

$50.00 

Waldorf 

CYCLES 

ONE  GRADE— ONE  PRICE 

$35.00 


THAT'S 
IT... 


Fitted  with  the  Morrow  Automatic  Coaster  and  Brake 


P 


is 


Mr.  Agent — They  vi^ill  put  you  in  a  position  to  control 
the  trade  in  your  city.  Secure  the  Agency.  Write 
for  quotations  to=day.—  ^^ 


Eclipse  Bicycle  Company,  Elmira,  N.  Y. 


.s!>S5 


^il 


m 
m 


m 


mwMmMmmM^^mmmmmmmmMmmmm^mMmmmmmmmmmmm^mr^mmm.^ 


406 


The  Cycle  Age  and  Trade  Review 


be  no  contest  for  League  offices  this  year 
so  far  as  he  was  concerned. 


Relic  of  Cycle  Boom  in  Porto  Rico. 

Some  years  ago  a  German  bicycie  firm 
sent  a  representative  to  San  Juan,  Porto 
Rico,  and  created  much  excitement  in  a 
sporting  way,  organizing  an  athletic  club, 
selling  several  hundred  bicycles,  and  en- 
gineering the  constiuction  of  a  $10,000  bi- 
cycle track.  It  is  a  one-fourth-of-a-mile 
affair,  the  record  of  which  is  32  seconds. 
The  war  broke  up  the  club  and  its  prop- 
erty has  been  turned  over  to  the  Ameri- 
can club. 

NEWS  IN  BRIEF. 

Tom  Linton  is  now  in  Germany,  where  he 
will  ride  during  the  greater  part  of  this  year, 
having  signed  a  good  contract. 

"Mother"  Weihb,  Cooper's  trainer  for  the 
last  three  years,  will  have  charge  of  the 
Columbia   college    team    this    year. 

F  W.  Chinn,  the  Englishman,  has  emu- 
lated the  example  of  Bald  and  Titus  by  re- 
tiring from  racing  and  adopting  the  stage. 

At  the  meeting  of  the  wheelmen's  na- 
tional union  in  Switzerland  on  December 
10  the  treasurer's  report  showed  a  deficit 
of  $155. 

The  trial  of  Peter  Berlo's  new  gasoline  mo- 
tor pacing  tandem  is  being  delayed  until  the 
arrival  of  some  special  tires  now  being  made 
for  the  machine. 

By  riding  in  exhibition  at  Madison  Square 
Garden  on  January  4,  Arthur  Zimmerman 
became   a    candidate   for   suspension    by    the 


L.  A.  W.  racing  board. 


Joe  Downey,  the  boy  wonder,  left  for  Bos- 
ton after  his  races  in  New  York  just  in 
time  to  escape  arrest  by  the  Gerry  society 
for  performing  in  public  under  fifteen  years 
of  age. 

The  Supreme  Court  of  Iowa  declares  that 
while  no  law  requires  bicyclists  to  use  lan- 
terns or  toells  at  night,  wheelmen  without 
them  are  guilty  of  contributory  negligence 
in  case  of  accident. 

The  new  Great  Central  hotel  in  London  is 
tO'  have  a  small  cycle  track  on  one  of  the 
upper  floors.  The  purpose  of  the  track  is 
to  allow  the  guests  to  take  their  usual 
cycling  exercise  regardless  of  the  season  or 
weather. 

The  wheelmen  of  Manistique,  Mich.,  are 
heartily  in  favor  of  securing  legislation 
looking  to  the  protection  of  bicycle  paths 
in  their  state,  owing  to  the  fact  that  farmers 
cannot  resist  the  temptation  to  use  them 
for  cow  paths. 

The  newly  formed  Bengal  Cycling  Asso- 
ciation is  doing  all  in  its  power  to  bring 
about  a  flourishing  cycle  racing  game  in 
India  and  is  taking  the  necessary  steps  to- 
ward the  building  of  a  cycle  track  in  the 
neighborhood  of  Calcutta. 

The  Grand  Prize  race  of  Paris  promises 
this  year  to  be  unusually  interesting  since 
the  prize  will  be  larger  than  ever  before, 
$2,000  having  been  voted  for  the  purpose  by 
the  municipal  council  of  Paris  and  $400  by  the 
department  of  the  Seine. 

One  of  the  first  consequences  of  the  appli- 
cation of  the  Denver  Wheel  Club  for  admis- 
sion to  the  L.  A.  W.  was  the  delegating  of 
the  club's  president  as  a  representative  to 
the  National  Assembly  inviting  the  League 
to  hold  the  1900  meet  in  Denver. 

Eddie  Bald,  who  was  the  first  of  the  racing 
men  to  arrive  in  San  Francisco  for  the  in- 
door races  there,  has  heen  telling  the  local 
newspaper  men  of  that  city  about  his  ex- 
pected conquests  on  the  other  side  of  the 
Atlantic  next  summer  and  that  he  expects  to 
do  his  preliminary   training  in   California. 

Harry  Elkes  is  said  to  be  responsible  for  a 
novel  and  valuable  idea  in  training  for 
paced  races.  At  unexpected  times  his  pa- 
cers slow  up  as  if  they  had  met  with  an 
accident  andi  Elkes  rides  ahead  and  goes  un- 
paced  until  picked  up  by  a  relieving  team. 
In  this  way  he  becomes  used  to  accidents 
and  to  sprinting  unpaced  without  slowing  up. 

Illinois  good  roads  advocates  are  prepar- 
ing for  an  early  start  in  the  campaign  at  the 
state  legislature  for  better  roads  in  the 
state.  Judge  Gibbons  and  Assistant  Corpo- 
ration Counsel  W.  H.  Arthur,  of  Chicago,  are 
framing  a  bill  and  wheelmen  of  Chicago  are 
raising  money  with  which  to  push  it  after 
its  introduction  to  the  legislature.  The  bill 
will    be    much    like    the    New    Jersey    good 


roads  bill  which  provides  that  each  county 
which  builds  good  roads  will  receive  a 
bonus  from  the  state  for  so  doing.  In  order 
to  make  the  good  roads  bill  stronger  the 
proposed  bicycles-as-ba'gga.ge  bill  has  been 
abandoned. 

The  Wisconsin  division  of  the  L.  A.  W. 
will  ask  the  present  session  of  the  state  leg- 
islature to  repeal  the  statute  passed  last 
summer  giving  the  cities  power  to  regulate 
and  license  bicycle  riding,  which  not  only  im- 
poses an  extra  burden  on  cyclists,  but  makes 
them  lia'ble  to  arrest  and  annoyance  while 
touring. 

Earl  Peabody  is  so  determined  to  once 
more  wear  the  virtuous  halo  of  a  simon  pure 
that  he  declares  he  will  bring  suit  against 
the  present  chairman  of  the  racing  board  if 
not  reinstated.  Peabody' s  father  is  deeply 
interested  in  the  matter  and  will  back  the 
ex-amateur  speed  merchant  in  his  efforts  to 
force  the  racing  board  to  reverse  its  de- 
cision. 

A  bill  to  tax  bicycles,  which  has  been  irT- 
troduced  in  the  New  Hampshire  legislature, 
is  very  simple  in  its  provisions,  calling  for 
a  tax  of  $1  apiece  on  bicycles,  the  entire 
proceeds  to  be  devoted  to  the  improvement 
of  highways.  The  wheelmen  of  the  state 
generally  seem  to  agree  that  some  such  a 
measure  should  be  passed,  or,  at  least, 
should  not  be  opposed. 

One  of  the  features  of  the  indoor  racing  to 
be  held  out  on  the  coast  will  be  another 
trial  of  Henri  Fournier's  motor  pacing  ma- 
chine. Fournier  is  not  entirely  discouraged 
by  the  failure  of  his  machine  at  New  York 
and  will  take  advantage  of  the  privilege 
granted  him  to  place  his  motocycle  among 
the  pacing  machines  in  a  hundred  mile  race 
at  San  Francisco. 

Major  Taylor  denies  the  press  reports 
which  stated  that  he  was  endeavoring  to 
secure  teams  of  colored  pacemakers  because 
his  white  pacemakers  had  not  done  their 
best  for  him.  He  says  that  the  teams  he 
rode  behind  at  Philadelphia  strained  every 
nerve  to  give  him  all  the  pace  he  wanted  and 
that  he  has  not  the  slightest  complaint  to 
made  of  their  willingness. 

Assemblyman  Collins  has  introduced  a  bill 
against  six-day  racing  in  the  New  York  leg- 
islature which  imabes  if  a  misdemeanor  for 
any  contestant  in  a  bicycle  race  or  other 
contest  of  skill  or  endurance  to  continue  in 
such  contest  after  the  expiration  of  forty- 
eight  hours  for  a  longer  time  than  twelve 
hours  out  of  each  twenty-four.  Any  man- 
ager permitting  such  violation  Is  also  guilty. 

London  cyclists  are  now  rejoicing  in  the 
fact  that  drivers  of  carriages,  coal  wagons, 
omnibuses,  garbage  carts,  etc.,  must  carry 
lights  after  dark  as  well  as  themselves. 
Universal  lighting  of  vehicles  is  an  accom- 
plished fact  within/  the  entire  district  under 
tie  jurisdiction  of  the  London  county  coun- 
cil. While  the  police  are  somewhat  lax  in 
some  neighborhoods  the  number  of  vehicle 
drivers  who  are  being  brought  into  court  for 
not  carrying  lights  show  that  the  new  law 
is  not  to  be  a  dead  letter  for  some  time  at 
least. 


MISCELLANEOUS. 

A.dv«TtiBeiiients  under  this  head  6  oentB  per  word  flrsl 
Insertion.  8  cents  per  word  each  Insertion  thereafter.  Oasb 
with  order.  Express  orders,  postoffloe  orders,  or  Htampf) 
peceivHd . 


WANTED 


MANTTFACTURERS-G.  ntleman,  trained  .n- 
gMie  r  «ith  cenirul  l.niKion  oflicf,  many  years'  txper- 
itiiee  in  lh>-  cyi^le  trade.  l«rg  connectio'i  amongst 
niannfacturers,  fa'tors,  shippers  and  agents,  is  open 
to  take  up  and  thoroughly  work  through  travellers 
and  himself  a  good  sole  ag' n'y  for  cychs  crjmpnn- 
C'lts  or  stampingp,  etc.;  best  firms  only  enter  aiued. 
R.  M  P.,  care  Cycle  Age. 

■WANT:ei>— An  experienced  bicycle  maktr  and 
rrpairman  desires  position  with  reliable  firm:  sober 
and  industrious.    Address  Box  426.  B  lie  Center,  0. 

"WANTED— Situa'ion  l.y  expert  pohsher  and 
p'ater  as  .foreman.  John  Nelson,  341  Franhlin  i«t., 
Chicag'  •. 

■WANTED— V  first-class,  experien  ed  bicycle 
pnameler,  wt  II  versed  in  the  different  branches  ot"  the 
liii<iiiess  to  talfe  charge  nt  a  department.  Good 
wHKfs  a  rt  steadv  employment  to  a  competent  man. 
Address  B  M..  care  C\  cle  .Age. 

FOREIGN   TRADE  ~ 

A  BUSINESS  MAN  INTENDING  TO  VISIT 
.1  .pan  China,  Manila,  Australia  and  Honolulu  cm  a 
coiumeri'ifil  trip  wishes  to  correspond  with  two  firm=, 
one  a  bicycle  house  who  desire  theirgo  dslucroduced 
in  those  countries,  or  special  investigations  made  of 
irade  conditions.  Highest  references.  Firms  must 
have  financial  responsibility.  Olcott  Payne,  Seattle, 
Washington. 


FOR  SALS 


FOR  EXCHANGE— High  class  hubs  and  two- 
piece  hangers  for  machluer.i .  Address  0.  H.  JJ.,  care 
Cycle  Age.  * 

TO  MANTJFACTTJRERS  of  Bicycles  and  Bicy- 
cU^  Uttlugs;  also  Jobbers  of  Fittings.  i.<n  account  of 
retiring  Irom  business  are  closing  out  at  barsaia 
prices  bicycle  parts  and  fitting-,  sQso  factory  equip- 
ment, consisting  of  machinery,  standard  small  tools 
in  great  variety,  special  bicycle  tools,  general  line  of 
equipment  and  supplies.  All  in  first-clas.s  condition. 
Seuu  for  ( atalogue.  something  in  the  lot  bure  to  be 
of  luiere- 1.  Address  Th  E  M  00R.E  Cycle  Fittings  o.  , 
50  Mechanic  8t.,  Newark,  N.  J. 

FOR   SAI,E -F<ix  Machine  Gas  Brazer  at  a  bar- 
The  same  is  fully  guaranteed,  and  never  beeu 


used. 
Blvd. 


t  HE  Carlisle  Mfg. 
Chicago,  111. 


Co.,   69-71    w.   Jackson 


FOR  SAI,E— A  31  inch  Peck,  Stow  &  Wilcox 
power-shear;  will  cut  16  gauge  steel;  is  as  good  as 
new.  Want  to  buy  a  second-hand  exhaust-fan  with 
opening  from  9  to  li  inches.  Address  Standard 
1DB£  FoRKSiDE  Co  ,  Toltdo,  Ohlo. 

FOR  SAIVE— Thoroughly  cqipped  repair  shop, 
everything  necessarv  for  repairing  and  assembling 
bicycles;  also  bicycle  trunk.  Address  Frank  C. 
Randall  Co.,  Joiitt,  111. 


AGENCIES  WANTED. 

AUSTRALIA  AND  NEW  ZEALAND. 

Frank  Grimley,  263  and  264  Clarence  St.,  Sydney, 
N,  S.  W.,  importer  of  bicycles  and  their  accessories, 
bicycle  makers'  materials  and  tools,  for  trade  buyers. 
Is  open  to  negotiate  for  exclusive  agency  for  manu- 
facturers of  those  lines  and  to  introduce  and  push  the 
sale  of  their  goods  throughout  Australia  and  New 
Zealand  on  manufacturers'  account  or  to  purchase 
right  out.  Quotations  and  samples  of  novelties  in- 
vited. Unquestionable  references  on  application  to 
the  proprietors  of  this  journal. 


PEDALS 

We  make  high 
grades  only. 

Staadard  Adjastabte 
Standard  Racer. 

AMERICAN 
WATCH  TOOL  CO. 
Waltham,  Mass. 


Stearns  Bicycles 

E.  0.  STEARNS  &  COMPANY, 
Syracuse,       -       -       New  York. 


^Da  @t®  ©wExDiieir 
ItsaVes  from 


Notice  to... 

BICYCIE 
MANUFACTURERS. 

The  rider.s  of  1899 
will  insist  iipon 
their  wheels  being 
equipped  with 

"The  Star 
Ball  Retainer." 

Send  us  samples  of 
Cups  and  Cones  and 
write  for  prices. 


IL»wr«7F\pji  USA 


^V.LL  ROADS  ARE  EASf 
WHEN   THE 


^TAR,  BALLRETAINER.^  K 


The  Of  cue  Age 

And  Trade  hevieW 


Vol,  XXII— No   14. 


CHICAGO,  FEBEUARY  2,  1899. 


New  Series  No,  63. 


AMERICAN  PARTS   IN   SWEDEN 


OUR   SADDLES   ARE    NOT    LIKED 


Two  Concerns  Announce  Their  Intention 

to  Handle  Only  Parts  Which  Are 

Made  in  This  Country. 


Soderhamn,  Sweden,  Jan.  12. — On  the 
first  day  of  this  year  the  new  tariff  law 
went  into  effect  and  the  custom  duty  on 
bicycles  will  be  $7.50  on  each  complete 
bicycle  and  54  cents  a  kilogram  on  parts, 
but  this  new  custom  duty  is  not  likely 
to  hurt  the  American  trade  in  this  coun- 
try for  many  years  to  come.  It  has  been 
stated  in  a  former  letter  that  this  coun- 
try would  have  to  import  about  75  per 
cent  of  all  bicycles  sold  annually,  and 
this  estimate  is  now  found  upon  study 
of  reigning  conditions  to  hold  good  for 
this  year. 

Big  Opportunity  for  Parts  Makers. 

The  following  articles  must,  without 
exception,  be  imporced,  as  there  is  no 
concern  making  such  parts  yet:  Pedals, 
saddles,  chains,  spokes,  hubs,  crank 
hangers,  rims,  frame  connections,  handle 
bars,  seat  posts,  chain  adjusters,  fork 
sides  and  fork  crowns,  and  several  minor 
parts. 

Pedals  have  up  to  date  been  imported 
from  Germany  and  England,  with  a  few 
from  the  United  States.  Saddles  have 
mostly  come  from  Germany.  American 
saddles  are  not  liked  very  much,  but  by 
conforming  to  the  wants  of  this  country 
America  could  get  a  good  share  of  the 
trade.  Saddles  of  the  Brooks  pattern  are 
the  most  liked.  The  better  quality  chains 
have  come  from  England  and  the  poorer 
from  Germany.  Hubs  have  mostly  come 
from  England,  also  frame  connections. 

Superiority  of  American  Parts. 

Until  last  year  there  were  few  Ameri- 
can parts  sold,  but  in  that  year  a  con- 
siderable quantity  was  sold,  and  this 
year  promises  to  be  still  better.  Two 
concerns  are  known  that  will  use  Ameri- 
can parts  exclusively.  That  American 
parts  are  considered  superior  can  be  illus- 
trated by  a  firm  which  charges  $20  more 
for  every  cycle  manufactured  from  Amer- 
ican fittings  than  for  those  manufactured 
from  German  or  English  parts,  although 
the  American  parts  did  not  cost  any 
more,  besides  being  easier  to  put  to- 
gether and  superior  in  finish.  So  it  may 
be  seen  that  here  is  an  excellent  chance 
for  parts  makers  to  sell  their  products. 
But  it  is  suggested  that  they  be  not  too 
slow  in  getting  their  goods  marketed 
here,  as  ten  years  hence  nearly  all  parts 
mentioned  above  will  be  manufactured 
here;  for  such  has  been  the  case  with 
railway  locomotives,  which  until  ten 
years  ago  were  all  imported  from  Eng- 
land, but  now  we  have  two  very  large 
works  building  very  fine  locomotives,  and 
only  a  very  few  are  imported. 


Until  five  years  ago  mowers,  hay  racks, 
self-binders  and  other  agricultural  ma- 
chinery were  all  imported  from  America, 
but  now  we  have  several  factories  mak- 
ing these  articles,  but  not  on  as  large  a 
scale  as  to  supply  the  demand.  Lathes 
and  milling  machines  have  formerly  been 
imported  from  Germany  and  England, 
but  three  enterprising  concerns  bought 
some  engine  lathes  from  America,  used 
them  as  samples,  and  are  now  making 
lathes  exactly  like  them  and  on  a  large 
scale,  and  are  finding  a  ready  market 
for  them.  A  great  many  more  cases  sim- 
ilar to  this  could  be  brought  forward, 
but  this  may  be  enough  to  show  that  it 
is  better  not  to  wait  too  long  in  getting 
their  goods  represented  here.  It  is  best 
to  strike  while  the  iron  is  hot. 

Exclusive  Agency  Not  Recommended. 

A  branch  house  would  be  the  best  thing 
if  managed  by  a  man  with  American 
push  and  energy.  Exclusive  agencies  are 
not  to  be  recommended,  as  such  concerns 
in  this  country  usually  rely  mostly  on 
the  fact  that  nobody  else  sells  the  same 
goods,  and  therefore  sits  down,  waiting 
for  business  to  come — and  it  generally 
does  come.  But  a  larger  volume  of  busi- 
ness would  be  done  would  they  go  at  it 
with  American  energy. 


To  Help  Dealers  in  Georgia. 

Bicycle  makers  are  being  solicited  to 
contribute  to  a  campaign  fund  which  will 
be  expended  with  the  intention  of  defeat- 
ing the  bill  now  in  the  Georgia  legisla- 
ture which  provides  for  a  $200  penalty 
on  every  company  selling  or  dealing  in 
bicycles,  by  itself  or  its  agents,  in  that 
state,  which  does  not  pay  a  tax  of  $5  per 
annum  for  each  agent  so  represented. 
The  measure  is  but  another  variation  of 
the  many  laws  discriminating  against 
non-resident  corporations.  It  is  possible, 
if  the  tax  is  not  paid,  to  prevent  outside 
corporations  from  doing  business  within 
the  state — even  to  confiscate  the  stock 
of  dealers  representing  outside  firms. 
Hence  H.  A.  Lozier,  Sr.,  has  called  the 
makers  to  his  support,  and  from  many 
of  them  received  promises  of  aid  in  op- 
posing the  passage  of  the  bill. 


CONTENTS. 


Brazing  By  Immersion    - 
For  Uniform  Freight  Rates 

Editorial 

Pooling  Foreign  Freights 
To  Pay  Over  Eight  Per  Cent 
Agents  Expect  Heavy  Sales 
Commerce  in  Foreign  Markets 
Subjects  of  General  Interest 
Recent  Patents  .       .       - 

New  riotor  Vehicle  Patents 
Heat  in  Drive  Wheel  Rims     - 
Alcohol  Motors  in  France 
Information  for  Buyers    - 
The  Pastime  and  Sport 


Page 

408 
409 
411 
412 
413 
414 
416 
418 
420 
422 
422 
423 
424 
432 


SADDLE  MAKERS  CONSOLIDATE 

TWO   niLLIONS   CAPITAL   STOCK 


Headquarters  of  the   Organization   Will 

be  in  Cleveland— Saddle  Patterns 

to  be  Decreased. 


Under  the  title  of  the  American  Sad- 
dle Company,  with  a  capital  stock  of 
$2,000,000,  many  saddle  makers  have  ef- 
fected a  consolidation.  One-half  of  the 
capital  will  be  issued  as  preferred  shares 
and  the  remainder  as  common.  The  head- 
quarters of  the  organization  will  be  in 
Cleveland,  O.  The  officials  of  the  con- 
cern will  be  elected  within  a  week.  The 
stock  is  being  distributed  upon  a  basis 
of  inventory  valuation  of  the  plant, 
stock,  fixtures  and  business  of  each  firm. 
The  organization  was  made  effective,  so 
far  as  commercial  interest  is  concerned, 
on  January  1  of  the  present  year. 

Reasons  for  the  Organization. 

Of  course  there  is  a  reason  for  an  or- 
ganization of  such  a  colossal  character. 
It  is  found  chiefly  in  the  fact  that  while 
for  two  or  three  years  past  the  price  of 
saddles  of  all  kinds  has  been  steadily 
declining,  the  bulk  of  sales  have  been 
made  in  the  cheaper  forms  of  manufac- 
ture at  prices  which  have  not  proved 
profitable.  While  at  present  it  is  diffi- 
cult to  persuade  bicycle  manufacturers, 
who  at  the  present  moment  are  the  heav- 
iest buyers  of  saddles  in  advance  of  the 
season  when  they  are  actually  put  to 
use,  that  there  will  be  benefits  conferred 
upon  them  by  the  formation  of  the  Amer- 
ican Saddle  Company,  yet  this  is  the 
broad  foundation  of  the  organization'. 
The  reasoning  for  this  conclusion  is  as 
follows : 

Saddle  Options  Will  be  Lessened. 

Months  in  advance  of  the  actual  use  of 
saddles  the  bicycle  manufacturing  estab- 
lishments are  persistently  solicited  by 
the  representatives  of  saddle  making 
houses  to  stock  up  with  the  variety  of 
patterns  manufactured.  If  the  American 
Saddle  Company  is  successful  in  its  out- 
lined plan  of  operations,  hereafter  the 
concerns  within  it  will  assure  bicycle 
makers  that  to  each  establishment  with- 
in the  organization  will  be  apportioned 
the  duty  of  making  only  a  few  patterns 
of  recognized  advantage  in  use.  More- 
over, it  is  the  intention  to  give  the  bi- 
cycle makers  the  benefit  of  such  curtail- 
ment of  selling  expenses  as  the  with- 
drawal of  the  foregoing  form  of  competi- 
tive strife  has  engendered. 

Within  the  last  year  it  has  been  an  open 
question  among  the  saddle  makers  as  to 
whether  the  makers  of  cheap  goods 
would  destroy  the  business  of  the  mak- 
ers of  high  priced  stock,  which  afforded 
some  profit,  or  would  annihilate  the  bus- 
iness of  both. 


408 


The  Cycle  Age  and  Trade  Review 


BRAZING  BY  IfiriERSION 


Brass  Founders'  Crucible  Used  in   Circular  Furnace — Re= 
moval  of  Spelter  By  Puddling 


While  the  majority  of  manufacturers 
who  find  immersion  brazing  practica- 
ble have  made  their  furnaces  of  the  type 
which  takes  the  trough-shaped  crucible, 
at  least  one  firm  is  using  seccessfuUy 
a  furnace  in  which  the  brass  is  melted 
in  an  ordinary  Drass  founder's  round 
crucible.  The  furnace  is  now  in  opera- 
tion in  the  shop  of  B.  E.  Harris  of  Chi- 
cago, and  was  erected  after  plans  fur- 
nished by  the  Welland-Vale  Co.  of  St. 
Catherines,    Canada. 

Construction  of  the  Furnace. 

The  flre  bricK  structure  is  circular  in 
shape,  as  may  be  seen  from  the  illus- 
trations, and  stands  about  forty  inches 
high.  A  central  shaft  in  the  neighbor- 
hood of  17  inches  in  diameter  extends 
from  the  top  to  the  bottom  and  in  this 
shaft  are  supported  the  fire  grates  an!"! 
the  crucible.  The  grates  are  of  common 
furnace  grate  pattern  and  are  some  dis- 
tance above  the  floor,  leaving  ample  room 
for  the  accumulation  of  ashes  and  clink- 
ers. The  latter  may  be  removed  from  th-^ 
furnace  through  an  opening  in  the  wall 
near  the  floor.  This  opening  is  closed 
by  a  thin  plate  of  iron  which  is  arranged 
to  slide  upward  between  metal  ways 
secured  to  the  sheet  metal  casing  placed 
around  the  flre  brick  walls  of  the  furnace. 


The   casing   is    merely    thick   enough    to 
aid    in   keeping   the   fire    brick   in   shape 


and  gives  the  furnace  a  neater  appear- 
ance than  it  would  possess  uncovered. 
The  support  of  the  crucible  is  one  of 
the  strong  points  of  the  furnace,  being 
designed  to  absolutely  prevent  the  cru- 
cible from  collapsing  and  falling  into 
the  fire  by  the  weight  of  the  metal  car- 
ried, or  cracking  from  too  rigid  encas- 
ing and  propping.  Three  buttresses  with 
faces  curved  to  correspond  to  the  curva- 
ture of  the  sides  of  the  crucible  are  pro- 
jected from  the  inner  wall  of  the  fur- 
nace, forming  a  sort  of  basket  seat  into 
which  the  crucible  may  be  placed.     The 


PUDDLING  OUT  SPELTER   FROM  CRUCIBLE. 


WELLAND-VALE  FURNACE  IN  OPERATION. 


support  by  this  plan  comes  on  the  sides 
of  the  crucible  from  top  to  bottom  and 
makes  unnecessary  props  under  the  bot- 
tom of  the  crucible. 

The  heat  and  flame  rushes  up  around 
the  sides  of  the  crucible  in  the  same 
manner  as  in  other  crucible  furnaces 
previously  described  and  are  deflected  to 
pass  across  the  top  of  the  spelter  by 
cover  tiles,  also  as  previously  described. 
One  of  the  inner  walls  of  the  furnace 
is  built  with  a  vertical  recess  or  chute 
and  through  this  space  coal  is  fed  to  the 
flre.  When  not  needed  the  top  of  the 
opening  is  closed  with  tile.  The  draft 
pipe  enters  the  furnace  below  the  grate 
in  the  usual  fashion. 

Advantages  of  Round  Crucible 

The  round  crucible,  while  it  does  not 
offer  the  convenience  for  brazing  certain 
parts  that  the  trough-shaped  crucible  af- 
fords, yet  gives  ample  room  for  dipping 
all  of  the  joints  of  the  ordinary  single 
frame,  and  has  the  oDvious  advantage 
that  the  spelter  will  not  be  affected  by 
exterior  cold  draugnts  as  much  as  when 
held  in  a  shallow  crucible.  While  a  lit- 
tle more  time  is  spent  in  flring  up  than 
with  furnaces  which  give  readier  access 
to  the  flre  box,  little  attention  is,  on  the 
other  hand,  paid  to  the  flre  during  the 
day,  and  it  is  stated  that  two  bushels 
of  coal  will  last  for  a  ten  hours'  run, 
making  the  coal  expense  not  o/er  fifty 
or  sixty  cents  per  day.  While  the  fur- 
nace has  not  been  put  into  constant  op- 
eration as  yet,  from  80  to  100  complete 
frames  have  been  brazed  in  one  day. 
The  operator  states  that  but  little  if 
any  over  five  pounds  of  brass  were  used 
for  100  frames.  The  round  crucible  is 
claimed  to  last  under  constant  use  from 
ten  days  to  two  weeks,  but  the  crucible 
specially  referred  to  in  this  article  has 
given  much  better  service  than  that. 
Allowing  $3  per  day  for  the  wages  of  a 
good  man  and  counting  in  the  various 
other  expenses,  the  cost  of  brazing 
frames  should  not  run  much  higher  than 
$4.50  per  hundred,  or  4%  cents  apiece. 

At  night  when  the  day's  operations  are 
over  the  blast  is  shut  off  and  before  the 
brass  solidifies  about  half  of  it  is  pud- 


The  Cycle  Age  and  Trade  Review 


409 


died  out  on  tlie  ends  of  stout  iron  bars, 
one  of  which,  about  half  loaded,  is  shown 
in  one  of  the  illustrations.  The  rest  of  the 
brass  is  left  in  the  crucible,  but  before 
it  cools  a  rear  fork,  fitted  to  its  ssay, 
is  placed  in  the  crucible  with  the  point 
of  the  V  in  the  brass.  In  the  morning 
the  brass  will  have  solidified  and  the 
entire  button,  weighing  perhaps  fifty- 
pounds,  may  be  lifted  out  by  means  of 
the  projecting  stay  and  fork.  Before 
the  melting  is  begun  the  button  is  lifted 
a  short  distance  from  the  bottom  and 
some  loose  spelter  thrown  in  underneath 
it.  This  leaves  room  for  expansion  be- 
tween the  button  and  wall  of  the  cru- 
cible and  prevents  injury  to  the  latter. 
After  the  brass  already  in  the  crucible 
has  been  melted  the  rods  with  the  pud- 
dled out  brass  on  their  ends  are  stuck 
into  the  crucible  and  their  loads  melted 
off 

CONSTANT  DIP  BRAZING  WORK 


FOR   UNIFORM  FREIGHT  RATES 


CONGRESS  IS  ASKED  TO  ASSIST 


Discomfort  from  Heat  No  Greater  Than  By  Blow= 
pipe  riethod— Parts  Dipped  Cold. 


To  the  Editor:— Having  read  with  interest 
the  description  of  the  "Fulton"  brazing  fur- 
nace in  your  issue  of  January  19,  we  would 
like  to  ask  if  it  is  possible  for  a  man  to  go 
up  to  the  furnace  wtien  the  blast  is  on  and 
dip  a  bicycle  frame  into  tlie  metal  and  con- 
tinue doing  the  same  for  ten  hours  every 
day;  also  is  it  necessary  to  heat  the  frames 
before  dipping? 

Milwaukee,  Wis.  Adva^cr  Bicycle  Co. 

In  those  factories  where  immersion 
brazing  is  now  in  pracc^cal  use,  workmen 
stand  by  the  furnaces  and  dip  the  parts 
throughout  the  entire  day  without  ex- 
periencing any  excessively  uncomfortable 
heat.  In  fact,  operators  say  that  the  dis- 
comfort is  no  greater  than  when  brazing 
at  a  blowpipe  brazing  stand,  if  it  is  as 
great.  At  present  most  of  the  operators 
of  immersion  brazing  furnaces  dip  the 
work  cold.  It  is,  however,  a  good  plan  to 
heat  the  work  before  it  is  dipped,  as  this 
reduces  the  time  required  for  immersion, 
and  also  prevents  the  spelter  from  losing 
heat  through  the  introduction  of  cold 
parts. 

Stockholders  Sure  of  Their  Honey. 

A  certificate  of  dissolution  of  the  Na- 
tional Cycle  Board  of  Trade  has  been  filed 
with  the  secretary  of  New  York  state. 
The  secretary  of  the  board,  George  Ham- 
mann,  is  of  opinion  that  the  affairs  of  the 
organization  will  be  wound  up  in  a 
month.  He  adds  that  the  firms  which 
were  elected  to  membership  during  the 
past  year  may  with  certainty  count  upon 
having  the  amount  they  paid  for  stock 
refunded. 

Humber  Trustees  Want  Case  Removed. 

Arthur  R.  Martin  and  Frederick  God- 
dard,  trustees  for  Humber  &  Company, 
Limited,  of  Westboro,  Mass.,  have  filed  a 
petition  in  the  superior  court  in  Worces- 
ter asking  that  the  case  of  the  B.  F. 
Goodrich  Company  against  the  Humber 
Company  and  themselves  be  removed  to 
the  circuit  court,  on  the  ground  that  the 
parties  to  the  suit  are  persons  residing 
out  of  this  country  and  in  England. 


Buffalo  Show  Plan  Abandoned. 

Owing  to  opposition  that  developed  at 
a  meeting  of  the  Buffalo  cycle  board  of 
trade,  called  to  take  action  on  a  proposed 
bicycle  show,  the  project  has  been  aban- 
doned. The  reason  set  forth  by  the  op- 
posers  was  the  item  of  expense,  which 
several  manufacturers  were  unwilling  to 
share.  

When  parties  have  a  settlement  of  their 
accounts,  and  a  check  for  the  amount 
found  due  from  one  to  the  other,  which 
recites  that  it  is  in  full,  is  accepted,  and 
afterwards  paid,  the  presumption  is  that 
all  items  chargeable  at  the  time  are  em- 
braced in  the  statement. 


Review  of  Efforts  Hade  in  the  Past  Year 

to  Strengthen  the  Interstate  Com= 

merce  Commission. 


Foremost  among  the  powerful  commer- 
cial organizations  which  aim  at  the 
amendment  of  the  Interstate  Commerce 
Law  is  the  National  Association  of  Man- 
ufacturers, which,  in  the  course  of  its  an- 
nual convention  recently  held  in  Cincin- 
nati, reviewed  the  work  done  in  this  di- 
rection and  held  out  hopes  that  the  prac- 
tical reforms  contemplated  would  soon 
be  in  effective  operation.  Uniform  freight 
classification  and  publicity  for  rates  and 
contracts  governing  transportation  are 
the  main  features  in  the  general  plan  of 
reform. 

Opinions  Differ  and  Chaos  Results. 

It  was  ascertained  some  time  ago  that 
there  was  little  or  no  possibility  of  se- 
curing conclusive  action  by  the  present 
Congress  upon  the  subject  primarily  be- 
cause the  controlling  elements  of  public 
opinion  which  are  most  vitally  interested 
in  the  interstate  commerce  law  hold 
widely  divergent  views  as  to  the  action 
which  ought  to  be  taken.  These  elements 
are:  The  shipping  public,  the  transpor- 
tation company,  and  the  Interstate  Com- 
merce Commission. 

During  the  year  just  ended  the  opinion 
of  the  Supreme  Court  disclosed  tlie  ille- 
gality of  existing  associations  of  car- 
riers and  of  all  agreements  for  the  estab- 
lishment and  maintenance  of  rates  of 
transportation.  This  disclosure  contrib- 
uted additional  confusion  to  the  chaotic 
condition  already  prevailing, 

A  large  number  of  the  commercial  or- 
ganizations of  the  country  have  urged 
that  Congress  restore  to  the  carrier  com- 
panies the  right  to  make  between  them- 
selves contracts  and  agreements,  and  to 
form  associations  for  the  maintenance  of 
fair,  equal  and  stable  rates  for  the 
transportation  of  persons  or  property; 
stipulating,  however,  that  all  such  agree- 
ments shall  be  subject  to  rigid  and  con- 
clusive scrutiny,  supervision  and  regula- 
tion by  the  government  through  its  con- 
stituted agent,  the  Interstate  Commerce 
Commission. 

Many  organizations  have  gone  further 
and  urged  upon  Congress  that  the  car- 
riers be  invested  with  the  right  to  pool  or 
distribute  their  earnings,  and  that  con- 
tracts made  between  carriers  subject  to 
supervision  of  the  commission  be  legally 
enforceable  between  the  parties: 
Outline  of  the  Reforms  Planned. 

In  view  of  these  facts  and  considera- 
tions, the  transportation  committee  of 
the  association  recommended: 

1.  Absolute  publicity  of  all  rates,  rules, 
regulations,  contracts  and  agreements  gov- 
erning the  transportation  of  persons  or 
property    between    the   states. 

2.  The  enforcement  of  severe  money  pen- 
alties (not  imprisonment)  against  any  cor- 
poration, firm  or  individual  through  whose 
deliberate  action  any  other  than  lawfully 
published  rates,  rules,  regulations,  contracts 
or  agreements  aifecting  transportation  of 
persons  or  property  between  the  states 
shall   become   current   and   available. 

3.  Permit  common  carriers,  whether  cor- 
porations, firms  or  individuals,  to  enter  into 
contracts  and  agreements  and  to  form  as- 
sociations and  adopt  all  legal  methods  for 
the  establishment  and  maintenance  of  law- 
fully published  rates,  rules  or  regulations 
governing  transportation  of  persons  or  prop- 
erty between  the  states. 

Provided,  that  all  contracts,  agreements 
or  methods  adopted  between  common  car- 
riers for  the  purposes  above  described  shall 
be  subject  to  control  and  supervision  by  the 
Interstate  Commerce  Commission  to  iDe 
void  if  disapproved  by  the  commission; 
otherwise,  to  be  legally  binding  and  en- 
forceable  between   the   parties. 


to  St.  Petersburg  and  other  Russian  ports 
on  the  Baltic,  stopping  on  the  way  at 
Christiania,  Copenhagen,  Stettin  and 
Riga,  will  leave  this  country  the  latter 
part  of  March  or  first  of  April,  so  as  to 
reach  St.  Petersburg  about  May  1,  when 
navigation  opens  there.  The  Scandina- 
vian-American company  expects  to  follow 
this  with  other  vessels  once  a  month,  de- 
pending on  the  quantity  of  freight  obtain- 
able. Funch,  Edye  &  Co.,  of  New  York 
city,  have  been  appointed  New  York 
agents  for  the  new  line,  which  offers  di- 
rect communication  with  Russian  and 
some  Scandinavian  ports.  Heretofore 
American  goods  have  had  to  be  tranship- 
ped at  British  or  continental  ports,  which 
involved  much  delay  and  increased  ex- 
pense. Eight  or  ten  weeks  is  usually  re- 
quired to  land  goods  from  this  country. 


PROTECTION  OF  DESIGNS 


Special  Law  Will   Prevent  French   manufacturers 
Copying  Designs  at  Paris  Exhibition. 


Manufacturers  who  contemplate  mak- 
ing an  exhibit  at  the  Paris  exhibition  in 
1900,  but  are  concerned  lest  their  de- 
signs may  be  copied  with  impunity  by 
French  manufacturers  because  they  have 
no  manufactory  in  France  themselves,  as, 
according  to  a  recent  decision  of  the 
court  of  appeals,  seems  to  be  required  by 
the  French  patent  laws,  may  be  complete- 
ly reassured  on  tne  subject. 

As  a  matter  of  fact,  a  law  for  the  pro- 
tection of  tue  foreign  designs  exhibited 
is  invariably  passed  before  each  world's 
show  comes  off;  and  it  is  stated  on  the 
highest  authority  that  at  the  present 
date  the  exhibition  officials  and  the  min- 
isters of  commerce  are  engaged  in  draw- 
ing up  a  bill  to  this  effect.  It  is  certain 
that  the  decision  of  the  appeal  court  will 
be  provided  against  in  the  new  law.  More- 
over, a  measure  for  the  extension  of  pro- 
tection to  industrial  designs  in  general 
has  lately  been  adopted  by  the  senate, 
and  will  be  discussed  by  the  chamber  of 
deputies  when  Parliament  assembles. 
Therefore,  there  is  not  the  slightest  doubt 
that  designs  will  be  fully  protected  at  the 
forthcoming  exhibition. 


Overman  Denies  Rumored  Offers. 

One  of  the  men  employed  in  the  office 
of  the  Overman  Wheel  Company,  of 
Chicopee  Falls,  Mass.,  has  approached  a 
number  of  the  creditors  of  the  company 
and  offered  to  buy  up  their  claims  for  60 
cents  on  the  dollar,  which,  it  is  said,  gave 
rise  to  the  rumor  that  the  Overman  com- 
pany was  making  the  offer  itself.  Presi- 
dent Overman,  however,  stated  that  the 
company  had  never  deviated  from  it? 
original  purpose  to  pay  100  cents  on  the 
dollar.  Last  fall  he  had  stated  that  cred- 
itors would  be  raid  in  full  and  he  has  not 
yet  seen  any  reason  for  changing  his 
opinion  in  the  least.  Creditors,  of  course, 
have  the  right  to  accept  or  refuse  any 
offers  that  may  be  made  for  their  claims 
by  persons  not  connected  with  the  com- 
pany. 


Direct  Freight  Line  to  Russia. 

The  first  vessel  of  a  line  of  steamers  to 
ply  from  New  York  and  perhaps  Boston 


Law  to  Discourage  "Fences". 

A  bill  requiring  dealers  in  second-hand 
bicycles  to  take  out  licenses  has  been  in- 
troduced in  the  Connecticut  legislature. 
The  object  is  to  keep  improper  persons 
out  of  the  trade.  The  license  fee  is  not  so 
large  as  to  annoy  reputable  dealers.  By 
the  provisions  of  the  bill  dealers  are  re- 
quired to  make  weekly  sworn  statements 
of  goods  received  and  furnish  descriptions 
of  persons  from  whom  they  secured  the 
goods,  the  books  containing  such  state- 
ments to  be  open  to  the  inspection  of  the 
police.  A  severe  penalty  is  provided  for 
destroying  the  nameplate  or  number  on 
any  machine  or  for  re-enameling  the  bi- 
cycle or  changing  its  identity  within 
thirty  days  from  the  time  of  purchase. 


410 


Tme  Cycle  Age  and  Trade  Review 


CRESCENTS  HAVE  WON 


CRESCENI 


BICYCLES. 


the  reputation  of  being  ''The  Wheels  That  Stand 
Up."  Wfe  have  won  the  confidence  of  the  riders  by 
selecting  the  best  materials  and  adopting  the  most  care- 
ful construction,  to  secure  the  greatest  COMFORT 
and  SAFETY  to  the  rider,  and  by  PROTECTING 
PURCHASERS  by  a  guaranteed  uniform  price 
throughout  the  season^^  ^^ 


1899  CRESCENTS  ARE  NOT  '98  MODELS 


Javeniles,  $25  Adults'  Cham  Models,  $35   Bevel  Gear  Chamless  Models,  $60 


ART  CATALOGUE  No.  2— FREE 


...CHICAGO-WESTERN  WHEEL  WORKS,  wakers-NEw  york 


P        '      I     ■■■■■*»■■    1   ■  m 

I  NEW    TESTIMONIALS     EACH    WEEK.  1 

I MILNA/AUKEE  TIRES 

I  PUNCTURE  PROOF • 


Pneumatic 


Resilient 


I 


Single  Tube 


COOyRIGHT  1898.  BY  MILWAUKEE  PATENT  PUNCTURE  PROOF  TIRE  CO. 

PRESENTING  TESTIMONIALS. 


Easy  Riding 


SOUTHERN  niNNESOTA  INSPECTION  BUREAU. 

Wjnona.  Minn.  Dec.  6, 1898. 
Milwaukee  Patent  Punctore-Proof  Tire  Co  ,  Milwaikee.  Wis. 

Genilempn— Answering  ym  rii  quiry  of  rec>-nt  date.  1  hep:  to  assure  you 
that  my  fxp-rlence  with  the  Hunctur- Proof  Tires  purchased  of  yonraKt-nts 
la-stJune.  has  been  eiitirt-ly  sa  isfaciory  in  every  respect,  and  HUh"Ugh  I 
havegivin  them  extremely  rough  usage  they  have  re<)uirtd  no  repairs  and 
are  tu-day  apparently  as  serviceable  as  when  first  purchased.    Yours  truly, 

(signed)       Frkd  J.  Lilly,  Aast  Iitspector. 


Khinelandkr,  Wis.,  Dec.  10, 1893. 
Milwaukee  Patent  Puncture-Proof  Tire  Co  ,  Milwaukee.  Wis. 

Gentlemen— It  gives  me  great  pi'  a.snre  to  say  a  wor.J  for  the  Milwau- 
kee Patnnt  Puncture-Proof  Tire.  I  purchased  them  eight  mon  hs  ago  and 
have  n>-ver  h«d  a  minute's  trouble  with  them  Have  tried  all  kinds  of 
so  called  -'Puncture-Proof  Tires"  without  success  until  I  purchased  the 
"Milwaukee,"  which  i  believe  to  be  the  only  Puncture-Proof  Tire. 

(Signed)       J.  W.  Atkinson. 


Representatives  Wanted.        Write  for  Prices  and  Other  Information. 

■IILWIUKEE  PtTENT  PUMCIURtPROOF  TIRE  CO..  IIILWIIIKEE.  WIS..  U.  S.  I. 


U 


The  Cycle  Age  and  Trade  Review 


411 


Bntkkkd  at  the  Chicago  Postopfice  as  Second-Class  Matter. 

Eublished  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  Offices,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries  86.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 


At  last  a  plan  for  pushing  early  retail  trade 

ADVANCE  in  bicycles  of  high  grade  has  been  devised 

INSTALMENT      which  suits  manufacturers  and  retail  dealers, 
SALES  both,  and  seems  very  acceptable  to  the  pub- 

lic. The  plan  has  been  practiced  before  by 
live  dealers,  but  only  in  a  few  instances  and  then  not  with  that 
faith  which  springs  from  ripe  conditions  and  then  secures  splen- 
did results  .  This  year  it  is  being  actively  supported  by  manu- 
facturers of  the  first  class;  branch  houses  are  working  the  plan 
out  under  directions  of  their  principals;  and  independent  re- 
tailers are  being  encouraged  to  try  it. 

The  plan  is  very  simple.  It  consists  only  in  selling  bicycles 
in  January  instead  of  in  April.  The  agent  canvasses  his  terri- 
tory to  secure  orders  for  bicycles  in  advance  of  the  riding  season 
and  offers  in  return  for  the  early  orders  easy  terms  of  payment. 
The  payments  commence  at  once,  but  delivery  of  the  bicycle  is 
not  to  be  made(  until  the  riding  season  opens  or  at  a  stipulated 
date.  The  selling  price  is  the  cash  list  and  there  is  no  interest 
on  deferred  payments. 

It  is  easy  to  see  why  the  plan  of  "advance  instalment  sales,"' 
as  it  might  be  called,  has  not  become  popular  until  this  year. 
It  was  never  as  practicable  in  former  years  as  it  is  now.  The 
support  of  the  public  could  not  readily  be  obtained,  until  the 
public  felt  certain  of  two  things,  first,  that  no  radical  improve- 
ments would  be  introduced  between  date  of  order  and  date  of 
delivery,  and,  second,  the  reputation  of  each  particular  manu- 
facturer for  whose  goods  they  contracted.  Both  these  factors 
have  now  become  crystallized.  Whether  the  purchase  contem- 
plated is  that  of  a  chainless  bicycle  or  of  a  chain  bicycle,  the 
type  is  known  and  recognized  as  satisfactory,  each  to  its  devo- 
tees. 

Further  than  this,  sample  bicycles  have  been  on  hand  in 
the  stores  much  earlier  this  year  than  ever  before.  The  public 
can  see  what  they  are  going  to  get. 

The  $75  chainless  machine,  in  its  two  principal  forms,  the 
bevel  gear  and  the  roller  gear,  very  largely  promotes  the  sys- 
tem, and  the  system,  in  turn,  helps  makers  of  chainless  bicycles. 
The  uncertainty  in  regard  to  their  practicability  has  almost  dis- 
appeared, and  a  large  number  of  people  wish  to  possess  one. 
The  advance  instalment  plan  places  it  within  their  reach  in  a 
manner  which  agrees  very  nicely  with  ordinary  human  nature. 
The  many  who  would  wince  at  paying  the  higher  price  for  their 
fancy  when  confronted  with  a  cash  purchase,  stand  ready  to 
advance  a  small  sum  every  week  in  return  for  the  assurance 
that  when  the  riding  season  opens  they  will  have  the  mount 
which  they  really  desire. 

It  is  already  acknowledged  by  those  who  commenced  oper- 
ating the  plan  in  December  that  it  favors  the  sale  of  the  highest 
priced  machines,  whether  chainless  or  otherwise. 


chines  is  sold  at  a  sacrifice  sale  after  being  first  hawked  around 

to  find  a  purchaser  upon  any  kind  of  prices  and  terms. 

He  says  in  part: 

To-day  the  market  here  beionprs  to  the  Tnited  atatw  an<1  it  would  be  a  pity  to 
spoil  It.  I  have  colierted  orders  for  lOOO  Mcyc'es  to  h**  delivered  in  October, 
November  and  December,  1899.  and  for  which  bank  jruarantee  will  be  placed  as 
security  that  the  entire  lots  will  be  taken  and  paid  for  cash  in  New  York  agfalnst 
documents.  I  am.not  partial  to  any  specia'  brand,  but  alwavs  open  for  »  deal  with 
everybody  who  would  like  to  make  oflers  and  deal  honestly  and  Ptralghtlorward. 
A  great  many  highly  respectable  firm«  in  this  city  object  to  paying  in  advance  and 
before  inspecting  the  goods,  for  fear  they  may  not  get  the  valne  for  the  money.  I 
do  not  know  of  what  sad  experience  they  may  have  had^  as  for  myself,  so  far  only 
one  manufacturer  disappi.inted  me  throngh  unfair  dealings.  I  need  scarcely  sajr 
what  damage  and  bad  f-  eUnes  such  actons  may  create  and  I  do  wish  that  you 
could  find  a  way  to  stop  such  atrocious  dealings,  which  will  make  it  impossible  for 
importers  on  this  side  to  pay  in  advance. 

In  the  same  letter  this  importer  who  recognizes  so  keenly 
that  his  own  trade  chances  depend  largely  upon  the  integrity  of 
the  cash  system  speaks  of  another  matter  of  policy  in  connec- 
tion with  export  business,  as  follows: 

There  Is  one  thirg  special  I  should  like  you  to  po'nt  out  for  yourmanufactnr' 
ers  and  that  is  that  they  should  be  most  careful  In  selecting  the  travelers  they  send 
out  here  I  shall  not  speak  of  the  extravagant  hab't«  some  of  them  are  in'iulg'ng 
in,  specially  those  not  a'-customed  to  continental  life,  but  simply  draw  the  atten- 
tion to  the  ereat  harm  and  annoyance  arising  from  Ihe  fart  that  they  are  visiting 
all  and  everybody  likely  to  order  one  or  two  dozens  of  cycles,  stati  gf  heir  lowest 
export  pr  cps,  eranting  ruinous  conditions  of  sale  and  eivinep'omfses  which  never 
can  b"  fulfi  led:  and  aU  because  they  are  naturally  anxious  to  book  oiders  justify- 
ing their  heavy  trav^lin?  exppnse<i  and  s'renehten  their  positions  at  home.  In  all 
cases  where  the  manufacturers  cannot  come  themselves  they  fare  much  better  by 
submitting  offers  and  samples. 

The  suggestion  of  supplanting  the  traveling  man  with  the 
less  energetic  and  slower  system  of  submitting  offers  and  sam- 
ples, will  hardly  meet  with  general  approval,  but  on  the  other 
hand,  there  is  undoubtedly  much  room  for  improvement  in 
the  general  human  qualities  of  export  salesmen.  Unless  they 
possess  a  certain  sympathy  for  the  most  cultured  forms  of  life 
and  amusements,  they  are  sure  to  offend  continually  against  the 
sensibilities  of  nearly  every  European  purchaser  who  is  pre- 
pared to  pay  cash  in  advance. 

They  should  by  all  means  be  of  the  same  class  as  those  rep- 
resentatives of  European  manufacturers  who  Introduce  foreign 
goods  in  this  country — ^men  who,  if  they  have  personal  foibles, 
carefully  avoid  flaunting  them  before  business  associates. 


While  everything  else  pertaining  to  bicycles  and  bicycle 
work  is  assuming  more  and  more  definite  and  final  forms,  it  is 
a  notable  fact  that  the  one  department  of  tire  repairs  is  lapsing 
in  the  opposite  direction  and  is  to-day  in  a  chaotic  condition. 
Few  repairmen  know  of  any  system  which  they  care  to  follow 
and  many  tire  manufacturers  do  not  seem  inclined  to  assume 
much  responsibility  in  recommending  the  elaborate  plug  and 
vulcanizing  repairs  which  were  shown  by  the  traveling  "demon- 
strators" at  the  beginning  of  last  season.  One  of  the  results  has 
been  that  the  trade  in  vulcanizers  has  fallen  off  and  another  that 
repairmen  jump  at  heroic  measures,  such  as  inserting  inner 
tubes  in  single  tube  tires,  when  they  are  confronted  with  the 
smallest  difficulty  in  effecting  repairs  by  other  means.  The  sit- 
uation calls  for  a  remedy  and  it  depends  largely  upon  the 
enterprise  of  tire  makers  in  what  direction  the  remedy  shall  be 
found.  Considerable  tire  trade  hangs  in  the  scale  awaiting 
intelliprent  action;  yet  little  has  so  far  been  done  to  mold  the 
prevailing  indecision  into  popular  preference  for  one  or  another 
repair  method  and  convert  the  knowledge  of  the  manufacturer's 
repair  department  into  a  valuable  aid  for  selling  the  tires  to 
which  the  knowledge  may  be  applied. 


An  importer  of  American  bicycles,  who  has 
SALESMEN        always  paid  cash  in  advance  for  the  product 
AND  CREDITS    °f  our  manufacturers,   writes  to  The  Cycle 
IN  EUROPE       ^^^  *'*'  s^Pl^iii  that  the  European  importers 
whose  trade  is  worth  having,  not  only  have 
no  objection  to  paying  cash  but  would  feel  much  relieved  if  all 
export  business  of  American  bicycle  manufacturers  were  con- 
ducted on  the  cash-in-advance  plan,  as  thus  only  the  ruinous 
competition  may  be  avoided  in  the  European  markets  which 
now  naturally  follows  when  a  consignment  of  American  ma- 


Among  the  signs  of  sound  conditions  of  the  cycle  industry 
the  constant  inquiry  for  manufacturers  who  will  place  bicycles 
In  consignment,  is  one  of  the  most  encouraginff.  The  inauiries 
travel  by  letter  or  by  word  of  mouth,  and,  if  they  met  with  re- 
sponse, they  would  never  reach  the  oflSice  of  The  Cycle  Age.  But 
they  do. 

•       •       •       • 

Local  cycle  shows  are  good  advertising  if  they  pay,  and  If 
the  local  dealers  are  the  exhibitors,  and  If  the  exhibitors  are 
the  managers.  But,  if  they  manage  by  proxy,  the  proxy  should 
be  one  of  their  own  number.    He  should  be  Their  proxy. 


412 


The  Cycle  Age  and  Trade  Review 


POOLING  FOREIGN  FREIGHTS 


Substantial   Benefits  Given    to  Manufacturers  by  an  Or= 
ganlzation  Which  Takes  its  Worl<  Seriously 


Manufacturers  who  send  cycle  goods 
abroad  persistently  slight  the  foreign 
freight  question,  and  excuse  their  want 
of  interest  in  the  subject  by  stating  that 
their  customers  are  more  concerned  with 
it  than  the  houses  from  which  they  re- 
ceive shipments.  This  indifference  to  the 
interest  of  buyers  invariably  results  in 
extortionate  charges,  and  the  unchecked 
practice  of  a  variety  of  minor  abuses 
seriously  hamper  the  business  of  both 
buyers  and  sellers.  Thus,  for  example, 
because  the  makers  who  sell  bicycles  to 
foreign  customers  through  export  brokers 
in  New  York  will  not  bother  themselves 
about  ocean  freight  charges,  their  custom- 
ers are  put  to  the  necessity  of  selecting  a 
brokerage  house  for  expediting  deliveries 
and  safeguarding  the  account  which,  not 
having  strong  connections  with  the 
steamship  lines,  is  unable  to  quote  the 
lowest  ruling  ocean  freight  or  express 
rates,  and  as  a  result  the  customers  buy 
more  dearly  than  they  might  if  the  mak- 
ers were  more  watchful. 

Truckage  Charges  Are  High. 
Again,  if  foreign  shipments  are  made 
from  the  interior  to  the  seaboard,  there 
are  forwarding  charges  to  be  paid  upon 
the  removal  of  the  goods  from  the  cars 
to  the  docks,  which  charges  are  far  in 
excess  of  the  value  of  the  services  ren- 
dered when  compared  with  the  cost  of 
similar  service  inland.  This  matter  also 
is  neglected  by  makers,  when  by  p(joling 
interests  they  might  pitch  upon  one 
trucking  establishment,  give  it  all  the 
business  and  so  lessen  the  cost  of  for- 
warding. In  ignoring  the  chance  to 
economize  at  this  point  makers  pinch 
both  themselves  and  their  customers. 

Ocean  freight  rates  are  by  foreign  brok- 
ers based  upon  the  extent  of  their  deal- 
ings with  steamship  companies;  the 
greater  the  volume  of  their  freights,  the 
lower  the  freight  charges,  and  vice  versa. 
Recognizing  this  fixed  principle,  certain 
members  of  the  National  Cycle  Board  of 
Trade  last  summer  made  an  effort  to 
have  all  shipments  cleared  through  one 
export  broker  and  have  all  trucking  done 
by  one  forwarding  house.  The  project 
met  with  ready  encouragement  from  the 
bulk  of  the  members,  but  the  directors 
deemed  it  unwise  to  attempt  so  large  an 
undertaking.  The  plan  was  labeled  im- 
practicable, much  to  the  disgust  and 
chagrin  of  those  who,  not  having  a  hand 
in  the  shaping  of  board  affairs,  expected 
from  the  directors  a  sympathetic  interest 
in  the  things  conceived  for  the  welfare 
of  the  majority. 

Putting  the  Cycle  Dakers  to  Shame. 
Now  comes  the  National  Association  of 
Manufacturers  —  an  organization  which 
does  not  balk  at  common  obstacles,  nor 
shy  with  jealous  apprehension  whenever 
there  is  an  obscuration  of  personal  in- 
terest threatened — and  proves  how  well 
grounded  were  the  hopes  of  our  makers. 
Its  special  committee  appointed  to  or- 
ganize an  international  freight  and 
transportatioTi  bureau  and  devise  a  plan 
to  aid  sellers  and  foreign  buyers,  has 
easily  performed  the  miracle  which  so 
awed  the  National  Cycle  Board  of  Trade, 
and  in  recounting  its  achievement  makes 
report  as  follows : 

This  committee  mailed  a  blank  to  every 
member  of  the  association,  calling  for  a  re- 
port as  to  the  approximate  amount  of 
freight  each  member  shipped  during  the  last 
year,  from  what  ports  it  was  shipped,  and 
the  ports  of  destination.  From  the  informa- 
tion thus  obtained  the  committee  was  able 
to  determine  the  volume  of  freight  shipped 
by  the  members  responding,  and  its  destliia- 


tion,  and  could  then  determine  what  steam- 
ship lines  it  was  necessary  to  arrange  with 
to   can-y   such   shipments. 

This  committee  has  been  sucessful  in  con- 
summating some  very  advantageous  ar- 
rangements with  steamship  lines  to  certain 
ports,  and  is  now  negotiating  with  many 
others  from  different  ports  of  this  country 
to  foreign  ports,  and  hopes  in  the  near  fu- 
ture to  be  able  to  ship,  under  special  con- 
tracts, every  ton  of  freig'ht  offered  it  from 
any  port  in  this  country  to  all  principal 
ports  in  other  countries. 

Connecting  With  Forwarding  Agents  Abroad. 

Believing  that  it  would  be  of  great  assist- 
ance to  our  members,  and  an  aid  to  this 
bureau  in  carrying  on  its  work,  the  com- 
mittee had  letters  prepared  and  sent  to  all 
our  consuls  in  all  principal  ports  and  cities 
in  other  countries,  asking  for  the  names  of 
responsible  forwarding  agents  in  their  con- 
sular districts,  also  the  names  of  all  steam- 
ship lines  and  railroads  leaving,  centering 
or  touching  at  the  principal  ports  or  cities, 
with  a  list  of  ports  or  cities  to  which  they 
carried  goods.  A  very  large  number  of  re- 
plies have  already  been  received,  giving  the 
information  desired.  These  have  been  tab- 
ulated and  flled,  and  are  at  the  disposition 
of  any  member  who  asks  lor  such  informa- 
tion regarding  any  particular  port  of  con- 
nection. 

Collections  on  C.  O.  O.  Shipments. 

One  of  the  most  important  features  of  the 
work  of  this  bureau  is  the  selecting  and 
contracting  with  reliable  forwarding  agents 
in  foreign  ports.  This  has  been  vigorously 
pushed,  and  this  committee  has  already 
completed  some  very  satisfactory  contract's 
and  has  many  others  well  under  way.  Un- 
der these  contracts  the  cost  of  receiving  and 
forwarding  goods  to  other  ports  or  interior 
cities  has  been  reduced  in  some  cases  to 
about  one-half  the  usual  rates.  Collections 
of  C.  O.  D.  shipments  can  be  made  through 
the  agents  with  whom  this  committee  has 
contracts  with  entire  safety  and  dispatch,  or 
in  case  shfpments  are  made  and  drafts 
drawn,  they  obtain  the  acceptance  of  the 
drafts  and  collect  them  when  due  at  re- 
duced cost.  This  will  be  a  valuable  feature 
for  shippers  sending  goods  to  Russia  and 
other  parts  of  the  continent  of  Europe, 
where  the  bankers  will  not  handle  document- 
ary drafts.  Through  these  agents  the  com- 
mittee is  able  to  contract  at  a  definite  rate 
for  storage,  by  which  goods  can  be  stored 
and  insured  at  reasonable  rates,  and  be  at 
all  times  under  the  control  of  the  shipper 
through   this  bureau. 

Substantial  Reductions  in  Freight. 

Contracts  have  also  been  made  with  trans- 
portation lines  from  seaports  in  other  coun- 
tries to  interior  and  coast  cities,  by  which 
substantial  reductions  in  cost  of  transpor- 
tation have  been  obtained.  By  reason  of 
these  various  contracts,  the  committee  is 
now  able  to  inform  shippers  or  buyers  of 
the  exact  cost  of  transportation  from  cer- 
tain ports  in  this  country  to  nearly  every 
port  throughout  the  world,  and  nearly  all 
principal  cities  of  Europe,  and  it  hopes  in 
the  near  future  to  be  able  to  give  like  in- 
formation to  every  city  of  importance  in  all 
foreign  countries. 

Express  Rates  also  Reduced. 

This  committee  believed  that  a  large  sav- 
ing could  be  effected  in  the  matter  of  foreign 
express  service;  therefore  it  has  gone  into 
this  matter  thoroughly  and  is  pleased  to  re- 
port that  it  has  been  able  to  make  contracts 
by  which  the  cost  of  sending  goods  by  ex- 
press to  foreign  countries  has  been  largely 
reduced,  in  some  cases  fully  one-half,  and 
tias  besides  greatly  simplified  the  methods 
for  such  work. 

Forwarding  Shipments  for  flembers. 

This  committee  at  first  thought  it  would 
not  undertake  the  attending  to  details  of 
actual  shipments,  but  it  soon  found  that  to 
be  necessary;  therefore  it  has  completed 
arrangements  and  organized  a  service  by 
which  it  is  now  receiving  shipments  from 
members  and  attending  to  all  details  per- 
taining to  same,  and  is  pleased  to  report 
that  it  has  been  able  to  render  valuable  aid 
to  those  members  who  have  made  use  of 
its  service,  and  is  now  prepared  to  attend 
to  all  shipments  that  members  may  favor 
it  with 

Pass  Book  System  Insures  Safe  Sales. 

The  pass  book  system  for  the  retailing 
of  bicycles  is  being  quite  generally  adopt- 


ed by  the  cycle  dealers  of  Buffalo.  This 
plan  requires  the  payment  of  $1  each 
week,  which  amount  is  credited  in  a  book 
furnished  by  the  dealer  for  that  pur- 
pose, until  a  specified  sum  is  credited. 
When  the  credits  reach  this  sum  the 
holder  of  the  book  is  entitled  to  a  bicycle 
upon  which  subsequent  payments  of  $2.50 
weekly  are  required  until  the  machine  is 
paid  for.  The  system  was  tried  here  last 
year  for  the  first  time  and  was  pro- 
nounced the  best  of  the  instalment  plans 
in  use.  It  affords  a  protection  to  the 
dealer  and  places  the  bicycle  within  the 
reach  of  everyone.  The  dealer  has  near- 
ly one-half  of  the  purchase  price  in  his 
hands  before  a  machine  is  let  out  and 
this,  together  with  the  weekly  payments 
of  $2.50,  places  him  in  a  position  where 
loss  is  reduced  to  a  minimum. 


PLANS  FOR  SPRING  SHOW 


New  York  Promoters  to  Bring  Retailers  and  Public 
Together  at  Opening  of  Riding  Season. 


The  spring  cycle  show  which  is  to  be 
held  in  New  York  city  in  the  Grand  Cen- 
tral Palace  at  the  opening  of  the  outdoor 
riding  season,  the  week  of  March  23  to 
April  1,  under  the  management  of  Allen 
S.  Williams,  has  been  arranged  for  the 
benefit  of  the  local  dealers  and  the  pub- 
lic in  their  relations  with  each  other.  A 
thorough  canvass  of  the  local  trade  has 
demonstrated  that  the  dealers  of  New 
York  city  are  ready  to  welcome  an  op- 
portunity to  reach  the  riding  public  at  a 
time  when  it  is  ready  to  invest  in  bicy- 
cles, fittings,  lamps,  and  other  sundries, 
particularly  if  no  restrictions  are  placed 
on  orders  being  taken  and,  in  the  case  of 
the  smaller  sundries,  goods  being  sold 
over  the  counter. 

Aside  from  the  reasonable  rate  at  which 
the  spaces  will  be  disposed  of,  and  the 
ample  room  that  each  will  contain,  un- 
usual concessions  will  be  made  in  the 
supply  of  platforms,  railings  and  electric 
lighting. 

Besides  the  customary  trade  exhibits, 
special  displays  are  to  be  made  which 
will  interest  the  general  public.  Under 
this  head  will  come  the  most  elaborate 
showing  of  racing  trophies  ever  gathered 
together. 

Durin.g  the  week  of  the  show,  parlors 
are  to  be  set  aside  without  charge  for 
the  meetings  of  any  organization  in  the 
cycle  trade.  The  League  of  American 
Wheelmen  will  be  invited  to  occupy  a 
booth,  and  so  will  the  New  York  state 
division  of  the  Century  Road  Club  of 
America. 

Bretz  Will  Aid  Peck. 

Jacob  S.  Bretz,  who  for  a  long  time 
has  been  prominently  connected  with  R. 
H.  Wolff  &  Company,  will  on  February  1 
become  assistant  manager  of  the  Barnes 
Cycle  Company.  Arthur  R.  Peck,  the 
general  manager  of  the  Barnes  company, 
will  not  relinquish  his  interest  in  or  po- 
sition with  the  company,  but  on  account 
of  the  press  of  outside  business  affairs 
finds  it  necessary  to  pass  over  the  bulk  of 
his  work  to  the  competent  hands  of  Mr. 
Bretz. 

Milwaukee  Repairmen  Organize. 

Preliminary  steps  have  been  taken 
toward  organization  by  the  repairmen  of 
Milwaukee,  with  the  object  of  regulating 
wages  and  prices  for  repair  work.  About 
twenty  signatures  were  secured  to  a  peti- 
tion to  the  National  Bicycle  Workers'  Un- 
ion for  a  charter  for  a  local  organiza- 
tion. 


Attempt  to  Injure  Hilsendegen. 

George  Hilsendegen,  the  well  known  bi- 
cycle dealer  of  Detroit,  was  defendant  in 
a  case  in  the  chancery  court  a  fortnight 
ago,  brought  by  the  former  manager  of 
his  retail  store,  W.  C.  Rands,  who  sued  to 
recover  $1,500  capital,  $500  alleged  to  be 


The  Cycle  Age  and  Trade  Review 


413 


due  as  his  share  of  the  season's  profits, 
and  $150  for  salary.  In  rebuttal,  how- 
ever, Hllsendegen  stated  that  his  former 
manager  wanted  last  year  to  have  a  share 
in  the  business  and  agreed  to  invest 
$1,500  and  receive  $100  per  month  salary 
and  one-twelfth  of  the  profits.  Toward 
the  end  of  the  season  there  was  a  dis- 
agreement, he  alleged,  and  his  new  part- 
ner withdrew  and  instituted  suit.  Then 
he  stated  that  Hilsendegen  was  going  out 
of  business  and  asked  that  a  receiver  be 
appointed.  In  reply,  Hilsendegen  stated 
that  he  had  no  intention  of  disposing  of 
his  business  and  that  the  motion  was 
made  only  for  the  purpose  of  injuring 
him.  Altogether  he  claims  to  have  been 
damaged  to  the  extent  of  $4,000  by  Rands. 


TO  PAY  OVER  EIGHT  PER  CENT 


ENGLISH     PROFITS     THIS     YEAR 


LASLEY'S  APPEAL  CASE 


He  Will  Contend  That  Second  Hand  Trading  is  Not 
His  Business,  Being  Only  Incidental. 


Washington,  Jan.  28. — The  case  of  J.  D. 
Lasley,  who  was  convicted  some  time  ago 
of  being  an  unlicensed  second-hand  deal- 
er, will  be  argued  in  the  Court  of  Ap- 
peals on  February  7.  In  his  plea  Mr. 
Lasley  contends  that  his  dealings  in  sec- 
ond-hand bicycles  form  only  about  5  per 
cent  of  his  business  as  a  bicycle  dealer. 
That  is  to  say,  his  trade  in  second-hand 
bicycles  is  not  his  business,  but  is  a  very 
small  part  of  his  business,  and  is  merely 
incidental  to  it.  He  further  contends 
that  the  law  of  March  3,  1891,  was  never 
intended  for  the  class  of  business  men  to 
which  he  belongs,  it  being  inconceivable 
that  Congress  intended  any  such  scope 
to  be  given  to  the  law  by  the  use  of  the 
phrase,  "dealers  in  second-hand  personal 
property,"  a  phrase  which  is  in  common 
use  and  has  a  well  known  and  accepted 
meaning,  i.  e.,  those  who  deal  principally 
or  exclusively,  or,  to  use  the  language  of 
the  statute,  "whose  business  it  is,"  to 
deal  in  second-hand  personal  property. 

The  act  shows  upon  its  face  that  it  was 
intended  to  apply  to  junk  dealers  and 
pawnbrokers  and  others  who  fall  within 
the  general  class  to  which  junk  dealers 
and  pawnbrokers  belong,  and  was  evi- 
dently framed  for  the  purpose  of  facili- 
tating the  efforts  of  the  police  in  tracing 
stolen  property. 

In  the  event  that  the  decision  of  the 
lower  court  is  sustained,  the  bicycle  deal- 
ers, in  common  with  other  merchants, 
will  strongly  urge  th-3  repeal  of  the  stat- 
ute. 

EXPORTERS  NOT  CONCERNED 

American  Manufacturers  Think    Action  of  Qerman 
Hakers  Will  Have  Little  Effect. 


Further  communications  upon  the  sub- 
ject of  the  action  of  the  German  bicycle 
makers  in  denying  credit  to  agents  who 
handle  American  bicycles  are  herewith 
presented: 

One  Way  of  Escaping  Effects. 

The  failure  of  the  German  prohibitory  im- 
port duty  and  the  after  action  of  the  Ger- 
man manufacturers'  association,  we  are 
pleased  to  state  does  not  affect  the  Racycle, 
inasmuch  as  our  bicycles  are  now  being 
manufactured  in  Germany,  and  have  been 
for  the  past  six  months  or  more.  It  may 
also  be  of  interest  to  know  that  we  will 
commence  the  manufacture  of  the  Racycle 
in  Canada  within  the  next  two  weeks. 

The  Miami  Cycle  &  Mfg.  Co. 

Will  Not  Affect  Responsible  Dealers. 

"We  do  not  think  the  arbitrary  stand  taken 
toy  German  manufacturers  would  have  much 
effect  upon  dealers  who  have  ample  capital 
to  carry  on  their  business  with,  as  they 
could  very  readily  buy  their  goods  for  cash, 
as  well  as  handling  the  American  lines  they 
usually  reipresent.  It  will  not  affect  us  in 
any  way  whatever. 

IVEE-JOHNSON   ARMS  &  CYCLE  WoKKS. 

Will  Cut  Off  Some  Trade. 

The  proposed  action  of  the  German  Bicycle 
Manufacturers'  Association  will  undoubtedly 
cut  off  some  of  our  trade  for  the  present  at 
least,  but  as  we  have  all  we  can  do  for  the 
present  we  are  not  worrying  over  the  mat- 
ter. These  things  usually  right  themselves 
n  time.  The  Geneva  Cyc3:,e  Co. 


Price    Cutting    is    Expected  —  Machines 

Listing  at  $50  Will  Command 

Ready  Sale. 


It  is  calculated  that  in  the  present  year 
the  average  English  cycle  making  firm 
will  make  Sy2  per  cent  on  the  actual 
cash  invested.  Last  year  the  profit  was 
7  per  cent,  and  the  year  before  13  per 
cent. 

It  is  by  the  Irish  Cyclist  reckoned  that 
in  the  entire  cycle  trade  and  its  ramifica- 
tions $155,000,000  is  invested.  The  fig- 
ures are  too  large,  as  they  were  based  on 
the  returns  of  many  prospectuses  which 
never  got  their  full  capital.  Probably 
$135,000,000  would  be  nearer  the  mark. 

Total  Capital  is  $135,000,000. 

Taking  the  returns  of  the  leading  com- 
panies, whose  aggregate  capital  is  $56,- 
250,000,  it  is  found  that  in  1897  there  was 
a  net  profit  of  about  $7,250,000  made,  or 
an  average  profit  of  13  per  cent;  .that  is, 
dividend  paying  profit. 

On  the  capital  of  $56,250,000  there  has 
been  a  decline  in  dividend  profit  of  $3,- 
257.905  in  1898,  as  compared  with  1897. 
Taking  these  figures  and  working  them 
out  for  the  total  cycle  trade  capital  of, 
say,  $135,000,000,  it  is  found  that  share- 
holders lost  about  $7,818,970  profit  last 
year.  In  all  probability,  however,  the 
total  loss  would  come  out  at  a  much  big- 
ger figure,  for  no  account  is  taken  of 
mushroom  firms  which  lost  money  on 
their  trading. 

Rich  Harvest  for  Insiders. 

Out  of  the  $56,250,000  the  Dunlop  com- 
pany holds  40  per  cent.  Out  of  the  total 
profit  they  earned  56  per  cent.  Again, 
taking  the  entire  cycle  trade  capital  at 
$135,000,000,  the  total  net  profits  last  year 
work  out  approximately  at  $9,754,275,  and 
of  this  the  Dunlop  company  earned  al- 
most one-fourth. 

The  higest  dividend  of  the  year  was 
paid  by  the  Palmer  Tire  Company,  40 
per  cent  being  the  abnormal  figure.  On 
a  capital  of  $245,000,  they  earned  $120,- 
950. 

Price  Cutting  Will  be  Prevalent. 

Profits  in  1899  will  be  affected  by  price 
cutting.  There  has  been  over-production. 
Firms  with  big  factories  must  keep  their 
works  going,  and  to  do  so  are  prepared 
to  reduce  the  profits  to  a  very  small  mar- 
gin. Other  firms  are  in  the  unfortunate 
condition  of  having  large  stocks  and  no 
working  capital.  To  turn  the  stocks  into 
working  capital,  they  will  sell  even  at  a 
loss.  Worse  still  will  be  the  effect  caused 
by  the  inevitable  liquidation  of  a  num- 
ber of  the  mushroom  concerns  floated 
during  the  boom  year  or  of  those  that 
were  launched  with  such  absurdly  small 
working  capital  that  they  cannot  con- 
tinue in  business.  These  concerns  also 
have  stocks  which  must  be  disposed  of  at 
less  than  cost  price  by  forced  sales  either 
under  the  auctioneer's  hammer  or  other- 
wise. Then  there  will  be  the  competition 
of  new  firms  possessing  no  good  will,  who 
will  only  seek  to  make  a  profit,  say  of 
10  per  cent  on  the  actual  cash  invested. 

The  Demand  for  Cheap  Machines. 

A  very  large  proportion  of  the  trade 
will  be  done  in  a  ten  guinea  mount,  ana 
no  matter  hov/  careful  or  capable  the 
makers  may  be,  the  utmost  net  profit 
they  can  legitimately  make  on  such  ma- 
chines is  about  $5  each,  or  in  other  words 
10  per  cent  on  their  turnover.  If  there 
was  no  goodwill  this  would  be  a  fairly 
satisfactory  return,  but  every  public  com- 
pany is  saddled  with  goodwill,  some  to  a 
moderate  extent,  but  in  most  represent- 
ing far  more  than  the  tangible  assets.  It 
will  easily  be  understood  that  in  these 
cases  10  per  cent  on  the  turnover  will  rep- 


recent  a  comparatively  small  return  on 
the  total  capital.  In  many  cases  not  even 
10  per  cent  will  be  earned  on  the  turn- 
over in  cheap  machines. 

The  Belgians  and  the  Germans  can 
completely  undercut  the  English  in  the 
cheapest  class  of  bicycles.  For  example, 
it  is  said  that  the  Belgians  can  now  sell 
machines  wholesale  in  England  fitted 
with  English  tires,  saddles  and  chains  at 
a  trifle  over  $25  each. 

Estimating  the  Turnover  for  1899. 

The  turnover  of  the  firms  that  weather 
the  storm  with  few  exceptions  can  scarce- 
ly be  as  large  as  last  year,  notwithstand- 
ing that  more  machines  will  be  sold  in 
the  aggregate.  The  forced  sales  of  old 
stocks  will  affect  them,  and  most  of  the 
leading  firms  have  been  afraid  to  make 
stock,  so  that  no  matter  what  the  de- 
mand is  when  the  season  opens,  they  can 
only  do  lOur  or  five  months  trade  at  any- 
.-  mg  like  full  pressure. 

To  sum  up,  therefore,  it  is  believed  that 
the  good,  solvent  concerns  will  only  be 
able  to  earn  for  the  present  year  a  net 
profit  of  from  5  per  cent  to  12  per  cent 
on  the  actual  cash  invested  in  their  busi- 
nesses or  an  average,  say,  of  8%  per  cent. 
That  is  to  say,  supposing  a  firm  doing 
averagely  well  has  a  capital  of  $1,000,000, 
and  if  res  goodwill  stands  at  $500,000,  and 
plant,  working  capital,  premises,  etc.,  at 
$500,000,  the  net  profits  will  work  out  at 
about  $^2,500,  enabling  a  dividend  of 
about  3%  per  cent  to  oe  paid.  Some  will 
do  better  and  others  worse.  Of  course, 
where  the  goodwill  is  small  the  dividend 
may  be  5%  or  even  more. 


Exports  of  Cycles  and  Materials. 

Exports  of  bicycles  and  bicycle  mate- 
rials from  the  port  of  New  York  for  the 
week  ending  January  24  are  recorded  as 
follows : 

Bicycles.  Materials. 

Holland    $4,007  $4,045 

England   1,810  5,362 

Denmark  ..    3,346  3,701 

British  Africa  5,955 

Italy   4,544  2,550 

British   East   Indies 5,198  

Russia   149  4,174 

Australia  2,453  1,2S0 

Germany   2,720  89 

Sweden   538  431 

Argentine   Republic    880  20 

Belgium 125  626 

British  West  Indies 324  211 

Turkey    375 

Cuba   150  18 

Brazil   80  84 

Other  countries   129  2 

Totals    $32,783  $22,593 


r        Will  Attend  to  Paris  Exhibits 

The  Cycle  Age  is  able  to  refer  an  Amer- 
ican manufacturer  of  bicycles,  tires  or 
accessories  who  contemplates  an  exhibit 
at  Paris  in  1900  to  an  American  at  pres- 
ent in  Europe,  who  can  handle  every  de- 
tail. The  gentleman  in  question  can 
arrange  for  space,  fit  up  the  exhibit,  clear 
goods  through  customs,  make  transla- 
tions, and  has  an  excellent  connection 
among  European  buyers. 


Decision  Against  Barnes  Co.  Reversed. 

A  new  trial  has  been  granted  in  the 
case  of  the  Barnes  Cycle  company  against 
Charles  M.  Reed,  brought  to  recover 
$3,018  as  surety  for  Leo  Chlaudecker,  who 
was  agent  for  the  company.  A  verdict 
for  the  defendant  was  rendered  in  the 
circuit  court  at  .  Pittsburg,  but  Judge 
Acheson,  of  Philadelphia,  reversed  the 
finding. 

If  a  contract  expressly  provides  that 
delivery  shall  be  made  at  a  certain  place 
the  seller's  title  to  the  property  is  not 
divested  until  delivery  has  been  made 
at  such  place. 

The  Pittsburg  Cycle  Board  of  Trade 
has  decided  to  hold  a  local  bicycle  show 
during  the  week  of  February  11  to  18. 


414 


The  Cycle  Age  and  Trade  Review 


AGENTS  EXPECT  HEAVY  SALES 


High  Priced  Bicycles  Will  be  in  Strong  Demand— flaker's 
Reputation  Valuable  This  Year 


The  commercial  reputation  of  a  bicycle 
maker  will  play  a  very  important  part  in 
the  approaching  season  of  sales.  This  is 
the  opinion  of  many  bicycle  agents  who 
have  been  solicited  to  hazard  a  guess  as 
to  what  the  future  contains,  both  for 
them  and  the  establishments  they  repre- 
sent. It  seems  to  be  the  general  opinion 
that  the  volume  of  sales  will  be  in- 
creased, a  conclusion  reached  upon  con- 
sideration of  the  lower  prices  which  are 
ruling  upon  machines  of  all  grades  as 
well  as  the  improved  condition  of  general 
commercial  affairs. 

Standard  Patterns  Will  Sell  Well. 

Quite  an  important  prophecy  is  vari- 
ously put  forth  in  the  appended  commu- 
nications with  respect  to  the  sale  of  high 
priced  machines.  It  is  believed  in  many 
parts  of  the  country  that  standard  pat- 
terns will  sell  to  better  advantage  in  the 
coming  season  than  heretofore,  and  ex- 
cellent reasons  are  adduced  in  support  of 
this  belief,  the  chief  of  which  is  that  the 
slight  difference  in  cost  between  standard 
bicycles  and  those  which  are  nearest  to 
them  in  grade  competition  will  prove 
helpful  to  the  high-priced  models  and 
correspondingly  disadvantageous  to  those 
which  are  sold  at  prices  slightly  under 
them.  It  is  at  this  point  that  the  reputa- 
tion of  the  makers  of  standard  goods 
plays  a  conspicuous  part. 

Reigning  Cunditions  Are  Favorable. 

To  be  sure,  it  is  as  yet  a  little  early  to 
indulge  in  prophecy  of  this  sort.  A  delay 
in  the  breaking  of  the  winter  in  the 
northern  states  or  the  sudden  appearance 
of  an  unlooked-for  event  in  the  national 
life  might,  as  was  the  case  last  year, 
suddenly  put  an  end  to  day  dreams.  The 
reigning  conditions,  however,  so  far  as 
they  may  be  useful  in  piercing  the  fut- 
ure, are  favorable.  Here  and  there  local 
conditions  will  operate  disastrously  to 
the  retail  cycle  trade,  oarticularlv  in  such 
quarters  as  are  affected  by  strikes,  bad 
crops,  and  the  like  evils,  which  are  un- 
avoidable even  at  a  time  when  the  mass 
of  the  people  are  in  a  condition  of  pros- 
perity. 

Not  Satisfied  With  Treatment  Received. 

I  think  sales  may  be  somewhat  greater 
than  last  vear  if  weather  holds  good.  I 
th'nk  the  lowered  list  prir-e  win  make  no 
difference  as  the  people  who  will  buy  the 
$50  machines  this  year  would  have  bought 
them  just  the  same  if  last  year's  list  had 
been  adhered  to;  others  will  buy  the 
wheels  selling  at  $25.  There  will  be  very 
little  difference  in  ordering  by  the  dealers, 
although  some  are  going  out  of  tlie  busi- 
ness. As  for  ourselves,  we  shall  pay  more 
attention  to  the  repair  part  of  the  business, 
as  we  are  not  satisfied  with  the  way  the 
manufacturers  have  treated  the  agents  In 
the  past— thev  have  catered  to  the  hardware 
and  department  store  trade  and  neglected 
the  agents  who  have  made  their  business, 
althoue-h  we  win  say  there  have  been  a  few 
except'ons. 

New  Hampshire  F.  B.  Parshley&  Co. 

Dealers  Reducing  Their  Lines. 

The  general  impression  is  that  fewer  bi- 
cycles will  be  sold  this  season  than  in  '98 
in  this  city.  The  lowered  list  will  have 
little  effect  here.  Dealers  are  buying  more 
carefully  and  not  so  many  kinds. 

New Hamishire.  R.  E  WilM'^ t. 

Evils  Descending  from  Last  Year. 

I  think  that  the  sales  of  bicycles  will  be 
less  than  last  year  because  there  is  not  the 
interest  shown  by  riders  that  there  was 
last  season.  Lowered  prices  will  have  a 
good  effect  upon  the  public,  but  bad  effect 
on  the  dealers.  Bicycles  this  season  w.'ll 
cost  the  dealers  about  the  same  as  they  did 
last  season,  while  list  prices  are  not  nearly 


so  high.  A  large  proportion  of  machines  put 
out  last  year  were  of  low  grade  and  were 
listed  for  nearly  twice  what  they  were  ex- 
pected to  be  sold  for.  That  class  of  bicycles 
was  handled  mostly  through  department 
stores,  and  parties  selling  them  offered  large 
discounts  to  the  public  to  buy  them,  which 
discount  was  taken  advantage  of.  They 
also  allowed  for  old  mounts  double  what 
they  would  sell  for.  Now  this  season  riders 
are  looking  for  the  same  thing,  which  no 
dealer  can  afford  to  do  if  he  depends  upon 
the  bicycle  business  for  a  living.  Dealers 
are  not  buying  more  freely  than  last  sea- 
son. There  are  not  so  many  in  the  business 
and  those  that  are  in  it— that  is,  those  who 
are  Ir  the  bicycle  business  alone— are  more 
careful  what  they  buy. 
Ma!^sachu>elts.  J.  A.  Ti.vpasy. 

Will  Feel  Effects  of  General  Prosperity. 

I  am  looking  for  increased  sales  in  '99  be- 
cause it  will  be  a  prosperous  year  in  busi- 
ness generally.  The  lowered  list  prices  will 
have  a  tendency  to  increase  the  bicycle 
trade  and  to  dispose  of  better  grade  goods. 
I  am  buying  somewhat  more  freely  this  sea- 
son, but  do  not  know  about  the  other  deal- 
ers in  town. 
Vermont.  E.  Frank  Lam. 

Dealers  Consulting  Conditions. 

Sales   in    this   city   will   be   larger   than    in 
'98,    the    effect    of   lowered    list    prices   being 
to   increase   the  demand.     Dealers  are   buy- 
ing more  carefully  than  usual. 
Matsach  usctts.  H  h  DGES  CYCLE  Co. 

More  Sales  Expected. 

The  sales  of  bicycles  will  be  greater  this 
season  than  in  "98.  as  the  lowered  list  prices 
will  create  more  demand.     Dealers  are  not 
yet  buying  as  freely  as  usual,  however. 
MttSSttchusetis.  CJAKDSEK  R.  Hathaway. 

Strike  Spoils  Local  Prospects. 

The  sales  of  bicycles  in  this  city  will  be 
less  than  in  '98,  although  the  lowered  list 
prices  will  create  more  sales  than  if  prices 
had  remained  the  same.  The  dealers  are 
not  buying  as  freely  as  usual.  There  is  a 
general  stiike  going  on  here  and  more  than 
3,000  people  are  thrown  out  of  work,  thereby 
bringing  business  to  a  standstill. 

Massachusetts.  Maklbobo  Rubber  Co. 

Public  Convinced  at  Last. 

We  expect  to  do  a  larger  business  this 
year.  We  think  the  general  public  feels 
confident  that  prices  are  about  as  low  as 
possible  and  that  a  satisfactory  bicycle  can 
be  bought  for  $25  or  $35,  which  enables 
many  more  people  to  buy.  Dealers  Jiere 
are  ordering  samples  much  earlier  than 
usual. 

Counecticut.  C.  H.  Minxhin  &  Co. 

Will  Keep  Standard  Goods  on  Ilarket. 

I  think  sales  will  be  about  a  third  larger. 
I  believe  lower  prices  will  be  the  means  of 
keeping  the  first-class  machines  on  the  mar- 
ket instead  of  flooding  it  with  cheap  ones. 
Dealers  seem  to  be  buying  more  freely 
than   usual. 

Counecticut.  G.  B.  Parsons. 

Sales  Win  be  About  the  Same. 

Sales  will  be  about  the  same  this  season 
as  in  '98,  lowered  prices  tending  to  increase 
the  demand  somewhat.  Dealers  are  not  buy- 
ing freely  at  the  present  time. 
Connecticut.  D.  s.  Spencer. 

Shoddy  Goods  Will  be  Crowded  Out. 

More  bicycles  will  be  sold  this  year  than 
in  '98,  the  demand  for  them  being  for  busi- 
ness purposes  as  a  means  of  locomotion  and 
not  generally  for  pleasure  as  in  the  past 
two  seasons.  The  lowered  list  prices  will 
make  customers  for  high  grade  machines 
and  ruin  the  sale  of  cheap  wheels— that  is, 
the  shoddy,  thrown  together  kind.  The 
dealers  are  not  buying  so  freely  as  usual 
this  season,  but  are  all  waiting  for  spring 
and  to  see  just  where  they  can  get  the  best 
bicycles  for  the  least  money. 
Delaware.  Howard  G.  Sapp. 

Outlook  Much  Improved. 

We  are  unable  to  fully  determine  from 
the  present  outlook  what  the  season  will  be, 
but  the  prospect  is  a  great  deal  more  fa- 
vorable  than    last   year    at    this    time.     The 


lower  prices  will,  we  think,  have  a  tendency 
to  induce  the  people  to  exchange  their 
mounts  for  others  more  up-to-date.  "When 
the  dealers  open  up  for  the  season  they 
will,  we  believe,  buy  more  sample  machines 
than  they  have  recently  done.  We  have 
placed  orders  for  about  three  times  as  many 
as  we  have  ever  ordered  before.  We  do  this 
thinking  it  will  make  more  of  an  impression 
on  the  public  and  induce  them  to  buy,  where 
they  would  not  if  they  did  not  see  the  goods 
and  notice  the  Improvements. 
Rhode  Islaud.  Crescent  Cycle  Co. 

Reputable  Goods  Will  Have  the  Call. 

Sales  will  be  greater  than  in  '98.  Low 
prices  will  have  no  effect.  A  good  make  of 
bicycle  at  a  fair  price  will  take  the  lead. 
Dealers  are  not  buying  any  more  freely  than 
usual  as  yet,  but  we  believe  they  will  later 
on. 
New  Jersey.  Bridgeton  Cycle  Co. 

Buying  More  Heavily  Than  Usual. 

The  sale  of  bicycles  in  this  vicinity  with 
me,  at  least,  will  be  greater  this  year  than 
last,  because  I  have  more  machines  spoken 
for  already  by  good  parties  than  I  sold  the 
whole  of  last  year.  Lower  list  prices  will 
have  a  tendency  to  create  more  demand  for 
wheels  among  the  middle  class.  What  the 
other  dealers  are  doing  I  am  not  able  to 
say,  but  as  for  myself,  I  am  buj'ing  more 
heavily  than  in  any  season  heretofore. 
New  Jersey.  Bud  Vaughn. 

Run  on  Cheap  Bicycles  Expected. 

We  expect  to  sell  more  bicvcles  this  year 
than  last,  because  we  are  selling  them  at  a 
smaller  profit  and  they  are  better  looking 
machines  than  formerly.  Lower  prices  will 
certainly  sell  more,  as  this  is  a  cheap  town 
and  supports  lots  of  dry  goods  store  whee's, 
which  are  used  by  the  work'ng  classes.  The 
wealthv  patronize  Philadelphia,  only  thirty- 
five  miles  away.  We  had  a  big  run  on  $25 
wheels  of  our  own  make  in  '98. 
New  Jersey.  Vineland  Cycle  House. 

Dealers  Pushing  Their  Own  riakes. 

The  sale  of  bicvcles  for  '99  will  be  about 
the  same  as  in  '98  for  the  reason  that  bi- 
cycle riding  has  ceased  to  become  a  fad 
and  the  riders  wi'l  purchase  only  through 
necessity  due  to  wear  and  tear,  which  will 
keep  the  sales  about  normal.  The  prices 
are  practically  the  same  here  as  last  vear. 
The  purchasing  tendency  seems  to  settle  on 
low  price  guaranteed  machines.  Reliable 
makes  and  the  sale  of  strictly  high  grade 
wheels  for  more  than  $50  will  fall  behind. 
The  dealers  are  not  buying  as  freely  as 
usual  w'th  the  exception  of  mvself.  Thej' 
are  pushing  bicycles  of  their  pw^n  m-^nufac- 
ture.  which  sell  at  about  $35.  Therefore  the 
buying  of  manufactured  machines  Is  prac- 
tically limited  to  myself. 

New  Jersey.  Benj.  A.  Luther. 

Beginning  to  Realize  Bicycle's  Utility. 

Sales  In  our  city  wi^l  probably  be  greater 
this  season  than  in  '98.  for  the  peonle  are 
beHnning  to  realize  what  a  necessity  and 
convenience  the  bicvole  is  here,  where  we 
have  good  mads  and  fairly  good  weath°r. 
Since  the  nrice  list  has  been  lowered  more 
persons  will  be  able  to  purchase  for  the 
first  time,  and  old  riders  can  obtain  new 
mounts.  Fnr  the  most  part  dealers  here  buy 
as  the  orders  come  in  and  do  not  carry  a 
large  stock. 
New  .Terspy.  John  H.  Bawden  Jr 

riire  Reputable  Hachines  Will  be  Sold. 

We  predict  fewer  sales  here  in  consequence 
of  the  dealers  being  more  conservative  in 
making  credit  sales  and  also  in  taking  sec- 
ond hand  bicycles  in  trade.  We  expect  as 
far  as  our  own  sales  are  concerned  to  sell 
more  ne'w  machines,  however,  as  we  are  re- 
fucinsr  second  hand  wheels  in  exchance.  ex- 
cepting at  very  low  prices  or  allowances; 
consequentlv  we  will  sell  chean  new  goods 
where  we  formerlv  sold  second  hand  goods 
to  this  class  of  trade.  Customers  will  take 
the  better  machines  for  the  same  prices  they 
were  willing  to  pay  in  '98.  There  are  fewer 
dealers  here  than  a  year  ago  and  these  are 
buying  more  conservatively,  although  per- 
sonallv  wp  are  placing  orders  about  as  usual 
during  '96-7-8. 
New  Jeriey.  Garretson  Cycle  Co. 

Dealers  Buying  Cautiously. 

We  think  that  the  sale  of  bicycles  In  this 
town  will  be  at  least  enual  if  not  greater 
than  for  the  past  two  seasons.  The  lower 
prices  will  cause  a  bigger  demand.  Most  of 
the  dealers  here  have  been  burnt  the  last 
year  or  two,  so  are  not  buying  much. 

Maryland.  Wm.  A.  Morse. 

Public  Wants  Good  Bicycles  Cheap. 

The  outlfok  Is  very  encouraging  and  with 
a  fair  season  sa'es  should  be  larger.  A  good 
bicvcle  for  $25  is  what  the  people  have  been 
trvlnsr  to  get  fnr  several  years,  and  this  Is 
the  first  season,  in  my  mind,  when  one 
could    get   a   good    machine  for    so    small    a 


The  Cycle  Age  and  Trade  Review 


415 


sum.    I  will   not   do  any   ordering   until   the 
weathe-  gets  normal  again,  it  having  been 
bad  sin'ie  October. 
Virgluia.  C.  B.  M.  Kennie. 

Low  Price  of  Cotton  Injures  Prospects. 

I  think  sales  in  our  city  will  be  less  this 
year.  The  demand  is  supplied  and  there  is 
a  scarcity  of  money,  owing  to  low  price  of 
cotton.  The  lowered  list  prices  will  very 
likely  have  some  effect  in  increasing  the 
demand,  for  the  lower  prices  place  wheels 
within  the  reach  of  the  negroes  and  poor 
whites.  Dealers  in  our  neighborhood  are 
not  buying  any  more  freely  than  usual. 

Souih  Carolina.  Sol.  J.  Ryitenberg. 

Sales  Will  be  increased. 

The  sale  of  bicycles  will  be  greater  this 
season  than  in  '98,  one  of  the  causes  being 
the  lowered  list  prices.  The  dealers  in  this 
nelghborhod  are  buying  more  freely  than 
usual. 

Alabama.  W.  M.  Floeenxe  Cycle  Co. 

Riders  Will  Practice  Econnomy. 

Fewer  bicycles  will  be  sold  this  season 
than  last,  as  the  consumers  are  nearly  all 
supplied,  and  agents  cannot  afford  to  take 
second-hand  machines  in  exchange.  The  re- 
duced list  prices  will  make  the  Inclination  to 
buy  strong,  but  riders  will  say,  "Wait  until 
I  sell  my  old  wheel."  Dealers  are  not  buy- 
ing so  freely  as  usual  this  season. 
Pennsylvauia.  Wakken  Savings  Bank. 

High  Priced  Machines  Will  Sell  Best. 

I  am  looking  for  greater  sales  this  season 
than  in  '98,  everything  being  favorable.  The 
low  priced  bicycles  will  not  sell  as  readily 
as  the  $50  to  $75  machines.  I  will  carry  a 
larger  stock  than  I  had  last  year  ,but  don't 
know  arout  the  other  agents. 

Pennsylvania,  James  S  Lyons. 

Decreased  Trade  Expected. 

We  think  that  the  sale  of  bicycles  will  be 
less  this  season  than  in  '98,  notwithstanding 
the  lowered  list  prices  may  have  a  tendency 
to  stimulHte  the  demand.  Dealers  are  not 
lauying  as  freely  as  usual  this  season. 

Penus>  Ivanla.  Eby  &  SPoneboyr. 

Chance  for  Enterprising  Salesmen. 

I  fully  expect  a  better  trade  this  season 
than  last,  although  I  made  more  money  last 
season  than  in  any  previous  year.  Plenty 
of  morey  and  work  in  the  vicinity  is  my 
reason  for  expecting  an  Increased  trade.  The 
lowered  list  prices  will  have  the  desired  ef- 
fect. The  price  of  high  grade  wheels  is  so 
near  the  average  purchaser's  price  that  he 
will  strain  a  point  and  pay  the  difference. 
My  customers  have  so  expressed  them- 
selves. The  disposition  of  the  rider  this 
season  is  to  buy  as  high  priced  a  machine 
as  it  Is  possible  for  him  to  purchase.  It  is 
quality  they  are  after  this  year,  and  the 
new  prices  have  inspired  that  desire.  Deal- 
ers are  buyng  very  judiciously  what  they 
are  absolutely  sure  of  selling  before  the 
season  is  well  past.  This  is  the  year  for 
good  salesmen  to  get  In  their  work,  as  they 
can  sell  to  purchasers  who  have  been  pay- 
ing the  past  two  seasons  $25  per  wheel,  a  $35 
or  possibly  a  $40  machine.  Customers  who 
paid  $35  can  easily  be  induced  to  pay  $50. 
And  the  others  will  buy  chalnless  bicycles 
and  be  up-to-date  and  happy. 

Pennsylvania  0.  W.  Keefeb. 

Outlook  is  for  Hore  Sales. 

Present  indications  are  that  sales  will  be 
greater  than  in  '98.  The  lowered  list  seems 
to  be  the  demand  of  the  trade. 

Ohio.  L.  V.  Lash  &  Co. 

More  High  Class  Hachines  Will  be  Sold. 

I  think  the  sale  of  bicycles  in  our  city  and 
vicinity  will  be  greater  this  year  than  last 
and  that  on  account  of  the  reduction  of 
prices  a  larger  percentage  of  high  class 
machines  will  be  sold.  The  dealers  here  are 
very  conservative  and  are  not  buying  lib- 
erally  now. 

Ohio.  J.  K.  BowMAJi. 

Dealers  Slow  in  Ordering. 

I  think  that  the  bicycle  trade  here  will  be 
about  the  same  as  in  '98.  From  $25  to  $35 
bicycles  are  what  the  average  rider  wants 
here  this  year.  I  believe  the  local  dealers 
are  holding  back  a  little  more  than  they 
have  in  the  past. 

Ohio.  W.  E.  Rex. 

Slow  Collections  Expected  to  Hurt. 

There  will  probably  be  fewer  sales  than  in 
'98,  as  money  was  never  harder  to  collect 
than  now.  This  will  largely  influence  the 
trade  and  only  the  lower  prices  can  cause 
equal  or  greater  sales.  Dealers  here  are  not 
buying  much  at  present. 

Ohio.  D.  S.  Prentice  &  Son. 

Purchasing  Power  Increased. 

I  think  more  bicycles  will  be  sold  this  sea- 
son than  last,  as  more  people  have  employ- 


ment.     Lowered    list    prices    will    help    the 
poorer   classes    to   get   wheels.     The   dealers 
are  buying  more  freely  than  last  season.     I 
have  several  more  lines. 
Ohio.  F.  S.  Gulp. 

Low  Prices  Suggest  Poor  Quality. 

I  think  this  season  will  be  a  good  one.  It 
Is  a  good  Idea  not  to  list  bicycles  too  low, 
for  price  governs  the  grade  of  the  machine. 
Dealers  are  buying  about  the  same  as  last 
year. 

Ohio.  Moses  Crumrine. 

Reduced  Prices  Will  Increase  Sales. 

I  think  we  will  sell  more  bicycles  than  last 
season,  on  account  of  the  lower  prices  this 
year.  Dealers  are  buying  a  few  machines. 

Kentucky.  H.  A.  Reese. 

Sundries  Trade  on  Good  Basis. 

From  present  indications  the  sale  of  bi- 
cycles will  be  much  greater  than  in  '98.  The 
lowered  list  prices  will  be  an  Important  fac- 
tor in  this  increased  demand.  Our  dealers 
are  conservative  and  having  facilities  for 
getting  wheels  qulcklj',  carry  only  samples, 
but  a  much  better  feeling  exists.  The  bi- 
cycle sundry  trade  Is  nearer  to  a  legitimate 
business  basis,  and  altogether  more  satis- 
factory business  is  anticipated. 

Missouri.  J.  E.  Atkinson. 

A  Pessimistic  View. 

We  do  not  look  for  much,  if  any,  increase 
In  sales  this  season,  even  if  the  weather 
conditions  are  perfect.  Another  late  spring, 
as  in  '98,  and  the  sales  will  be  even  less,  as 
Interest  of  old  riders  Is  waning  and  there 
are  no  new  recruits.  We  do  not  think  that 
the  lowered  price  list  will  Increase  the  de- 
mand, as  the  person  who  will  purchase  a 
bicycle  at  the  present  list  would  have  done 
so  had  the  prices  remained  the  same.  Peo- 
ple who  have  been  waiting  for  prices  to  drop 
will  say,  "I  told  you  so"— and  wait  another 
year.  A  person  who  wants  a  bicycle  and 
has  the  money  will  invest  whether  the  prices 
be  lowered  or  not.  The  person  who  is  short 
of  funds  can  pick  up  good  second-hand 
wheels  any  time.  Dealers  are  not  making 
haste  to  place  orders,  as  in  former  years. 
Any  amount  of  good  machines  can  be 
bought  late  in  the  season. 

Missouri.  E.  L.  Chambeblin  &  Co. 

Expect  Larger  Business. 

We  think  that  the  sale  of  bicycles  will  be 
greater  this  season  than  in  '98,  because  of 
lowered  prices.  Dealers  here  have  not 
placed  their  orders  yet  so  far  as  we  know. 

Minnesota.  Dickerman  Bros. 

Lower  Prices  Will  Help  Trade. 

The  demand  will  be  greater  this  season 
because  buyers  can  now  get  a  first  class 
machine  at  a  reasonable  price.  A  great 
many  in  the  past  would  not  buy  an  inferior 
wheel  and  could  not  afford  a  good  one.  Oth- 
ers will  also  invest  in  new  mounts.  Dealers 
are  taking  more  interest  than  usual,  but 
they  never  lay  in  a  large  stock  at  this  point 
at  this  time  ol  the  year,  as  the  season  will 
not  open  here  until  the  first  of  April.  But 
most  dealers  have  closed  contracts  here 
for  '99. 

Minnesota. 


A.  L.  Hoffman  &  Co. 


Agents  Buying  Very  Freely. 

I  think  that  the  sales  of  bicycles  will  be 
much  greater  than  in  '98,  as  lowered  list 
prices  will  cause  some  people  to  buy  more 
freely.  The  dealers  in  this  city  have  con- 
tracted for  about  twice  as  many,  machines 
this  year  as  last. 
Minnesota.  G.  W.  Cline. 

Farmers  Want  Cheap  Hachines. 

I  am  of  the  opinion  that  there  will  be 
more  bicycles  sold  this  season  than  in  '98, 
as  the  lowered  price  list  will  increase  sales 
to  the  farmers,  who,  as  a  rule,  want  a 
cheap  article.  I  do  not  know  of  any  dealer 
in  this  section  who  has  as  yet  bought  any 
more  than  a  sample.  As  usual  no  buying  is 
done  here  until  March. 
Minnesota.  W.  H.  Davis. 

Winter  Riding  Helps  Trade. 

I  think  at  least  one-third  more  bicycles 
will  be  sold  here  in  '99  than  in  '98,  as  the 
lower  prices  will  actively  increase  the  sales. 
Dealers  are  purchasing  more.  We  have  had 
an  Ideal  bicycling  winter,  as  so  far  we  have 
not  lost  three  weeks  of  the  good  roads. 

Nebraska.  QoEJiN  City  jxepaik  Works. 

Better  Grades  Will  Sell  Well. 

We  expect  the  sales  to  be  greater  this 
season  than  in  '98,  owing  to  the  lowered  list 
prices.  Most  people  here  cannot  afford  to 
buy  high  priced  machines,  but  the  present 
prices  bring  them  within  their  reach.  I 
think  there  will  be  fewer  of  the  cheapest 
makes  sold,  as  there  is  such  a  small  differ^ 
ence  in  price  between  the  best  and  the  trash. 


No  dealers  besides  myself  have  as  yet  re- 
ceived samples. 
North  Dakota.  R.  J.  HoGHES  Jr. 

Country  Sales  Will  be  Better. 

Sales  here  the  coming  season  will  be  nor- 
mal. Lower  priced  bicycles  will  increase 
the  sales  In  the  country.  Dealers  are  not 
buying  freely. 

Mmntsota.  Fred  O'Reilly. 

Everybody  Has  Been  Supplied. 

The  sales  will  be  less  this  season  than  in 
'98,  as  nearly  every  one  Is  supplied.  The 
lowered  list  prices  will  have  no  effect.  For 
these  reasons  the  dealers  here  are  not  buy- 
ing as  many  machines  as  usual  this  season. 

Coloraao.  Smith  &  KtsTi,EE. 

Easy  Money  Will  Benefit  Trade. 

I  sold  about  thirty-five  bicycles  in  '98,  and 
expect  to  do  better  this  year,  as  money  Is 
getting  easier.  The  lowered  list  prices  will 
necessarily  enable  many  to  buy  who  could 
not  afford  to  buy  high  priced  wheels.  I  be- 
lieve that  I  am  the  only  local  dealer  who 
has  ordered  yet. 

Idaho.  c.  J.  Johnson. 

Buy  Bicycles  for  Business. 

We  believe  that  the  sales  will  be  slightly 
increased,  owing  to  prices  placing  the  ma- 
chines within  the  reach  of  many  who  could 
not  purchase  before.  The  lowered  list  prices 
also  create  a  desire  among  a  great  many 
riders  to  replace  their  old  mounts  with 
more  up-to-date  ones.  The  demand  Is  grad- 
ually changing  from  those  who  buy  for 
pleasure  riding  to  those  who  use  the  bicycle 
for  practical  purposes  and  would  not  ride 
except  for  economy.  Dealers  are  buying 
earlier  and  I  believe  some  are  placing  larger 
orders  this  year  than  last. 

Oregon.  RoscoE  Langley-. 

riore  Standard  Hachines  Will  be  Sold. 

We  expect  that  more  bicycles  will  be  sold 
this  season  than  In  '98.  The  effect  of  re- 
duced prices  will  be  to  cause  the  buyers  to 
.  give  more  attention  to  close  buying  and 
dealing  in  more  standard  lines.  The  deal- 
ers are  buying  about  25  per  cent,  more  than 
last  year. 
Oregon.  W.  T.  Booth  &  Son. 

Lower  Prices  Will  Hake  More  Sales. 

More   bicycles   will   probably   be    sold    this 
season  than  in  '98  because  of  lower  prices. 
The  dealers  In  this  neighborhood  are  buying 
the  same  as  last. 
Oregon.  Wm.  L.  Shiverick 

Dealers  Preparing  for  Large  Sales. 

I  think  the  sales  will  be  greater  this  year 
than  in  1898,  the  demand  being  helped  by 
the  lowered  list  prices.  Dealers  in  our 
nelghborhod    are   buying   more   freely    than 

USUaJ. 
KaLsas.  H.  I.  Spuelock. 

Asphalt  Paving  Will  Increase  Riding. 

We  expect  a  much  greater  demand  for  bi- 
cycles in  this  vicinity  this  year  than  ever 
before,  one  or  the  reasons  being  the  large 
amount  of  asphalt  paving  being  done  in 
this  city  and  another  the  low  prices  for 
which  the  high  grade  bicycles  are  being 
sold.  As  far  as  we  have  been  able  to  learn, 
the  dealers  of  this  city  have  been  buying 
quite  freely.  The  prospects  are  very  flatter- 
ing for  a  good  business. 

Texas.  C.  L.  &  Theo.  Bering,  Jr. 

Dealers  Cheerful  and  Ordering  Liberally. 

Sales  will  be  greater  than  last  year,  owing 
to  lowered  list  prices,  which  are  the  best  in- 
ducement to  wheel  life.  The  dealers  in  this 
neighborhood  are  buying  several  times  more 
freely  than  usual.  It  has  been  two  years 
since  theie  was  a  "craze,"  financial  condi- 
tions are  better,  and  all  prospects  are  en- 
couraging. 
Texas.  J.  E.  Light. 

Better  Quality  Will  be  in  Demand. 

The  sales  of  bicycles  this  season  will  fall 
considerably  short  of  those  of  '98.  The  low- 
ered price  list  will  have  no  effect.  I  think 
high  grade  bicycles  will  be  more  in  demand. 
Dealers  are  not  buying  as  freely  as  usual 
as  trade  at  present  is  too  uncertain. 

Texas.  March  Culmobb. 

Disgusted  With  "Nasty"  Goods. 

I  think  sales  here  will  be  less  this  year 
than  last,  even  with  good  weather,  because 
there  were  quite  a  large  number  of  cheap 
wheels  sold  here  last  season  which  gave  lots 
of  trouble  and  people  seem  to  be  disgusted 
with  bicycles.  I  don't  think  that  lowered 
prices  will  have  much  effect  in  this  locality, 
as  people  seem  to  take  no  Interest  in  cy- 
cling. It  is  very  common  to  hear  people  as- 
sert th<it  bicycles  cost  more  to  keep  than  a 
horse.  I  don't  know  of  any  dealers  buying 
more  freely  than  usual. 

Texas.  E.  M.  Winfbey'. 


416 


The  Cycle  Age  and  Trade  Review 


COnnERCE  IN  FOREIGN  HARKETS 


The  Venezuela  merchant 
VENEZUELANS       is  averse  to  dealing  with 
,     WANT  TO  the  joDber  or  middleman, 

BUY  DIRECT  ^^d  WO  aid  rather  buy  di- 
rect from  the  manufac- 
turer and  thereby  save  commissions.  The 
jobber  does  not  care  whose  goods  he  sells, 
nor  where  they  are  sold,  so  long  as  he 
makes  his  profit;  consequently,  his  efforts 
are  directed  toward  sehing  them  at  home, 
where  there  is  less  expense  and  trouble  in 
handling  the  goods,  but  only  a  small  mar- 
gin of  profit  for  the  manufacturer,  which 
causes  the  overcrowding  of  the  stores  at 
home  and  a  reduction  of  prices  for  lack 
of  demand. 

There  is  no  use  in  sending  traveling 
salesmen  to  the  South  American  coun- 
tries who  do  not  understand  Spanish  and 
cannot  accommodate  themselves  to  the 
habits  and  customs  of  the  people,  pre-emi- 
nently different  from  our  own.  A  man 
must  first  of  all  be  a  gentleman  in  every 
sense  of  the  word.  Polish  goes  a  great 
way  there.  Things  can  not  be  done  in  a 
rush,  but  persistence  and  hard  work  will 
tell.  Many  American  drummers  sent  to 
those  countries  to  sell  goods  are,  on  ac- 
count of  their  behavior,  a  detriment  to 
American  business. 

American  goods  can  undoubtedly  stand 
the  highest  competition  and  will  sell 
alongside  the  best  of  European  makes. 
They  are  in  many  cases  admittedly  supe- 
rior and  fully  as  cheap.  Now  is  the  time 
for  the  American  manufacturer  to  intro- 
duce his  goods  into  those  markets,  and 
with  the  application  of  his  usual  common 
sense,  he  can  reap  the  benefits  of  an  im- 
mense commerce,  which  is  today  sadly 
neglected. 

Great   Britain    takes    ap- 
ENGLAND'S  SCHEME  proximately   20   per    cent 

FQR  COMMER-       of  Germany's  total  ex- 

CIAL  DEFENCE  ports,  amounting  to  about 
$175,000,000  annually. 
Germany,  in  short,  gives  England  a  hun- 
dred years'  start;  gives  her  a  vast  world 
of  colonies  peopled  by  her  own  sons,  who 
would  naturally  desire  to  buy  from  her; 
gives  her  a  vast  fieet  of  merchant  vessels 
to  carry  her  own  manufactures  under  her 
own  fiag;  and  then,  herself  a  unified 
country  for  less  than  half  a  century,  she 
competes  successiuUy  with  England  in 
her  own  commodities  and  her  own  mar- 
kets— home,  foreign,  and  colonial. 

The  competition  of  the  United  States 
has  not  reached  the  volume  of  that  of 
Germany,  nor  has  it  been  exercised  so 
markedly  in  directions  that,  up  to  now, 
England  has  considered  peculiarly  her 
own.  It  has  not,  therefore,  attracted  quite 
the  same  attention;  but  it  is  regarded 
with  serious  concern,  and  with  a  convic- 
tion that  it  is  destined  to  develop,  in  the 
near  future,  into  imposing  dimensions. 

Confronted  thus  by  German  and  Amer- 
ican competition,  plans  of  defense  have 
naturally  exercised  the  minds  of  the  mer- 
chants of  England;  and  the  most  impor- 
tant and  far-reaching  of  these  no  doubt 
has  been  the  idea  of  an  imperiar  customs 
union,  with  protection  against  the  rest  of 
the  world.  The  colonies  have  come  politi- 
cally much  closer  to  the  mother  country 
during  the  last  part  of  this  century;  and 
the  idea  of  imperial  federation  has  fired 
the  imagination  and  stirred  the  heart  of 
many  British  subjects.  That  the  political 
effect  will  be  important  most  people  be- 
lieve; that  the  commercial  or  fiscal  re- 
sult will  be  considerable  is  much  to  be 
doubted.  The  inexorable  logic  of  figures 
proves  that  two-thirds  of  England's  over- 
sea trade  is  with  foreign  countries,  one- 
third  with  her  colonies,  and  that  an  im- 
perial zollverein  would  mean  the  sacrifice 
of  the  larger  share  of  her  commerce  to 


the  smaller  portion.  Besides  this,  free 
trade  between  England  and  her  colonies 
and  a  tariff  against  the  rest  of  the  world 
would  mean  a  tariff  in  England  on  food 
products.  Now,  in  1896,  England  import- 
ed from  the  United  States  more  than 
$500,000,000  worth  of  commodities,  most 
of  which  were  food  products;  and  this 
sum  exceeds  the  total  importations  from 
all  the  British  colonies  together,  includ- 
ing India.  With  the  balance  of  political 
power  in  the  hands  of  the  workers  living 
in  towns,  whose  first  demand  is  the 
"cheap  loaf,"  it  may  at  once  be  seen  that 
the  idea  of  the  zollverein  will  not  de- 
velop. Wherever  practicable,  however, 
such  degree  of  reciprocity  as  is  at  all  pos- 
sible will  doubtless  be  entered  into. 

With  the  exception  of  the 

DUTCH  TRADE       traffic  with  her  own  colo- 

WORTH  nies    in   the    Indies,    and 

SEEKING  with   South   America, 

which  is  very  extensive, 
the  export  trade  of  the  Netherlands  is 
very  limited.  Holland  is  practically  a 
free-trade  country,  the  average  import 
duty  being  only  5  per  cent  ad  valorem. 
German  and  Belgian  machinery,  tools, 
and  other  industrial  producis  find  a  ready 
market  there,  and  all  the  American  man- 
ufacturers have  to  do  in  order  to  get 
their  share  of  the  trade  is  to  send  active 
and  energetic  representatives  to  intro- 
duce their  wares  and  appoint  local  agents 
for  the  sale  of  them. 

It  has  been  tne  custom  of  many  Ameri- 
can manufacturers,  when  disposing  of 
European  territory  to  agents,  to  include 
the  Netherlands  in  some  German  agency. 
Probably  they  think  that  Holland  is  too 
small  to  warrant  the  establishment  of 
separate  agencies  there.  If  the  Holland 
trade  is  worth  having,  it  is  quite  safe  to 
say  it  can  oe  obtained  only  by  intrusting 
the  agencies  to  natives,  or  at  least  to  resi- 
dents of  the  country.  There  are  two  rea- 
sons for  this.  One  is,  while  Holland  is  a 
small  country,  the  Hollanders  have  a 
great  deal  of  native  pride,  which  even 
extends  to  business  matters  and  makes 
them  protest  against  being  considered  an 
annex  to  another  territory.  Another  rea- 
son is  that  German  or  other  agencies  pay 
but  little  attention  to  the  Netherlands 
trade.  They  take,  of  course,  what  they 
can  get,  or  what  may  naturally  come  to 
them,  but  they  expend  no  money  or 
energy  towards  procuring  ousiness  for  or 
advancing  the  interests  of  the  American 
houses  they  represent. 

A  deputation  of  delegates 
TARIFF  from  the  various  foreign 

CHANGES  IN        chambers     of     commerce 
BELGIUM  in       Belgium    —   Anglo- 

American,  French  and 
German — recently  had  an  audience  with 
the  minister  of  finance  for  the  pur- 
pose of  advancing  their  objections  to 
the  proposed  new  law  inaugurating 
changes  in  the  present  system  of  levying 
customs  duties  on  goods  taxable  ad  va- 
lorem and,  if  possible,  securing  the  with- 
drawal of  the  bill. 

The  representatives  of  the  government 
defended  the  bill  and  claimed  that  there 
were  many  points  in  the  Government's 
favor — for  instance,  that  some  importers 
of  foreign  goods  into  Belgium,  taxed  ad 
valorem,  have  adopted  the  rule  of  having 
the  names  of  their  respective  firms 
printed  on  the  goods.  These  goods  are 
then  declared  at  a  figure  far  below  the 
real  cost,  and  here  the  government  is  ab- 
solutely powerless  to  protect  itself,  be- 
cause if  the  customs  authorities  seize 
these  goods  on  account  of  undervalua- 
tions, they  are  unable  to  dispose  of  them 


either  at  private  or  public  sale,  owing 
to  the  fact  that  the  name  of  a  certain 
firm  or  individual  is  imprinted  upon  each 
article.  The  delegates  readily  concurred 
with  the  government  representatives  on 
this  point,  and  even  requested  that  strin- 
gent measures  should  be  taken  to  prevent 
this  fraud  in  future. 

On  the  other  hand,  the  delegates  main- 
tained their  opposition  to  the  proposed 
law  on  all  points  bearing  upon  the  im- 
portation of  foreign  goods  into  Belgium, 
wherever  such  importation  is  practiced 
upon  an  honorable  and  equitable  basis. 
They  told  the  government  representa- 
tives that  the  system  of  pre-emption  as 
practiced  at  present  must  be  maintained; 
but,  in  order  to  put  the  customs  authori- 
ties in  a  position  to  prevent  all  possible 
fraud,  the  delegates  agreed  to  abandon 
the  bonus  of  10  per  cent  which  the  gov- 
ernment actually  pays  in  addition  to  the 
value  of  the  seized  goods,  or,  in  other 
words,  give  the  importer  the  right  to 
simply  abandon  his  goods  in  case  the 
custom-house  ofiicers  should  find  the  val- 
uation too  low.  They  also  pointed  out 
the  inevitable  delays  which  would  result 
in  the  delivery  of  goods  to  the  importer 
if  the  proposed  change  in  the  present 
law  should  be  adopted  by  the  legislature, 
and  the  arbitrary  decisions  which  the 
contemplated  commission,  in  case  of  con- 
tested valuation,  might  render,  and  from 
which  there  would  be  no  appeal.  It  is 
believed  that  a  favorable  consideration 
of  these  demands  may  be  soon  expected. 

The   question   of   foreign 
COLLECTING        credits  brings  up  a  point 
FOREIGN  that   is    of    considerable 

ACCOUNTS  importance.  It  is  of  no 
less  importance  to  know 
of  disreputable  concerns  than  to  be  ad- 
vised of  houses  that  are  solvent  and  hon- 
est. In  one  instance  a  manufacturer  in 
New  York  had  a  long-standing  account  in 
Vienna  which  he  had  been  unable  to  col- 
lect by  any  agency  at  his  command;  final- 
ly, as  a  last  resort,  he  wrote  to  his  cus- 
tomer that  unless  a  prompt  settlement 
should  be  made  the  matter  would  be  re- 
ported to  the  National  Association  of 
Manufacturers.  The  reply  was  a  remit- 
tance in  full  by  return  mail.  A  member 
in  the  west  had  similar  difiiculty  with  a 
purchaser  in  Norway,  and  upon  suggest- 
ing a  reference  of  the  matter  to  the  Na- 
tional Association  an  immediate  settle- 
ment was  secured.  The  mails  were  too 
slow  for  this  delinquent,  who  cabled  in- 
structions to  a  bank  in  this  country  for 
the  payment  of  the  account,  amounting  to 
$600  and  over. 

German  Exports  and  Imports. 

During  the  first  ten  months  of  last  year 
Germany  exported  34,744  bicycles  and 
8,455  cwt.  of  parts,  while  her  imports 
were  43,275  cycles  and  1,706  cwt.  of  parts. 
America  sent  28  cwt.  of  tires  and  Eng- 
land 58  cwt.  Of  saddles,  America  con- 
tributed 395  cwt.,  England  335  cwt.,  and 
France  106  cwt. 


French  Imports  and  Exports. 

The  exports  of  bicycles  and  motor  vehi- 
cles from  France  during  the  period  from 
January  1  to  November  1,  1898,  amounted 
to  $1,977,920,  against  importations  during 
the  same  time  amounting  to  $1,626,800. 


The  negotiation  in  one  state  of  sales 
of  goods  in  another  state  for  the  purpose 
of  their  introduction  in  the  former  state 
is  interstate  commerce,  and  they  are  not 
liable  to  a  license  tax  in  the  state  where 
sold. 


The  Cycle  Age  and  Trade  Review 


417 


THESES 

Tare   the 

ONLY 

SsJOOLS  YOi/lU 

NEED. 


TRADE 
MARK 


THESE^ 
^ARE    THE 

ONLY 
IjoOLS  YOl/lLj 

NEED. 


We  invite  correspondence  from  any  bicycle  agent  who  is  asked 

-  extra  for  - 

Dutilop  tires 

Our  tires  are  supplied  promptly  and  without  extra  charge  on  nearly 

all  of  the  best  grade  wheels. 


'^l^ 


Cbe  Jliiiericait  Dunlop  Cire  Company 


134  Eake  Street,  ebicago. 


Beikonic,  (north  ncwark)  n.  % 


TRADE 
MARK 


'TMESE^ 
^ARE     THE 
ONLY 

Ijools  yoi/lU 

NEED. 


^ 


The  Sterling 


(( 


OPTIONS 

FRAMES 

20,  22,  24  or  26-inch. 

COLORS 

Olive  or  Black. 

RIMS 

Enameled  or  Striped 

TIRES 

Palmer,  Kangaroo,  Dunlop. 
Hartford  or  G.  &  J. 


BUILT  LIKE  A  WATCH 


i» 


OPTIONS 


CHAIN 

Morse. 

SPROCKETS 

22,  24,  25  or  28. 
8,  9  or  10. 

PEDALS 

Velox  or  Record. 

SADDLES 

Christy,    Wheeler,    Plew, 
Garford  or  Hollenbeck. 


ENERGETIC    AGENTS    DESIRED 


STERLING  CVCLE  AVORKS, 

KEISIOSHy^,  AVIS. 


418 


The  Cycle  Age  and  Trade  Review 


SUBJECTS  OF  GENERAL  INTEREST 


Our  present  parcels  posi 

SMALL  VALUE       system  is  of  comparative- 
OF  OUR  ly   small   value,    and  the 

PARCELS  POST  limited  extent  to  which  It 
is  used  -affords  no  basis 
upon  which  to  judge  of  tne  volume  of  for- 
eign trade  which  could  be  developed  with 
proper  facilities  of  this  character.  Our 
present  parcels  post  conventions,  fifteen 
in  number,  embrace  Central  and  South 
American  countries  and  points  in  the 
West  Indies  which  are  of  minor  commer- 
cial importance,  with  the  exception  of 
Mexico,  and  in  several  instances  the  limi- 
tations of  the  service  are  such  as  to  lessen 
its  utility  to  a  great  degree. 

We  are  making  but  very  little  progress 
in  the  extension  of  this  system.  A  treaty 
with  Chili  has  recently  been  negotiated 
and  now  awaits  ratification  by  the  con- 
gress of  that  country.  A  treaty  of  simi- 
lar character  with  Venezuela  is  in  course 
of  negotiation,  with  fair  prospect  of  suc- 
cessful result.  But  so  far  as  is  known 
to  the  general  public  no  effort  is  being 
made  to  provide  such  facilities  for  trans- 
acting a  small  parcel  business  with  the 
European  countries,  the  English  colonies 
and  other  important  markets.  Beside  the 
European  manufacturer,  who  can  dispatch 
small  packages  of  merchandise  quickly, 
cheaply  and  safely  to  many  of  the  more 
important  markets,  we  are  sadly  handi- 
capped in  our  efforts  to  develop  foreign 
trade. 

There  is  no  evidence  that  the  postal  au- 
thorities of  the  United  States  are  disposed 
to  undertake  the  extension  of  the  parcels 
post  system  except  at  the  instigation  of 
the  business  interests  of  the  country,  and 
the  lack  of  a  well-defined  and  strongly- 
supported  d«mand  is  one  of  the  chief 
causes  why  the  system  of  foreign  parcels 
post  has  not  beea  «^jxtended  tn  more  im- 
portant countries. 

The  report   of  the  Com- 

MEMBERSHIP       missioner  of   Labor    Sta- 

OF  TRADES         tistics  estimates  that  the 

UNIONS  p  r  o  p  o  r  t  i  o  n  of  all  the 

working  people  in  the 

state  of  New  York  who  are  organized  is 

at  present  not  far  from  10  per  cent.    This 

is   evidently  as   favorable  a  showing   as 

can  be  made. 

The  commissioner  says  there  are  no 
statistics  giving  the  total  number  of  per- 
sons in  the  state  who  could  be  classed  as 
wage  workers,  but  making  an  estimate 
from  the  statistics  of  occupations  in  the 
state  in  the  eleventh  census  of  the  United 
States,  and  allowing  for  the  increase  of 
population  since  1890,  he  concludes  that 
10  per  cent  of  the  workers  are  organized. 
The  percentage  is  too  high.  If  in  eight 
years  the  population  has  increased  13  per 
cent— and  in  the  preceding  decade  it  in- 
creased 18  per  cent — and  if  40  per  cent  of 
the  entire  population  is  engaged  in  gain- 
ful occupations,  which  was  the  percentage 
in  1890,  and  this  percentage  has  a  ten- 
dency to  increase,  then  the  number  of 
persons  who  are  earning  their  living  in 
the  state  is  2,711,000.  The  highest  mem- 
bership of  labor  organizations  reported, 
just  under  180,000,  is  6.6  per  cent  of  this. 
This  is  the  number  reported  in  the  first 
quarter  of  1898;  by  the  last  quarter  the 
number  had  fallen  to  171,067,  which  is 
only  6.3  per  cent  of  the  probable  number 
of  workers  in  the  state. 

But  the  number  of  members  of  labor 
organizations  is  extremely  variable.  On 
the  last  day  of  the  first  quarter  of  1897  it 
is  reported  to  have  been  142,570.  A  year 
later  it  had  increased  47,000,  and  during 
1898  it  fell  off  9,000.  What  may  be  called 
the  permanent  organized  labor,  the  work- 
ers who  really  keep  up  the  organizations, 
who  stay  by  them,  and  do  not  simply  join 


when  there  is  a  boom  in  business  and  the 
demand  for  labor  is  above  the  average, 
are  perhaps  about  5  per  cent  of  all  the 
persons  who  are  working  for  their  living. 
For  the  country  at  large  the  percentage  is 
undoubtedly  smaller  than  it  is  in  this 
largely  industrial  statfc. 

Interest  in  the  construc- 

NICARAQUA         tion  of  a  Nicaraguan  ca- 

CANAL  nal   has   been   stimulated 

CONSTRUCTION  powerfully  by  the  inci- 
dents of  the  late  war  with 
Spain  and  by  the  commercial  expansion 
of  the  United  States  which  has  resulted 
from  the  brief  conflict.  Arguments  here- 
tofore advanced  in  behalf  of  the  various 
interoceanic  canal  projects  have  been 
more  essentially  of  a  commercial  charac- 
ter; but  while  the  importance  of  a  canal 
from  a  purely  mercantile  standpoint  has 
in  no  way  diminished,  the  political  and 
strategic  value  of  a  waterway  across  the 
Central  American  isthmus  has  been  in- 
creased enormously  during  the  past  few 
months 

We  have  heard  much  of  the  importance 
of  a  shorter  route  from  the  Pacific  coast 
to  the  Atlantic  seaboard  based  upon  the 
theoretical  necessities  of  a  possible  war, 
but  when  our  magnificent  "Oregon" 
steamed  from  San  Francisco  to  Key  West 
last  spring,  traversing  a  distance  of  over 
15,000  miles  in  an  actual  sailing  time  of 
fifty-nine  days,  then  it  became  clear  to 
every  mind  not  hopelessly  obscured  by 
preconceived  opinions  how  immeasurably 
important  would  have  been  a  channel  of 
communication  between  the  two  oceans 
capable  of  saving  one-half  of  this  time 
and  avoiding  the  constant  danger  of  de- 
struction by  a  hidden  foe  in  South  Ameri- 
can waters.  Experience  has  added  to  the- 
ory an  argument  which  cannot  be  over- 
thrown. 

The  whole  tendency  of  the  Nicaragua 
canal  agitation  of  late  has  been  more  and 
more  strongly  in  the  direction  of  the 
United  States,  and  in  fact  under  the  ac- 
tual ownership  of  our  nation.  In  the 
minds  of  the  people  this  subject  is  be- 
coming more  and  more  a  public  enter- 
prise in  which  private  interests  are  figur- 
ing only  in  the  promotion  and  prelimin- 
ary work. 

The  commission  created  under  the  act 
of  June  4,  1897,  for  the  purpose  of  in- 
vestigating and  considering  the  entire 
field  of  canal  possibilities  in  Nicaragua 
has  finished  its  field  work  during  the  past 
year,  and  the  results  of  its  labors  will 
give  to  this  government  a  more  accurate 
and  complete  basis  upon  which  to  con- 
sider legislation  touching  this  project. 
The  preliminary  report  of  this  commis- 
sion roughly  figures  the  cost  of  construct- 
ing a  canal  upon  either  of  the  two  best 
known  routes  at  about  $125,000,000,  this 
estimate  providing  for  a  waterway  of 
larger  dimensions  and  greater  capacity 
than  any  heretofore  proposed. 

While  the  interest  in  the 
DEPARTMENT       proposed    Department   of 
OF  Commerce  and  Industries 

COMMERCE  has  not  diminished  in  any 
degree  during  the  past 
year,  yet  little  substantial  progress  can 
be  reported  as  compared  with  the  situa- 
tion of  one  year  ago.  The  bills  that  havt 
been  pending  are  still  before  the  commit- 
tees of  the  House  and  Senate. 

The  consideration  of  the  various  prob- 
lems involved  in  the  war  with  Spain  has 
so  far  occupied  the  attention  of  Congress 
as  practically  to  exclude  many  very  iin 
portant  matters  upon  which  action  has 
been  greatly  desired,  and  among  these 
few   are  of  more  consequence  than   tne 


proposed  Department  of  Commerce  auu 
Industries.  The  conditions  have  not  been 
favorable  to  any  active  or  very  aggressive 
work  in  this  line.  It  is  believed  that  in 
the  incoming  Congress  there  will  be  a 
larger  sentiment  favorably  disposed 
towards  such  action  than  has  existed  in 
the  present  body.  The  coctinual  expan- 
sion of  our  foreign  trade  and  the  certainty 
of  still  greater  development  in  the  same 
direction  add  constantly  to  the  arguments 
in  behalf  of  this  new  federal  department. 

Below  are  given  some  in- 
TELEPHONES        teresting  statistics  in  re- 
OF  gard  to  the  telephones  in 

THE  WORLD  use  in  the  different  coun- 
tries in  the  world.  On 
the  score  of  number  of  machines  in  oper- 
ation and  distance  covered,  this  country 
leads  all  others,  Germany  being  second. 
Great  Britain  third  and  Sweden  fourth. 
Canada  makes  a  poor  showing.  Austra- 
lia is  worst  of  all,  its  civilized  condition 
considered:  instru-      Dis- 

ments  in  tanoe 

use.     cov'd. 

Number.  Miles. 

Sweden   (1897)  56,500         74.,568 

Norway  (1897)    20.678        33.481 

Denmark    (1895)    10,500  9.321 

Finland  (1895)   7,351         13.049 

Great   Britain-Ireland   (1894)..     69  645         83.401 

Holland  8.000  4,971 

Belgium   (1895)   9,227         16.235 

Germany  (1896)   151,101       147,093 

Austria    (1896)    21.616         46,375 

Hungary   (1896)    10.293         17.940 

Switzerland   (1897)  28.84S        47..594 

France   (1894)   27.736        63.230 

Italy    (1896)    11,991        13.049 

Spain    11.038        14.282 

Russia  18,495         40,391 

Roumania   750  141 

Bulgaria  (1893)   300  372 

Japan    (1897)    3.232  5,262 

British  Indian   1,601  2,296 

FVench   India   89  345 

Philippines    452  592 

Algiers  335  224 

Tunis    200  281 

Senegal  50  54 

The   Cape  and   Natal   600  1,100 

United  States  (1896)   772,627       805,711 

Cuba    1,818  1,181 

Canada,  (1898)  33.500        44,020 

Mexico..    (1896)   9,000         11,807 

Paraguay   (1891)    500  625 

Uruguay   (1896) 3,269  8,117 

Australia  823  2,390 

Total    1,288,163     1,509,499 


RESULT  OF 

ENGINEER'S 

STRIKE 


The  reaction  of  the  so- 
called  great  but  very 
short-sighted  engineering 
strike  in  Great  Britain  is 
coming  about  in  a  way 
that  was  not  anticipated  by  the  strikers. 
That  it  drove  away  trade  was  not  a  sur- 
prise to  such  as  could  see  beyond  the  end 
of  their  noses,  but  that  it  should  bring 
about  a  gigantic  combination  of  capital 
against  trades-unionism  was  not  among 
the  hatchings  expected  of  a  cockatrice 
egg.  It  may  be  an  unwise  movement  on 
one  side  as  it  was  on  the  other,  and  it, 
too,  may  have  an  unexpected  reaction, 
but  the  fact  remains  that  a  colossal  fed- 
eration of  employers  has  been  formed 
with  the  declared  intention  of  running 
their  own  business  without  the  dictation 
of  British  trade  unions.  About  300  firms 
are  represented  and  the  capital  at  the 
command  of  the  federation  runs  up  into 
the  millions. 

Joseph  McCluskey,  of  McCluskey  & 
Pugh,  bicycle  dealers  in  Terra  Haute, 
Ind.,  has  sold  his  interest  in  the  business 
to  W.  C.  Rottman. 


The  prospect  for  a  starting  up  of  the 
Greyhound  bicycle  factory  in  East  Brook- 
field,  Mass.,  is  brighter  than  it  has  been. 


The  Cycle  Age  and  Trade  Review 


419 


J^  f|»i§»i4»t$»cf»A  1^  A»i»ff»  ff^tf^ 


Guarantm 


niPllE  imagine  that  the  average 
■  'i'J  dealergets  awfully  tired  of 
'  having  to  bolster  up  little- 
known  goods  with  a  guar- 
antee. He  must  labor  to  convince 
that  they  are  safe  to  buy;  that  no 
risk  is  run  because  "money  will 
be  refunded  if  not  satisfied,"  etc., 
etc. 

How  much  better  to  handle 
goods  that  need  no  long-winded, 
brain-cudgelling  argument  to  sell, 
above  all,  goods  that  don't  have 
to  be  lied  about;  in  other  words 
Garford-made  goods  that  sell  them- 
selves. 

All  we  ask  is  that  dealers  will 
tell  the  truth  about  our  saddles — 
if  they  can  find  anyone  who  does 
not  already  know  about  them. 


Cbe  earford  mfd.  €o. 

eiyria,  Ohio. 
lUestboro,  mass. 

Cbe  Brown  Saddle  Co. 

etyria,  Obio. 


H.  B.  mcmuilcn  $  eo. 

SALES  AGENTS,  CHICAGO  and  NEW  YORK 


l)ibbard,  Spencer,  Bartlett  $  Go. 

CHICAGO  DISTElBtTTOKS 


^ 
^ 
^ 


1^ 


2f^«|il«|««/lV»4|i»^«/^«/jS*li|i>«|*«^«^ 


420 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Inventors   Directing  Attention  Toward    Chainless  Driving 
Gear — Novel  Sprocket  riovement 


Spiral  Gear  Mechanism. — The  applica- 
tion of  spiral  gears  and  pinions  is  effected 
in  this  invention  by  placing  the  spiral 
driving  gear  in  the  same  position  as  that 
occupied  by  the  front  sprocket  in  an  or- 
dinary chain  driven  machine.  Brackets 
depending  from  the  crank  hanger  and  the 
right  rear  fork  end  support,  on  ball  bear- 
ings, a  tubular  spindle  on  the  ends  of 
which  are  mounted  spiral  pinions,  en- 
gaging respectively  the  driving  gear  in 
front  and  the  spiral  gear  on  the  rear  hub 
of  the  machine.  A  stationary  rod  inside 
of  the  hollow  spindle  clamps  the  two 
pinion-supporting  brackets  together  and 
braces  the  construction.  An  obvious  ad- 
vantage of  this  form  of  driving  gear  over 
other  patterns  of  chainless  gears  is  that 
the  driving  pinion  at  the  rear  hub  and 
its  casing  do  not  extend  laterally  outside 
of  the  rear  end  lug  of  the  frame.  The 
invention's  principal  claim  for  the 
mechanism  is  that  the  teeth  of  the  gears, 
which  are  all  pitched  to  the  same  angle 
and  in  the  same  direction  and  are  prac- 
tically short  sections  of  screw-threads  of 
quick    pitch,    will    properly    mesh     with 


each  other  though  the  gears  and  pinions 
be  thrown  out  of  their  normal  alignment. 
The  friction  involved  in  the  use  of  spiral 
gears  is  principally  due  to  the  great 
amount  of  end  thrust  on  the  pinions,  says 
the  inventor,  and  attempts  to  demon- 
strate that  in  his  construction  the  thrusts 
are  made  to  neutralize  each  other  in  such 
a  manner  that  specially  strong  frame  con- 
struction is  made  unnecessary.  Nothing 
is  claimed  for  special  contact  surfaces  of 
the  gear  cams  or  means  for  cutting  them, 
but  it  seems  to  be  the  intention  that  the 
pinions  shall  be  so  generated  as  to  avoid 
all  sliding  friction  between  the  pinions, 
leaving  the  end  thrusts  to  be  absorbed  in 
the  ball-bearings.  The  inventor  is  M.  C. 
Johnson,  Hartford,  Conn. 

Combination  Bevel  Gear  Mechanism. — 
The  mechanism  provides  an  up  and  down 
pedal  movement  in  which  the  stroke  of 
the  lever  cranks  is  adjustable  while  rid- 
ing. The  cranks  stand  normally  vertical 
on  the  ends  of  the  shaft  and  are  bent  so 
that  the  movement  of  the  pedals  may  be 
approximately  vertical  instead  of  in  an 
olDlique  path.  Between  the  shaft  and  the 
bend  in  the  crank  a  hinge  connection  is 
made  with  a  hollow  thrust  shaft  which 
incloses  in  a  slidable  manner  a  spirally 
grooved  solid  shaft  connected  at  its  rear 
extremity  with  a  bevel  gear  meshing 
with  a  bevel  pinion  on  the  rear  wheel 
hub.  One  or  more  balls  are  recessed  in 
the  hollow  shaft  in  such  positions  that 
they  may  roll  in  the  spiral  grooves  in  the 
inclosed  shaft,  the  movement  of  which  is 


limited  by  the  balls  coming  in  contact 
with  the  respective  ends  of  the  spiral 
grooving.  The  bevel  gears  operate  on 
ratchet  devices  so  that  when  the  pedal  is 
pressed  downward  and  the  hollow  thrust 


rod  moved  forward  accordingly,  the  balls 
will  turn  the  spirally  grooved  shaft  and 
drive  the  bevel  gears  in  the  direction 
suitable  for  the  driving  of  the  bicycle. 
The  upward  return  movement  of  the 
pedal,  which  is  accomplished  by  the  aid 
of  a  spring,  has  no  effect  upon  the  run- 
ning of  the  machine,  the  gears  sliding 
on  their  ratchets.  The  mechanism  is  alike 
on  both  sides  of  the  machine.  The  ful- 
crum box  connecting  the  hollow  thrust 
shaft  with  the  pedal  lever  arm  is  ar- 
ranged on  the  latch  principle,  so  that  by 
pressing  with  the  foot  on  a  small  operat- 
ing latch-piece  the  fulcrum  may  be  raised 
or  lowered  on  the  lever  and  the  stroke  of 
the  pedal  thus  correspondingly  shortened 
or  lengthened.  The  inventor  of  the  de- 
vice made  his  original  patent  application 
on  a  bicycle  which,  besides  the  driving 
gear,  embraced  such  questionable  advan- 
tages as  screwed  -  together  frame  parts, 
hub  shells  in  two  pieces  and  wheel  rims 
and  tires  also  made  in  two  parts  and 
fastened  together  by  quick  action  hand 
latches.  The  wheel  hubs  are  hung  in  the 
frame  on  vertical  spring  cushioned  rods 
of  an  old  and  abandoned  type.  The  in- 
ventor is  W.  O.  Campbell,  of  Sulphur 
Springs,  Ark. 

Cam  Acting  Sprocket.  —  The  front 
sprocket  instead  of  being  mounted  on 
the  crank  axle  revolves  on  a  row  of  balls 


in  a  periphery  race  in  a  disk  fastened  to 
the  crank  bracket  but  eccentrically  ar- 
ranged to  the  axle.  The  shaft  carries  a 
ring  which  is  of  smaller  diameter  than 
the  sprocket  and  which  has  on  its  inner 
face  near  the  circumference  a  series  of — 
say,  six — roller-studs.  These  rollers  travel 


in  an  equal  number  of  semi-circular  cam 
ways  cut  around  the  inner  circumference 
of  the  sprocket  rim.  The  same  system  of 
sprocket  mounting  and  driving  is  applied 
to  the  rear  wheel,  the  roller  studded 
wheel,  which  here  carries  the  sprocket 
teeth,  being  revolubly  mounted  in  the 
frame  and  the  cam  rimmed  ring  being  se- 
cured to  the  rear  hub.  The  inventor's 
claim  for  this  construction  is  that  the 
diameter  of  the  front  sprocket  can  be 
considerably  increased  without  lessening 
the  ratio  between  crank  length  and 
sprocket  radius  as  the  power  is  applied 
near  the  rim  of  the  sprocket.  It  is  sup- 
posed that  the  friction  in  the  driving 
chain  joints  will  be  thus  greatly  lessened. 
In  reality  the  result  of  this  arrangement 
The  inventor  is  Georg  Hess,  Nuremberg, 
Germany. 

Front  Sprocket  Design.  —  The  main 
features  of  the  design  are  the  central 
ring  which  fits  over  the  sprocket  hub, 
the  four  short  radial  arms  with  rectangu- 
lar extensions  which  reach  to  the  sprock- 
et rim,  and  the  straight  bars  connecting 
these  rectangles.  The  general  effect  of 
the   spokes  and  extensions  is   that  of  a 


Maltese   cross.      The   design    patentee    is 
Fred  Patee,  Peoria,  111. 


Age  of  the  Pneumatic  Tire. 

The  tenth  birthday  of  the  pneumatic 
tire  occurs  this  year.  The  pneumatic  was 
first  used  at  a  race  meeting  held  at  Bel- 
fast, Ireland,  in  May,  1889.  A  pair  of 
one  and  one-half  inch  "rag"  tires  fitted 
to  flat  wood  rims  were  made  after  consid- 
erable difiiculty.  On  the  machine  thus 
equipped,  which  weighed  36  pounds,  W. 
Hums  started  from  near  the  limit  position 
in  two  handicap  races  and  won  both  with 
great  ease,  no  one  being  within  100  yards 
of  him  at  the  finish.  Soon  after  the  mar- 
ket was  flooded  with  orders  for  pneu- 
matic tires. 


Bullis  Gear  Company  Incorporates. 

The  Bullis  Ball  Gear  Company,  of 
Rochester,  N.  Y.,  has  filed  articles  of  in- 
corporation with  capital  stock  of  $75;000, 
divided  into  750  shares,  for  the  purpose 
of  manufacturing  and  selling  the  Bullis 
ball  bearing  gear  for  bicycles  and  also 
bicycle  sundries.  The  company  begins 
business  with  $60,000  paid  up  capital.  The 
directors  are:  F.  O.  Bullis,  A.  J.  Fish,  T. 
J.  Swanton,  S.  A.  Service  and  Horace  Mc- 
Guire,  Jr.,  all  of  Rochester. 


Duthie  Factory  Damaged  by  Fire. 

The  room  in  the  Duthie  Chain  Com- 
pany's factory  in  Indianapolis,  which  was 
used  for  dressing  bicycle  chains,  was  com- 
pletely destroyed  last  month  by  fire, 
which  originated  in  the  furnace  room  of 
the  building.  Many  finished  chains  were 
rusted  from  the  water  used  in  putting  out 
the  fire,  so  that  the  total  loss  to  the  com- 
pany is  estimated  at  $5,000,  fully  covered 
by  insurance. 


The  Cycle  Age  and  Trade  Review 


421 


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422 


The  Cycle  Age  and  Trade  Review 


NEW  MOTOR  VEHICLE  PATENTS 


INDUSTRY  AHEAD  OF  EXAMINERS 


Claims  Allowed  on  Frame  Construction, 

Variable  Speed  Friction  Gearing  and 

Double  Cranked  Shafts. 


Since  the  earliest  motor  vehicle  pat- 
ents, up  to  July  1898,  were  published  in 
this  paper,  the  motor  vehicle  industry 
has  made  great  bounds  toward  the  solu- 
tion of  the  practical  problems  connected 
with  its  development,  and  it  has  become 
generally  recognized  that  the  most  im- 
portant improvements  are  being  quickly 
embodied  in  actual  commercial  construc- 
tion before  the  knowledge  of  such  con- 
struction can  possibly  be  obtained 
through  the  Patent  OflSce. 

In  many  cases  improvements  of  the 
greatest  value  are  not  patentable,  and 
in  other  cases  the  protection  afforded  by 
the  patents  is  doubtful.  As  an  index  of 
progress  the  iist  of  patents  has  therefore 
lost  most  of  its  value.  Until  conditions 
change,  the  most  valuable  information 
for  motor  vehicle  constructors  and  the 
public  must  be  obtained  through  analysis 
of  vehicles  which  are  actually  built,  and 
the  patents  serve  chiefly  the  purpose  of 
recalling  to  mind  the  various  expedients 
which  may  be  employed  for  overcoming 
minor  difficulties  and  suggesting  new 
combinations  which  it  may  be  profitable 
to  have  at  one's  finger  ends  when  consid- 
ering new  construction  of  any  kind. 

Later  Developments  Hold  Attention. 

To  the  public  at  large  the  radical  in- 
novations such  as  the  successful  applica- 
tion of  steam  or  condensed  air,  are  of  the 
highest  significance,  dwarfing  by  com- 
parison the  minor  points  covered  by  pat- 
ents. Constructors  and  patent  attorneys, 
on  the  other  hand,  will,  as  a  rule,  require 
the  complete  specifications  in  order  to 
determine  to  their  own  satisfaction 
whether  contemplated  construction  will 
infringe  on  patents  already  issued  or  ap- 
plied for. 

In  this  and  subsequent  issues  of  this 
paper  motor  vehicle  patents  will  for  these 
reasons  be  treated  with  great  brevity,  the 


list  and  illustrations  serving  mainly  the 
purpose  of  suggesting  to  the  reader 
whether  or  not  it  will  be  advisable  for 
him  to  obtain  more  detailed  information 
by  procuring  copies  of  the  patent  docu- 
ments for  special  examination. 

Haynes'Apperson  Speed  Change. 

No.  607,  116.  July  12,  1898.  Elwood 
Haynes  and  Elmer  Apperson,  Kokomo, 
Ind.    Motor  vehicle. 

This  patent  carries  claims  relating  to 
details  of  frame  construction,  and  claims 
on  details  of  the  variable  travel  pawl, 
which  constitutes  the  speed  change  of  the 
Haynes  and  Apperson  motocycle. 


The  crank  J  on  the  end  of  the  engine 
shaft  drives  the  rod  VI,  which  in  turn 
drives  the  slotted  arm  V,  pivoted  as 
shown  and  carrying  the  sliding  block  VI, 
which  carries  the  rods  N,  Nl,  which  oper- 
ate two  vibrating  arms  provided  with 
friction  dogs  adapted  to  grasp  and  vari- 
ably rotate  the  disk  K,  all  in  a  well- 
known  manner.  The  block  VI  is  moved 
by  a  hand  operated  screw,  V3,  to  vary 
the  travel  of  the  arms  L,  LI,  and  thus 
vary  the  speed  of  the  vehicle,  the  speed 
of  the  explosion  motor  which  drives  the 
wagon  remaining  constant.  Thirteen 
claims. 

No.  607,308.  July  U,  1898.  Leigh  Wat- 
kins,  Denver,  Col.  Wagon  steering  and 
driving  mechanism.     This  patent  covers 


HEAT   IN   DRIVE   WHEEL   RIMS 


a  curious  arrangement  of  linked  bevel^^ 
gearing  and  segments.  It  carries  twelve" 
claims  on  detail  construction. 

No.  607.  318.  July  12,  1898.  William 
O.  Worth,  Chicago,  111.    Motor  vehicle. 

Worth  employs  a  pair  of  explosion  en- 
gine cylinders  working  on  one  shaft  with 
cranks  at  180  deg.,  and  on  the  end  of  this 
shaft  places  a  friction  disk,  operating 
radially  adjustable  friction  pinions  so  as 
to  produce  a  variable  speed  gear,  all  in  a 
manner  many  times  beiore  shown.  Nine 
claims. 

Lewis'  Improved  Variable  Gear. 

No.  609,  443.  August  23,  1898.  George 
W.  Lewis,  onicago.  111.    Vehicle  motor. 

In  this  patent  Lewis  covers  some  im- 
provements in  his  former  traversing  fric- 
tion pinion  variable  speed  gear,  by  plac- 
ing the  friction  pinion  on  a  first  counter 
shaft,  and  thus  transferring  motion  from 
the  first  counter  shaft  to  a  second  coun- 
ter shaft  by  means  oi  toothed  gears,  and 
from  the  second  counter  shaft  to  the 
driving  wheels  by  means  of  sprockets  and 
chains,  apparently  with  a  view  to  using 
a  very  high  surface  speed  on  his  fric- 
tion pinion,  which  is  undoubtedly  correct. 
Two  claims,  minutely  detailed. 

No.  609,  811.  August  30,  1898.  Charles 
M.  Johnson,  New  York,  N.  Y.  Motor  ve- 
hicle. 

Johnson  shows  a  pair  of  explosion 
cylinders  working  on  cranks  180  deg. 
apart  on  the  same  shaft  in  connection 
with  a  double  train  of  gearing,  one  high 
speed,  one  low  speed,  leading  through 
various  clutches  to  the  rear  axle.  In  one 
of  his  claims  Johnson  specifies  a  3-crank 
shaft  instead  of  the  ordinary  2-crank 
shaft  for  his  cylinders  to  operate  upon, 
and  appears  to  think  himself  the  first  to 
work  two  pistons  opposite  each  other  on 
cranks  set  at  180  deg.  to  each  other. 


Peter  Tierney,  of  Bay  City,  Mich.,  who 
has  one  of  the  largest  and  best  equipped 
retail  stores  to  be  found  in  that  state,  has 
opened  a  large  retail  store  at  207  Genes- 
see  avenue,  Saginaw,  Mich.  His  jobbing 
business  will  be  handled  entirely  from 
the  Bay  City  store. 


OBSERVED  ON  MOTOR  VEHICLES 


Peculiar  Fact  Which  May  Explain  Creep= 

ing  of  Rear  Tires  on  Pacemaking 

Machines. 


A  curious  phenomenon  in  connection 
with  motor  vehicle  driving  is  noted  by 
Gilbert  J.  Loomis,  a  cycle  dealer  of  West- 
field,  Mass.,  who  owns  a  gas  engine  driv- 
en carriage.  He  states  that  the  steel  rims 
of  the  rear  wheels  always  get  heated 
above  the  temperature  of  the  atmosphere 
when  he  is  driving  the  carriage,  wnile 
the  front  wheel  rims  never  get  warmer 
by  driving  than  they  otherwise  would  be. 

Desirous  of  an  explanation,  he  fur- 
nishes the  following  data:  "The  car- 
riage I  have  is  driven  by  a  four  horse 
power  gasoline  motor  with  two  cylin- 
ders. The  rear  hubs  never  get  warm, 
neither  do  any  of  the  bearings,  al- 
though I  have  run  it  fifty  miles  without 
stopping.  The  spokes  are  not  wire 
spokes  and  do  not  get  warm.  The  bear- 
ings are  four  rows  of  balls,  two  on  each 
side  in  the  rear  shaft.  The  carriage 
weighs  1,400  pounds  and  about  two-thirds 
of  this  load  is  on  the  rear  wheels.  The 
rims  are  steel  rims,  and  seem  to  get 
warm,  but  never  beyond  a  certain  degree, 
while  the  front  rims  never  get  warm.  I 
simply  asked  the  question  in  regard  to 
the  cause  from  knowing  the  complaint 
of  tires  creeping  on  multicycles.  It  seems 
a  very  peculiar  thing,  though  it  gives  no 
trouble." 

The  Flexion  Transformed  to  Heat. 

The  carriage  is  rear-driven,  and  the  re- 
sistance against  propulsion  is  therefore 
mainly  sustained  by  the  rear  wheels  at 
their  points  of  contact  with  the  ground. 
The  tires  are  pneumatic,  and  the  strain 
of  the  rubber  and  fabric  in  them  must 
be  considerable,  and  must  find  its  expres- 
sion in  successive  compressions  and  re- 
laxations of  the  tire  material  as  the 
wheels  revolve.  In  accordance  with  the 
usual  rule  that  lost  motion  is  transform- 
ed into  heat  under  such  circumstances, 
it  seems  likely  that  this  heat  will  be 
liberated  along  the  "lines  of  the  smallest 
resistance,"  and  will  be  communicated  to 
the  steel  rims,  from  which  it  will  then 
disappear  gradually  by  radiation. 

Heat  Absorbed  by  Expanding  Air. 

With  a  low  degree  of  inflation  of  the 
tires,  it  might  flrst  take  effect  in  the  ex- 
pansion of  the  air  contained  in  them, 
but  with  the  increasing  resistance  of  the 
tire  material  to  such  action,  the  condi- 
tion would  soon  be  brought  about  when 
the  escape  through  the  rims  would  rep- 
resent the  smaller  resistance. 

In  the  front  wheels,  which  are  idlers 
in  a  rear  driven  machine,  the  resistance 
to  motion  at  the  points  of  ground  contact 
is  so  much  reduced,  partly  because  the 
load  on  them  is  only  half  of  the  load  on 
the  rear  wheel  and  still  more  because 
they  do  not  sustain  any  of  the  stresses 
arising  from  atmospheric  resistance  and 
engine  friction,  that  the  same  results 
could  not  be  expected. 

Wood  Rims  the  Cause. 

The  reference  made  by  Mr.  Loomis  to 
tires  on  multicycles,  which  so  frequently 
show  an  inclination  to  creep,  assumes  an 
interesting  aspect  if  the  above,  popularly 
worded,  explanation  of  the  motor  vehicle 
phenomenon,  may  be  accepted  as  essen- 
tially correct.  The  heavy  work  sus- 
tained by  the  single  rear  wheel  tire  when 
a  quint  or  sext  is  driven  at  racing  speed 
and  the  lost  internal  motion  in  the  tire 
has  no  chance  to  escape  through  a  steel 
rim,  which  is  a  good  conductor  of  heat, 
would  apparently  be  most  likely  to  take 
effect  on  the  cement  by  which  the  tire  is 
fastened,  softening  it  and  thereby  bring- 
ing about  the  condition  which  leads  to 


The  Cycle  Age  and  Trade  Review 


423 


creeping  of  the  tire  and   accidents  and 
delays  in  the  racing. 

The  employment  of  steel  rims  for  the 
rear  wheels  of  multiple  machines  would 
seem  to  be  the  most  obvious  remedy,  un- 
less mechanical  fastening  of  the  tire 
should  be  preferred,  and  in  this  connec- 
tion it  would  be  of  interest  to  know  if 
the  troubles  which  have  been  experienced 
in  this  country  with  creeping  tires  have 
also  been  observed  in  Europe  with  pace- 
making  machines  on  which  steel  rims  are 
used.  

PERMIT  FOR  nOTOR  CAB  LINE 


ALCOHOL   MOTORS   IN    FRANCE 


EXHAUST  ODOR  NOT  OFFENSIVE 


District  of  Columbia  Commissioners  Doubtful  About 
Qrantlng  License  to  Proposed  Service. 


iWashington,  Jan.  30. — The  District 
commissioners  have  under  consideration 
a  proposition  made  by  B.  T.  Semans  of 
this  city  to  establish  in  Washington  reg- 
ular lines  of  oil  motor  carriages  or  cars 
for  public  passenger  traffic,  to  be  run  over 
the  streets  of  the  city  and  collect  fares 
not  exceeding  the  rates  now  charged  by 
the  local  street  railways.  The  projector 
of  this  scheme  also  proposes  to  establish 
for  general  use  motor  vehicles  to  be  used 
in  urban  and  suburban  service.  It  is 
said  that  the  motor  cars  will  be  especially 
built  for  this  purpose,  and  will  be  capable 
of  carrying  fourteen  passengers  each. 
They  will  be  provided  with  2%-inch  solid 
rubber  tires  and  with  oil  motors  manu- 
factured by  the  Daimler  Motor  Co.,  Lim- 
ited, of  London,  England. 

Mr.  Semans  has  assured  the  commis- 
sioners that  these  cars  will  be  noise- 
less and  odorless  and  that  they  will  be 
provided  with  all  modern  appliances  for 
safety  and  convenience.  The  projector 
claims  that  the  speed  of  both  the  larger 
and  smaller  motors  will  be  under  per- 
fect control,  and  while  they  will  be  capa- 
ble of  a  much  higher  rate  of  speed,  they 
can  be  positively  regulated  so  as  not  to 
exceed  the  regulation  limit  of  twelve 
miles  an  hour. 

The  question  has  arisen  whether  it 
would  be  necessary,  under  existing  laws, 
for  the  .promoter  to  secure  a  special  per- 
mit or  license  for  such  public  vehicles, 
other  than  the  ordinary  license  pre- 
scribed. The  commissioners  have  decided 
to  lay  the  matter  before  the  attorney  for 
the  district  for  his  opinion  before  taking 
any  action. 

Remarkable  Automobile  Speed  Record. 

In  a  motor  vehicle  match  race  that 
took  place  at  Acheres,  a  few  miles  from 
Paris,  on  January  18,  the  speed  record 
for  all  kinds  of  machines  except  railroad 
locomotives  was  lowered.  The  distance 
covered  was  two  kilometers  (1%  miles), 
and  the  time  1  minute  47  3-5  seconds, 
from  a  standing  start.  The  contestants 
were  W.  C.  Jenatzy,  the  challenger,  and 
Count  de  Chasseloup-Loubat.  Jenatzy 
made  the  first  trial  and  lowered  the  ex- 
isting motor  vehicle  record  for  two  kilo- 
meters by  seven  seconds.  Then  de  Chas- 
seloup-Loubat made  the  attempt  and  re- 
duced Jenatzy's  time  by  fifteen  seconds. 
At  200  meters  from  the  finish  the  motor 
became  overheated  irom  the  terrific 
speed,  which  was  more  than  forty-three 
miles  an  hour.  The  count's  vehicle  was  a 
double  seater.  Jenatzy's  was  a  road  vehi- 
cle of  four  seats,  the  same  with  which  he 
has  won  previous  races. 


Steam  Omnibus  Line  for  France. 

Steam  motor  cars  are  to  replace  horse 
locomotion  in  April  in  the  omnibus  serv- 
ice between  Hyeres  and  Toulon  in  France. 
The  omnibuses  are  to  be  mounted  on  rub- 
ber-tired wheels  and  will  comprise  first 
and  second  classes,  capable  of  carrying 
twenty  -  eight  passengers  with  luggage. 
The  average  speed  will  be  twenty-two 
kilometers  an  hour.  It  is  said  that  there 
will  be  almost  complete  absence  of 
smoke,  noise  and  vibration. 


Operation  Differs  from  That  of  Qasoline 

Motors  Only  in  the  Form 

of  Carburetor. 


The  first  motor  vehicle  driven  by  alco- 
hol made  its  appearance  in  the  streets  of 
Paris  January  11.  It  belonged  to  Mr. 
Henriod,  a  Swiss  engineer,  who  had  con- 
verted his  former  petroleum  motors  to 
the  purpose.  The  only  perceptible  change 
in  the  vehicle  that  could  be  remarked  was 
that  no  odor  of  gasoline  was  given  off, 
but  instead  thereof  the  ordinary  and 
more  agreeable  odor  of  alcohol — the  kind 
that  is  sold  all  over  Paris  for  4  cents  a 
liter. 

First  Experiments  Witli  Alcohol. 

The  first  experiments  with  alcohol  as  a 
substitute  for  gasoline  date  back  about 
two  years.  Those  made  by  Mr.  Ringel- 
mann  for  a  French  agricultural  society 
led  to  the  result  that  alcohol  could  never 
compete  economically  with  gasoline. 

The  German  government  is  said  to 
have  given  it  into  the  hands  of  the 
Koerting  company  of  Hanover  to  con- 
duct a  series  of  experiments  with  alco- 


hol, the  cost  of  which  is  to  be  defrayed 
by  the  German  syndicate  of  alcohol  man- 
ufacturers. 

Advantages  of  Alcohol. 

It  is  admitted  that  the  calorific  power 
of  alcohol  is  inferior  to  that  of  gasoline 
and  that  the  development  of  a  given 
power  should  ordinarily  be  expected  to 
require  a  larger  and  more  cumbersome 
motor  with  alcohol  than  with  the  kero- 
sene oils.  The  advocates  of  alcohol  on 
the  other  hand  contend  that  it  is  prac- 
ticable to  compress  the  alcoholic  gas  mix- 
ture nearly  twice  as  much  as  the  explo- 
sive mixture  of  gasoline  vapors,  and  that 
the  heat  produced  by  combustion  in  the 
new  motors  is  reduced  to  one-half,  and 
that  by  doubling  the  length  of  the  cylin- 
der it  should  therefore  be  possible  to 
obtain  practically  the  same  piston  pres- 
sure from  a  given  quantity  of  alcohol  as 
from  the  same  quantity  of  gasoline.  The 
combustion  with  the  longer  stroke  should 
be  more  perfect  and  the  exhaust  should 
take  place  at  a  pressure  not  exceeding 
that  governing  the  admission  of  the  gas 
to  the  cylinder. 

Henriod  and  Petreano  Motors. 

The  Henroid  motor,  according  to  press 
reports,  has  no  carburetor,  but  delivers 
the  alcohol  in  a  fine  spray  in  the  valve 
chamber,  where  a  current  oi  heated  air 


vaporizes  it  without  further  mechanical 
arrangement. 

The  Petreano  carburetor  which  is 
shown  in  the  accompanying  illustration 
consists  principally  of  the  metallic  cylin- 
der C,  through  the  length  of  which 
passes  the  large  tube  c,  which  is  the  ex- 
haust pipe.  The  latter  keeps  the  tem- 
perature throughout  the  cylinder  at  a 
uniform  heat.  The  tube  c  is  surrounded 
by  a  wick  of  porous  material. 

The  liquid  alcohol  enters  at  D  and  the 
air  at  A.  The  alcohol  runs  onto  the  dis- 
tributors E,  and  from  these  falls  to  dis- 
tributors e,  which  are  coated  with  por- 
ous material  similar  to  that  surrounding 
the  exhaust  pipe.  This  material  absorbs 
the  liquid. 

Accurate  Regulation  of  Feed. 

The  air  passes  first  from  E  to  e,  then 
rebounds  and  passes  below  through  the 
holes  o,  facilitating  vaporization  by  its 
whirling  motion.  The  excess  of  liquid 
runs  down  through  the  holes  i,  falls  on 
the  distributors  El,  and  thence  on  el. 
The  gaseous  mixture  follows  the  same 
devious  course  and  finally  issues  from 
the  holes  ol  and  penetrates  through  holes 
O  into  the  interior  chamber  B,  from 
which  it  is  led  through  b  to-  the  valve 
chamber  s  of  the  motor. 

The  carburetor  is  arranged  close  to  the 
motor.  Any  excess  of  liquid  alcohol  may 
be  removed  through  the  cock  r,  but  it  is 
found  in  practice  to  be  easy  to  regulate 
the  feed  of  alcohol  so  accurately  that  the 
bottom  of  the  carburetor  remains  dry. 
The  absence  of  foreign  substances  in  the 
alcohol,  as  compared  with  gasoline,  offers 
the  advantage  of  freedom  from"  residue 
and  assurance  of  perfect  evaporation. 


MOTOR  OriNIBUSES  FOR  PEORIA 


Citizens  Are  Forming  a  Company  to  Establish  Sub' 
urban  Lines  of  Twenty=Passenger  Vehicles. 


A  company  of  wealthy  citizens  is  form- 
ing in  Peoria,  111.,  for  the  purpose  of 
establishing  a  regular  line  of  motor 
omnibuses  for  the  residence  portion  of 
the  city. 

The  vehicles  will  be  built  at  the  Dur- 
yea  factory,  especially  for  such  traffic, 
and  will  carry  passengers  for  the  same 
price  as  charged  by  the  street  car  com- 
pany, with  much  superior  accommoda- 
tions, it  is  reported.  The  only  bar  in  the 
way  of  the  project  is  the  chance  of  hos- 
tile legislation  by  the  city  council,  a  ma- 
jority of  which  is  dominated  by  the  Illi- 
nois Central  Railway  company. 

If  this  trouble  arises,  however,  the 
promoters  of  the  motor  carriage  line  will 
wait  until  after  the  spring  elections  be- 
fore asking  for  a  license. 

The  'buses  are  to  be  rubber-tired  vehi- 
cles, carrying  twenty  passengers.  They 
will  run  from  the  center  of  the  city  to  all 
the  suburbs. 

Outlet  for  Peoria  Motor  Vehicles. 

The  bicycle  factory  property  of  Roiise, 
Hazard  &  Co.,  at  Peoria  Heights,  111.,  has 
been  transferred  by  Joseph  Miller  &  Sons, 
contractors,  who  built  the  plant  on  mort- 
gage, to  Monroe  Seiberling  for  $20,000. 
The  buildings  are  to  be  fitted  up  for  <he 
manufacture  of  the  Duryea  motor  vehi- 
cles. An  anonymous  gentleman  from 
New  York  is  stated  to  have  visited  the 
town  for  the  express  purpose  of  looking 
over  the  site  and  examining  into  all  that 
pertains  to  the  production  of  the  Peoria- 
made  vehicles  and  to  have  offered  to 
take  the  entire  output  of  the  Peoria 
Heights  factory  for  the  season  that  i& 
now  opening.  Work  is  to  begin  as  soon 
as  machinery  can  be  installed  and  other 
necessary  arrangements  made. 


The  Eaton  Motor  Carriage  Company  has 
been  incorporated  in  Maine,  by  Boston 
men,  to  manufacture  motor  carriages. 
The  authorized  stock  issue  is  $500,000. 
Paul  Askenasy  and  A.  M.  Sheehan  are 
named  as  the  incorporators. 


424 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


THE  CHRISTY  ADJUSTABLE  SADDLE. 

Many  new  friends  will  doubtless  be  gained 
for  the  Christy  saddle  through  the  intro- 
duction by  A.  G.  Spalding  &  Bros,  of  Chi- 
cago and  New  York,  of  a  new  pattern  which 
is  adjustable.  The  saddle,  shown  in  the  il- 
lustration herewith,  can  be  adjusted  from 
the  rear,  making  it  very  much  wider, 
should  the  rider  desire  it,  and  at  the  same 
time  retaining  the  normal  width  in  front. 
The  cups  in  which  the  cushions  rest  work 
on  a  pivot  at  the  pommel.  Heavy  weight 
riders  who  desire  a  broad,  comfortable  seat 
and  those  who,   after  riding  in  one  position 


the  intention  of  the  company  to  bring  out 
several  other  novelties  in  the  line  of  bells 
and  similar  goods  in  the  near  future.  The 
Coe  Mfg.  Co.,  50  Warren  street.  New  York 
City,  is  the  sole  selling  agent  for  the  Moss- 
berg  bell  in  the  United  States. 


for  some  time,  wish  a  slight  change  will 
especially  appreciate  the  advantages  of  the 
new  Christy.  The  Spalding  Company  ex- 
hibited alongside  of  its  latest  chainless 
models  of  bicycles  at  the  recent  cycle  showj» 
the  first  bevel  gear  chainless  of  the  modern 
type  that  was  ever  placed  on  exhibition. 
The  machine  was  originally  shown  at  the 
cycle  shows  in  1897  and  has  been  in  con- 
stant use  ever  since,  having  been  ridden,  it 
is  stated,  more  than  36,000  miles  altogether. 
Placed  side  by  side  with  the  most  im- 
proved chainless  Spaulding  it  furnishes  an 
interesting  illustration  of  the  progress  that 
has  been  made  during  the  last  two  years 
in  the  design  and  construction  of  bevel 
gear  machines. 

MOSSBERQ  TIRE  ACTUATED  BELL. 

The  illustration  below  shows  the  new  tire 
bell  recently  brought  out  by  the  Frank 
Mossberg  Co  of  Providence,  R.  I.  The  bell 
is  placed  directly  in  front  of  the  steering 
head  where  it  is  out  of  the  way  and  looks 
symmetrical  on  the  machine.  The  rotating 
shaft  is  placed  in  a  position  radical  '■o  the 
center  line  of  the  bell,  and  this  shaft  with 
its  friction  wheel  is  caused  to  swing  down- 
ward slightly   to  permit  the  wheel   to   come 


TricCtat  A6C-^ 


in  contact  with  the  tire.  The  striking  mech- 
anism consists  of  a  loose,  freely  sliding 
hammer.  No  spring  is  used  in  connection 
with  the  mechanism,  the  rotating  shaft 
causing  the  i.immer  to  strr<o  the  bell,  and 
gravity,  aided  by  rebound,  causing  the  ham- 
mer to  return  to  its  normal  position,  when 
the  rotating  shaft  will  be  ready  to  give  it 
a  new  impulse.  There  being  scarcely  sny 
resistance  to  the  operation  oC  the  striking 
mechanism  the  shaft  requires  veiy  li't'v-> 
power  and  so  the  contact  between  the  roller 
and  the  tire  may  be  very  light.  It  is 
claimed  by  the  makers  that  owing  to  the 
absence  of  springs  the  bell  will  not  wear 
out.    It  is  guaranteed  for  one  year. 

The  bell  shown  in  the  cut  has  a  double 
stroke  ohime  action.  A  single  chime  bell 
is   also  made  on  the   same  principle.    It   is 


IMETAL  VALVE  STEM  INSERTER. 

The  Kelly  Mfg.  Co.  of  Greentown,  Ind., 
which  manufactures  the  Kelly  rubber  band 
tire  repair  tool,  has  arranged  to  make  and 
market  a  tool  for  inserting  metal  valve 
stems  into  tires.  The  tool,  which  is  illus- 
trated herewith,  is  the  invention  of  A. 
Whisler,  and  is  doubtless  the  only  form  of 
such  tool  extant.  Its  utility  will  be  readily 
appreciated  by  repairmen  who  have  ex- 
perienced the  difficulty  of  inserting  metal 
stems  with  the  aid  of  pliers,  screw  drivers, 
etc.,  and  have  been  often  compelled  to  un- 
duly enlarge  the  hole  in  the  tire  In  order  to 
get  the  stem  in  place. 

The  tool  comprises  a  hollow  casing  hav- 
ing a  stationary  finger  on  one  end  and  a 
pair  of  swinging  fingers  pivoted  to  the  same 
end,  the  pivoted  fingers  being  cut  away 
upon  their  adjacent  edges  to  allow  the  pas- 
sage of  the  valve  stem  between  them.  As 
will  be  seen  from  the  illustration,  the  stem 
is  placed  in  the  tool  at  right  angles  to  the 
barrel  with  the  head  held  between  the  sta- 


Ttit  &ae  Mt. 


tionary  and  the  pivoted  fingers.  Each  of  the 
fingers  is  provided  with  an  outwardly  ex- 
tending fiange  to  catch  on  the  under  sur- 
face of  the  tire  after  the  tool  has  been  in- 
serted through  the  valve  hole.  A  plunger 
is  arranged  in  the  casing  by  means  of 
which  the  valve  head  may  be  pushed  down 
into  the  tire,  the  pivoted  fingers  spreading 
while  this  is  being  accomplished  and  clos- 
ing again  after  the  valve  is  through  so  that 
the  tool  may  be  withdrawn.  With  this  tool, 
valve  stems  may  be  placed  in  the  tire  with- 
out the  least  difficulty  and  without  enlarg- 
ing the  hole.  

THE  ST.  LOUIS  GASOLINE  nOTOR. 

The  gasoline  motor  shown  in  accompany- 
ing illustration  is  manufactured,  either  hori- 
zontal or  upright,  by  the  St.  Louis  Gasoline 
Motor  Company  at  115  South  Eleventh  street, 
St.  Louis,Mo.,  and  is  of  a  construction  which 
fits  it  especially  for  all  who  are  experiment- 
ing with  motor  vehicles,  being  of  light 
weight  but  absolutely  safe  and  always 
ready  for  instant  service.  The  two  horse 
power  motor  weighs  89  pounds  and  occupies 
a  space  of  24  by  11  inches.  One  sight  feed 
oil  cup  lubricates  all  bearings.  Naturally, 
these  features  which  make  the  motor  avail- 
able for  motor  vehicles,  are  of  equally  great 
value  in  the  shop  for  driving  lathes,  drill 
presses,  air  blast,  charging  air  tanks,  etc. 
The  cost  of  operating  the  two  horse  power 
motor  is  stated  to  be  less  than  %  cent  per 
hour,  and  it  requires  practically  no  attend- 
ance while  running.  The  ignition  is  elec- 
tric. Some  of  the  construction  details  are 
explained  by  the  manufacturing  company  as 
follows:  "The  governing  device  works  on  a 
supply  of  air  and  gas  so  as  never  to  shut 
the  charge  off  entirely.  All  working  parts 
run  In  oil.    The  mixture  of  air  and  gasoline 


is  maintained  by  an  improved  valve,  which 
gives  way  to  the  suction  caused  by  the  move- 
ment of  the  piston  on  the  admission  stroke, 
and  having  only  this  single  valve  covering, 
the  gas  and  air  openings  maintain  the  prop- 
er proportion  at  all  times.  Besides  the  throt- 
tle for  governing  the  speed,  a  governor  of 
special  design  is  operated  on  the  inlet  valve 
and  governs  the  supply  of  air  and  gas.  The 
improved  electric  igniter  is  entirely  automat- 
ic in  its  work,  and  is  so  constructed  that,  in 
case  of  wear,  it  can  be  adjusted  in  a  few 
moments.  It  is  also  constructed  so  as  to 
clean  itself  of  corroding  matter.  If  at  any 
time  it  is  necessary  to  examine  it,  it  can  be 
taken  out  and  replaced  in  one  minute.  The 
crank  shafts  are  forged  of  solid  steel  bars, 
and  are  without  any  weldings;  the  connect- 
ing rods  are  made  of  the  best  brass  bronze. 


Tmc&cU  ^CiC:-- 


The  flywheel  on  the  two  horse-power  motor 
is  17  inches  in  diameter,  and  is  a  suitable 
weight  for  the  power  of  the  motor.  By 
means  of  a  special  circulating  device  the 
amount  of  water  used  in  the  cooling  jacket 
is  reduced  to  two  common  pailfuls  for  a 
full  day's  work."  The  company  furnishes 
complete  directions  with  every  machine 
sold.  

THOnPSON'S  NEW  FORKSIDE  STEHS. 

The  diamond  shaped  front  and  rear  forks 
manufactured  by  the  Geo.  L.  Thompson  Mfg. 
Co.  of  Chicago  are  already  familiar  to  the 
trade.  A  new  fork  of  substantially  triangu- 
lar cross  section  with  the  base  of  the  tri- 
angle on  the  inner  or  wheel  side  of  the  fork 
blade  has  been  recently  covered  in  a  design 
patent  allowed  to  G.  L.  Thompson.  The 
flat  side  of  the  fork  is  given  a  slight  convex 
curve.  The  appearance  of  the  outside  of 
the  blade  is  similar  to  that  of  the  diamond 
shaped  fork.  

NEW  FOLDING  MUD  GUARD, 

J.  B.  Campbell,  of  324  Dearborn  street, 
Chicago,  is  bringing  out  a  new  mud  guard, 
the  general  appearance  of  which  is  shown 
in  the  accompanying  illustration.  The  guard 
possesses    the    notable    advantage   of   being 


Sjf  (rci  f  4c-c— 


extremely  light  and  of  presenting  a  neat  ap- 
pearance when  on  the  bicycle.  In  fact,  it 
is  so  small  and  light  that  even  the  most  con- 
firmed scorcher  could  not  honestly  refuse  to 
use  it  on  the  ground  of  appearance.  It  com- 
prises a  narrow  U  of  nickeled  spring  wire 
bent  at  the  outer  end  to  conform  to  the  sec- 
tion shape  of  the  wheel  tire.  Thin  metal 
plates  hold  a  layer  of  rubber  out  to  conform 
to  the  outline  of  the  tire.  The  free  ends  of 
the  wire  rod  are  attached  to  clips  which 
clamp  on  the  rear  stays  of  the  machine.  By 
placing  these  damps  properly  on  the  stays 
the  guard  frame  may  be  turned  on  its  fric- 
tional  joints  at  the  clamps  so  that  the  rub- 
ber shield  almost  touches  the  tire.  All  mud 
and  water  thrown  up  by  the  rear  wheel  will 
then  be  stopped  at  the  shield  and  the  rider's 
back  protected.    When  not  in  use  the  guard 


The  Cycle  Age  and  Trade  Review 


425 


BICYCLE  MANUFACTURERS 


that  it  costs  in  labor  and  waste 


where  a  substitute  is  used  for 

SEAMLESS  TUBING. 

That  is  one  reason  for  the 

large  demand  for 


Shelby  Seamless  Tytine 


426 


The  Cycle  Age  and  Trade  Review 


may  be  turned  up  on  its  hinges  till  it  lies 
flat  against  the  rear  stays,  where  it  will  be 
hardly  noticeable. 

CHICAGO  HANDLE  BAR  CO.'S  GOODS. 

In  reporting  the  exhibits  at  the  New  York 
cycle  show  omission  was  made  of  the  goods 
of  the  Chicago  Handle  Bar  Company,  which 
were  displayed  in  the  booth  of  the  Manhat- 
tan Storage  Company,  which  latter  concern 
looks  after  the  eastern  interests  of  the  big 
Chicago  handle  bar  house.  The  new  adjust- 
able bar  with  patent  internal  expander, 
shown  in  the  accompanying  illustration,  is 
the  distincfive  feature  of  the  line  of  the 
Chicago  Handle  Bar  Company.  It  will  ijot 
turn  in  the  head  or  become  loose  by  jolt- 
ing. The  expander  is  operated  entirely  in 
the 'lower  part  of  the  stem,  thus  not  inter- 
fering with  the  adjustment  of  the  top  bar. 
A  one-third  turn  of  the  short  eccentric  bolt 
draws  the  expander  rod  and  the  tapered 
plug  upward",  producing  an  effective  expan- 
sion of  the  lower  slotted  part  of  the  stem 
and  making  the  stem  rigid  in  the  steering 
head.  A  turn  of  the  threaded  clamping  bolt 
tightens  the  stem  securely  around  the  fer- 
rule of  the  top  bar.  The  price  of  this  bar 
with  round  top  bar  is  $5  and  with  the  octa- 
gon top  bar  $6,  both  without  grips.  Five 
other  adjustable  bar  patterns  are  made  at 
prices  ranging  from  $3.60  to  $5.  Five  pat- 
terns of  down-turned  bars  are  made  at 
prices  ranging  from  $3  to  $3.20,  five  patterns 
of  up-turned  bars  at  prices  ranging  from  $3 
to  $3.20,  six  patterns  of  ram's-horn  bars  at 
$3.20,  ten  racing  patterns  at  prices  ranging 
from  $3.60  to  $4,  and  four  patterns  of  Schin- 
neer  bars  at  prices  ranging  from  $3.20  to  $4. 

The  firm  also  manufactures  seat  posts, 
reversible  and  plain;  bent  tubes  for  frames 
in  women's  machines,  rear  fork  sides,  bent 
handlebar  tubes,  adjustable  stems  for  any 
style  of  top  bar,  seat  post  stems  in  the  rough 
made  of  seamless  tubing,  handlebar  stems 
for  rigid  bars  made  of  seamless  tubing,  in- 


I     I     I 


TnsCyatAa^^ 


ternal  expanders  for  rigid  bars,  and  the  "In- 
dependent" external  handlebar  and  seat 
post   expander. 

The  Schinneer  patterns  introduced  by  the 
firm  last  year  continue  to  be  extremely  pop- 
ular, owing  to  their  beauty  of  outline  and 
their'  particular  adaptability  to  low  frame 
bicycles. 

POPE'S  IMPROVED  LIGHT  MOTOR  VEHICLES. 

Hartford,  Jan.  30.— The  Pope  Manufactur- 
ing company,  which  has  the  construction  of 
several  new  models  of  motor  carriages  un- 
der consideration,  will  soon  place  upon  the 
market  a  quadricycle  with  a  gasoline  mo- 
tor. The  vehicle  is  of  light  construction 
and  is  particularly  trim  in  appearance.  The 
sm,oke  and  objectionable  odor  of  the  gaso- 
line, which  are  caused  by  partial  combus- 
tion, have  been  practically  done  away  with 
in  this  model.  The  company  reports  receiv- 
ing many  inquiries  for  the  gasoline  tricycle 
which  was  put  on  the  market  last  fall  and 
is  being  used  for  delivery  purposes  by  de- 
partment stores  in  the  large  eastern  cities. 
In  the  latest  models  an  improved  form  of 
electric  igniter  supersedes  the  hot  tube  and 
lamp,  obviating  the  difficulty  which  was 
formerly  occasionally  experienced  during  a 
high  wind.  

READING  STANDARD  IN  THREE  GRADES. 

The  Reading  Standard  Mfg.  Co.  of  Read- 
ing, Pa.,  is  cataloguing  three  grades  of  ma- 
chines each  of  which  is  built  in  men's  and 
women's  patterns.  The  Reading  Standard, 
which  is  fitted  with  the  company's  new  seat 
post  clamp,  the  operation  of  which  Is  shown 
in  the  accompanying  illustration  and  which 
affords  a  positive  and  readily  acting  clamp, 
lists  at  $50.  The  fork  crown  on  these  models 
is   of  tubular   construction  and   special   de- 


sign and  presents  an  entirely  new  feature, 
which  while  small  in  general  purpose  still 
adds  to  the  utility  and  value  of  the  ma- 
chine. It  comprises  a  flat  nickeled  place 
left  upon  the  front  of  the  crown  upon  which 
the  owner  of  the  machine  may  have  his 
name  or  initials  engraved.  The  Reading 
Standard  Roadster  and  the  Royal  Reading, 
selling  respectively  at  $40  and  $30,  are  fitted 
with  flush  nickeled  arch  crowns  and  have 
features  and  equipment  in  keeping  with  the 
best  possibilities  in  machines  of  their 
classes.  Two-piece  hangers  are  used  on  all 
of    the   models,    though   each   grade    of   ma- 


The  (K.Lt.  Aoc-^ 


chine,  has  a  hanger  slightly  differing  from 
the  others  and  designed  for  its  especial  use. 
Options  on  all  patterns  are  liberal  and  in 
keeping  with  the  times  and  the  demands 
of  the  market. 

NEW  FALCONS  IN  TWO  GRADES. 

The  catalogue  of  H.  C.  Tillotson  &  Co.  of 
Toledo,  successors  to  the  Yost  Mfg.  Co.  in 
the  manufacture  of  Falcon  bicycles,  bears 
reproductions  of  two  union  labels.  One  is 
that  of  the  Allied  Printing  Trades  Council, 
showing  that  the  booklet  was  published  iri  a 
union  shop,  and  the  other  is  of  the  Bicycle 
'Workers'  Union  and  is  the  same  as  that 
placed  on  all  Falcon  bicycles.  The  New 
Falcon  bicycles  illustrated  in  the  catalogue 
are  all  made  in  the  old  Yost  factory,  in 
which  special  machinery  and  modern  meth- 
ods are  enabling  the  operators  to  turn  out 
machines  in  larger  quantities  than  ever  be- 
fore. The  New  Falcon  is  made  in  two 
grades,  one  selling  at  $45  and  the  other  at 
$35.  The  hanger  used  is  of  the  two-piece 
construction  w^ith  square  cranks  having  bev- 
eled edges.  The  seat  post  is  held  by  an  in- 
ternal expander  and  can  be  used  with  the 
horizontal  saddle  support  either  in  front  or 
behind  the  post.  Kelly  handle  bars  are  fit- 
ted to  the  $45  models.  The  higher  priced 
patterns  are  enameled  in  black,  maroon  or 
Brewster  green.  The  cheaper  machines  are 
finished  in  plain  black.  The  fork  crown  is  a 
single  piece  drop  forging  of  semi-arch  pat- 
tern.   

EXCELSIOR  GUARANTEED  TIRES. 

Special  care  has  been  taken  in  designing 
this  tire  to  get  the  tread  of  such  a  charac- 
ter that  will  be  serviceable  and  neat  in  ap- 
pearance. It  will  be  noticed  in  the  drawing 
that  the  tread  is  plain  and  the  sides  corru- 
gated, putting  the  rubber  where  it  is  most 
used.  The  tire  is  made  from  a  high  grade 
of  rubber,  and  the  duck  used  throughout  is 
of  the  best.  The  tire  is  fully  guaranteed  for 
three  months  from  date  of  sale  by  the  Ex- 
celsior Supply  Co.,  98  Lake  street,  Chicag'o, 
for   whom  it  is   manufactured   by   the  India- 


(ku  Aot- 


Rubber  Co.,  of  Akron.  The  company  sup- 
plies a  pump  and  repair  kit  with  each  pair 
of  tires,  and  the  price  is  such  that  it  will 
interest  close  buyers  for  a  guaranteed  cheap 
tire  which  will  be  serviceable  and  give  good 
satisfaction.  

VALUABLE  TREATISE  ON  FILES  FREE. 

"File  Filosophy"  is  the  subject  of  a  dainty 
and  at  th<;  same  time  very  practical  booklet 
just  issued  by  the  Nicholson  File  Co.  of 
Providence,  R.  I.  It  treats  briefly  and  yet 
comprehensively  of  the  general  classification 


of  files  and  definition  of  file  terms,  the 
proper  methods  of  handling  and  using  files 
so  as  to  secure  the  best  results,  and  gives 
a  description  of  the  most  common  files  and 
the  ordinary  uses  to  which  they  are  applied 
and  for  which  they  are  best  adapted.  It 
thus  covers  all  the  points  which  most  inter- 
est and  concern  file-users  and  will  be  found 
by  them  a  readable  and  valuable  book.  It 
is  really  an  abridgement  of  the  Nicholson 
company's  "Treatise  on  Files,"  which  was 
published  in  1878  and  which  has  always  been 
accepted  by  the  craft  and  trade  in  general 
as  the  authority  on  all  matters  pertaining 
to  files.  It  is  in  response  to  a  continued  de- 
mand for  this  treatise,  now  out  of  print, 
that  the  present  "Filosophy"  is  published. 
The  matter  is  carefully  compiled  and  edited, 
illustrated  with  helpful  plates,  and  affords 
a  valuable  addition  to  the  body  of  popular 
literature  on  scientific  subjects.  Moreover, 
its  brevity  and  convenient  size  render  it  the 
more  acceptable.  It  may  be  had  upon  ap- 
plication to  the  Nicholson  company's  main 
office  in  Providence. 


THE  NATIONAL  CRANK  HANGER. 

The  National  Cycle  Mfg.  Co.  of  Bay  City, 
Mich.,  is  using  a  crank  hanger  on  its  Na- 
tional bicycles  which  is  a  development 
along  the  same  line  that  the  company  has 
followed  since  1894.  The  leading  principle 
of  the  hanger  is  the  "slip  in"  feature,  the 
bearings  being  incased  in  a  sleeve  which 
can  be  removed  from  the  bracket  without 
disturbing  the  adjustment  of  the  bearings. 
The  company  is  the  original  patentee  of  this 
type  of  hanger.  The  cups  are  heavy  and 
are  ground  inside  and  out  after  tempering, 
and  being  held  in  place  in  the  "sleeve  which 
is  accurately  machined,  it  is  impossible  for 
them  to  be  out  of  line.  Another  desirable 
feature  of  the  hanger  is  the  extraordinarly 


great  distance  between  the  two  rows  of 
balls.  The  cranks  and  axle  are  of  the  two- 
part  construction,  the  right  crank  and  the 
shaft  being  integral  and  the  left  crank  being 
attached  by  means  of  a  taper  seat  and  end 
set  screw. 

nEILINK'S  VIEWS  ON  EXPANDERS. 

The  Meilink  Mfg.  Co.  of  Toledo,  which  is 
one  of  the  pioneers  in  the  making  of  seat 
post  and  handle  bar  expanders,  has  had 
many  inquiries  from  dealers  and  jobbers 
on  the  subject  of  what  points  should  be 
most  considered  in  the  making  of  success- 
ful expanders.  In  order  to  give  such  parties 
and  all  others  interested  in  the  matter  the 
benefit  of  its  manufacturing  experience,  the 
company  has  compiled  the  following  list  of 
what  it  considers  the  six  most  important 
points:  1. — The  expander  should  be  inde- 
pendent of  the  frame  so  that  no  abuse  on 
the  part  of  the  rider  or  repairman  will  re- 
sult in  injury  to  the  frame  through  the 
improper  replacement  of  the  expander  after 
removal.  2.— It  must  bind  positively  by  its 
own  action  and  draw  apart  in  the  same 
way.  Otherwise  when  it  becomes  rusty,  as 
it  is  very  likely  to  do,  the  repairman's  first 
remedy  is  very  liable  to  be  the  hammer  and 
cold  chisel.  3.— The  binding  surface  of  the 
expander  ishould  be  as  small  as  possible. 
The  greater  the  binding  surface  the  more 
force  it  takes  to  tighten  the  expander.  4.— 
An  expander  in  which  each  sleeve  can  be 
set  independently  of  the  other  may  be 
made  to  overcome  many  variations  In  the 
diameters  of  both  seat  post  and  frame  lug. 
5.— The  greater  the  thread  surface  in  the 
expander  the  greater  are  the  binding  pos- 
sibilities and  the  insurance  against  abuse  by 
inexperienced  persons.  6. — That  it  may  hold 
properly  and  securely  the  expander  should 
clamp  the  seat  post  or  handle  bar  around 


The  Cycle  Age  and  Trade  Review 


427 


Wbat  you  get  for  your  money  is  as  important  as  tbe  amount  you  pay. 


national  Bicycles 


«    ti 


have  an  unblemished  reputation.  They  have  always  given 
dpaler  and  rider  satisfaction.  They  have  always  been  sold  at  a 
stable  price.  They  have  always  carried  the  greatest  number  of 
practical  yet  simpie  improvements.  They  have  a  marlcet  of  their 
own.  No  National  dealer  ever  suffered  cro^s  compttitioD.  Every 
National  dealer  grts  the  benefit  of  his  efforts  in  increased  sales 
and  a  growing  number  of  salisiitd  customers. 


Price  Is  relative.    Profits  are  predicted  by  good  business  men  on  sonie° 

thing  besides  first  cost.    It's  the  NET  profit  you  want. 

Our  catalog  is  readable. 

national  Cycle  mfg.  Co. 

Bay  eity,  micb. 

A  NATIONAL  RIDER  NEVER  CHANGES  HIS  HOUNT. 


Plain  Talks  on 


Andrae  Cycles 


VII— Road  Racer,  $60. 


The  Andrae  Eoad  Eacer  is  built  a  little  heavier  than  the  Track 
Racer  because  it  ought  to  be. 

A  rider  can  cover  more  ground,  any  kind,  on  the  Andrae  than 
on  any  other  wheel. 

There  is  no  povrer  lost — every  bit  of  exertion  counts— there 
isn't  any  weak  spot,  any  useless  friction  to  counteract  energy. 

A  51-year-old  rider  won  the  Chicago  Road  Race  two  years  ago 
because  he  rode  an  Andrae — not  because  he  chewed  a  plug  of  to- 
bacco every  day. 

Mr.  Smedley  said  so  himself. 

The  Andrae  Eoad  Racer  is  better  to-day  than  it  was  then.  As 
much  better  as  two  years  of  Andrae  mechanical  skill  can  show  up. 

Every  cyclist  who  is  determined  to  be  fast  on  the  road  will  buy 
it.  Every  wheelman  who  wants  an  easy  running  wheel  will  do 
the  same. 

The  Andrae  Eoad  Eacer  and  15  other  models  are  all  good  sel- 


lers. 


Want  to  sell  them? 


Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 

'♦The  Andrae"  Agent,"  A  Monthly  Journal  of  Andraeism,  Free. 


Mention  The  Cycle  Age 


'^^- 


. ...  ^' 


GEniNG 
n  RIGHT 


V 

mm 


DOWN 

TO--*- 

BUSINESS 
-OLI899 


Waverley  agents  made  money  last  year. 
Did  you?  Waverley  Bicycles  were  built  so 
that  when  they  were  sold  they  stayed  sold 
and  helped  to  sell  other  Waverleys.  We  got 
right  down  to  business  and  made  the  best 
bicycles  of  the  season  and  sold  them  at  right 
prices.  For  1899  we  are  building  better 
bicycles  and  selling  them  at  even  more  popu- 
lar prices. 

Waverley 

BICYCLES 
$40 


IVANHOE  SPECIALS, 
rVANHOE  BICYCLES, 


-       -      $35 
$25  and  $26 


The  same  liberal  treatment  of  agents  that 
has  been  so  popular  in  the  past  is  continued. 
There  are  "talking  points"  all  over  the 
Waverley  line,  and  there  is  a  bicycle  for 
every  requirement  of  taste  and  purse.  Write 
us  at  once. 


INDIANA  BICYCLE  CO. 

INDIANAPOLIS,  IND. 


428 


The  Cycle  Age  and  Trade  Review 


its  entire  periphery.  Devices  which  clamp 
only  two  points  will  bind  the  post  against 
vertical  but  not  against  lateral  movement, 
and  if  forced  to  clamp  tightly  will  compress 
even  16-gauge   tubing. 

HUGE  WESTERN  BUSINESS  IN  TUBING. 

Herman  Boker  &  Co.  of  New  York  have 
placed  more  than  3,000,000  feet  of  tubing 
through  the  eastern  and  western  offices,  the 
latter  being  under  the  direction  of  F.  A. 
Hastings  &  Co.,  at  159  Lake  street,  Chicago. 
The  tubing  carried  is  for  the  most  part  im- 
ported, the  brand  being  Mannesmann,  of 
German  manufacture.  Mr.  Hastings  stated 
last  week  that  the  demand  was  such  as  to 
make  it  necessary  to  have  carload  lots 
shipped  direct  to  Chicago  in  bond,  and  de- 
liveries made  direct  from  car  to  factory.  In 
this  way  double  handling  is  obviated  and 
the  rate  per  foot  is  kept  down.  The  price  of 
the  tube  is  such  as  to  command  trade,  espe- 
cially where  purchasers  cannot  buy  in  large 
lots,  yet  proportionate  advantages  are  af- 
forded those  whose  capacity  is  such  as  to 
warrant  them  buying  in  large  quantities. 
Besides  tubing  of  foreign  manufacture  the 
company  handles  the  product  of  the  Ell- 
wood  Ivins  Tube  Company,  Philadelphia. 

A  feature  of  the  business  of  the  western 
office  is  a  line  of  handlebars  made  up  of 
tapered  tubing,  the  bars  being  one  inch  at 
the  stem  connection  and  seven-eighths  of  an 
inch  at  the  ends.  A  complete  line  of  grips, 
hubs,  pedals,  Stockton  and  Baldwin  chains, 
rims,  guards,  etc.,  is  carried  by  Hastings 
&  Co.,  all  being  of  high  qujllity  and  latest 
design.  

NEW  STEEL  BALL  MAKING  CO. 

The  Cleveland  Ball  &  Screw  Co.,  446  The 
Arcade,  Cleveland,  O.,  is  a  recently  organ- 
ized firm  of  which  Leo  Mayer  is  president 
and  G.  J.  Bailey,  secretary  and  treasurer. 
The  parties  in  charge  are  men  of  ability 
and  years  of  experience  in  the  ball-making 
industry,  and  all  the  workmen  are  thorough 
and  capable  mechanics. 

In  announcing  to  the  trade  and  public 
that  it  owns  and  controls  valuable  patents 
on  machinery  and  methods  for  producing 
steel  balls  of  all  sizes  from  1-16  inch  to  4 
inches  diameter,  and  also  patents  on  spe- 
cial automatic  screw  machinery,  this  com- 
pany desires  to  call  attention  to  the  fact 
that  it  is  putting  same  into  practical  use 
and  will  be  in  position  very  shortly  to  fill 
orders  for  strictly  high-grade  tool  steel 
balls,  properly  hardened  and  tempered,  accu- 
rate and  uniform  to  size,  carefully  inspected 
and  gauged,  and  at  prices  that  will  be  Inter- 
esting, considering  the  superior  quality  and 
finish  of  the  product.  The  methods  of  manu- 
facture are  far  advanced  toward  perfection, 
and  the  accuracy,  uniformity,  strength  and 
finish  of  the  tool  steel  balls  are  in  the  same 
dearree  superior 

This  encouraging  fact  has  led  to  the  or- 
ganization of  the  above  new  company  with 
ample  capital. 

The  company  will  not  confine  its  produc- 
tion to  tool  steel  balls  alone,  but  will  manu- 
facture to  order  balls  of  such  other  material 
as  customers  may  desire,  as  brass,  bell- 
metal,  clay,  composition,  etc.,  and  will  also 
make  automatic  screw  machines  of  its  own 
design  and  under  its  own  patents;  also  all 
kinds  of  automatic  machinery  to  order,  as 
well  as  screw  machine  products. 


NEW  PATTERNS  OF  HUNT  SADDLES. 

While  several  of  the  saddle  patterns  which 
have    proven    popular   in    the   past   are   still 


VicffacAoL- 


carried  with  slight  improvements  in  the  new 
line  of  saddles  made  by  the  Hunt  Mfg.  Co. 
of  Westboro,  Mass.,  several  different  forms 
have  been  added  which  possess  distinctive 
features.  Styles  76  and  77  are  said  by  the 
Hunt  people  to  be  the  handsomest  models 
they  have  ever  produced.  The  padding  is 
very  thick  and  is  composed  of  interlaced 
hair.  The  wood  base  is  on  approved  lines 
and  affords  beauty  of  outline  as  well  as 
comfort  to  the  rider.  The  spring  has  an 
easy  riding  coil  at  the  rear.  Model  77  is 
shown   in   the   uppermost   illustration   here- 


with. Models  52  and  53  are  wood  base  pat- 
terns nicely  padded  and  furnished  with  easy 
coil  springs.  The  base  is  finished  in  natural 
wood  giving  unique  and  striking  appear- 
ance. The  second  illustration  shows  model 
53. 

Patterns  50  and  51,  the  former  of  which  is 
shown  in  the  third  illustration,  have  a 
novel  method  of  fastening  the  leather  cover 
to  the  nickel  plated  base.  This  is  effected 
by  clinched  prongs  that  hold  the  leather 
securely,  and  with  the  depressed  border 
around  the  edge  of  the  base,  produce  a  very 
neat  effect  when  viewed  from  underneath. 
The  bottom  of  this  saddle  is  shown  in  the 
last  illustration. 

Patterns  resembling  76  and  77  are  also 
furnished  but  are  not  so  thickly  padded 
nor  supplied  with,  the  same  coil  spring. 
The  Hunt  company  is  also  furnishing  a  line 


die  and  on  some  models  the  HoUenbeck 
rawhide  saddle  is  offered  as  an  option. 
Unguaranteed  Clipper  tires  are  used  on  the 
$30  patterns  and  on  the  other  machines  De- 
fender, Morgan  &  Wright,  Hartford,  Good- 
rich, Palmer  and  Andrae  tires.  The  stand- 
ard  color  is   Andrae  pea  green. 


of  spiral  springs  which  may  be  applied  to 
either  its  hygienic  or  rigid  base  patterns 
when  it  is  desired  to  obtain  a  more  com- 
fortable seat  than  is  afforded  by  stiffer 
springs.  The  well  known  "S"  spring  will 
still  be  supplied  on  hygienic  patterns  if 
desired.  , 

ARTISTIC  KEATING  CATALOGUE. 

The  catalogue  of  the  Keating  Wheel  Co.  of 
Middletown,  Conn.,  has  an  artistic  cover 
with  relief  effect  and  shows  one  fTder  point- 
ing out  to  another  the  advantages  of  the 
curved  seat  mast  which  has  long  been  a 
distinguishing  feature  of  Keating  bicycles. 
The  new  Keating  factory,  a  picture  of  which 
is  shown  on  the  back  cover  of  the  catalogue, 
is  of  a  kind  which  is  becoming  popular  among 
manufacturers  in  localities  where  plenty  of 
ground  space  is  available.  It  is  but  two 
floors  in  height  and  being  long  and  narrow 
with  several  projecting  els,  each  of  which 
is  devoted  to  some  special  operation  in  the 
manufacture  of  the  product,  it  furnishes 
ample  floor  space  and  is  devoid  of  such  nui- 
sances as  darkness  and  poor  ventilation.  All 
of  the  machine  work  is  done  on  the  ground 
floor,  and  the  brazing,  blacksmithing,  grind- 
ing, polishing,  etc.,  are  entirely  separated 
from  the  main  building.  The  Keating  com- 
pany is  making  a  specialty  of  repairing  in  its 
own  factory  with  view  to  giving  better  sat- 
isfaction than  is  common  to  agents  and 
riders  who  return  defective  and  injured 
parts.  

THE  EWALD  ONE-PIECE  HANGER. 

The  Ewald  Mfg.  Co.,  215  S.  Clinton  street, 
Chicago,  is  now  making  its  one- 
piece  hanger  in  several  patterns  for 
use  in  different  styles  of  machines. 
For  single  machines  the  hanger  is 
furnished  with  regular  and  with  eccentric 
barrels  and  choice  of  connecting  lugs  for 
different  sizes  of  frame  tubes  is  offered. 
The  eccentric  bracket  is  also  put  out  with 
shells  and  sprockets  arranged  for  tandem 
driving.  In  this  hanger  the  inside  sprocket 
is  placed  close  to  the  tandem  frame  and 
hangs  between  the  bearings.  With  the 
Ewald  combination  three  and  four-point 
bearing  it  is  possible  to  have  the  axis  of 
rotation  of  the  balls  perpendicular  to  the 
spindle  and  also  to  have  each  end  of  the 
bearing  independent  and  with  separate  ad- 
justment. Lately  a  new  single  star  sprocket 
design  presenting  a  very  light  and  tasty 
appearance  has  been  brought  out  by  the 
company. 

LARGE  LINE  OF  ANDRAES. 

WTiile  filling  up  its  line  to  an  unlucky 
number,  the  Julius  Andrae  &  Sons  Co  of 
Milwaukee  has  no  need  to  fear  that  the 
thirteen  patterns  which  it  lists  in  its  ad- 
vance circular  will  prove  unlucky  machines, 
for  all  present  the  same  careful  design  and 
construction  which  have  made  Andrae  cycles 
popular  among  all  kinds  of  riders.  The  line 
includes  the  standard  models  of  men's  and 
women's  road  machines,  listing  at  $50;  a 
chainless  fitted  with  the  Sager  roller  pin 
gear  at  $75;  a  30-inch  wheeled  machine  at 
$55;  racer  and  road  racer  at  $60  each;  single 
and  double  steering  double  diamond  tan- 
dems and  a  combination  tandem  at  $85  each; 
men's  and  women's  roadsters  at  $40  each, 
and  two  patterns  of  the  Andrae  Sunbeam 
at  $30  each.  The  machines  are  fitted  with 
various  patterns  of  the  Andrae  padded  sad- 


W.  &  E.  CYCLE  HATERIAL. 

The  Walker  &  Ehrman  Mfg.  Co.,  Washing- 
ton and  Union  streets,  Chicago,  which  has 
always  been  known  as  a  firm  of  careful, 
conservative  manufacturers  of  high  grade 
bicycle  parts,  has  issued  a  complete  cata- 
logue of  the  goods  it  now  makes  and  mar- 
kets. Two  grades  of  single  machine  hubs 
are  made  by  the  W.  &  E.  company.  The 
higher  priced  hub,  the  W.  &  E.  Special,  ad- 
justs by  means  of  the  cups  which  screw  into 
the  barrel  but  are  not  inverted  as  in  the  or- 
dinary disk  adjusting  hub.  The  adjustment 
locking  device  is  positive  in  its  action  and 
does  not  depend  for  its  security  upon  the 
binding  power  of  nuts,  which  may  loosen. 
Frame  parts,  already  machined,  for  single 
bicycles  and  for  multiplets,  are  furnished 
both  in  drop  forgings  and  castings.  Other 
important  specialties  in  the  line  are  the  W. 
&  E.  expanders  and  pedals.  The  firm  also 
sells  the  Fauber  hanger  and  furnishes  its 
frame  fittings  in  angles  to  match  those  on 
the  Fauber  bracket.  As  well  as  selling  the 
various  frame  parts,  complete  frame  sets 
already  fitted  and  ready  to  be  built  up  are 
supplied  at  figures  a  little  less  than  those 
which  the  separate  buying  of  the  parts 
would  foot  up  to  in  the  end.  The  frame  sets 
include  besides  the  lugs  and  cut  tubing  and 
forks,  hubs,  hanger  parts,  seat  post  and 
handlebar  expanders,  head  fittings  and  seat 
posts.  

CROWN  AND  CYRUS  CYCLES. 

The  John  Lonn  &  Sons  Co.  of  La  Porte, 
Ind.,  shows  in  its  catalogue  several  patterns 
each  of  Cyrus  and  Crown  bicycles,  ranging 
in  price  from  $30  to  $60.  The  cheaper  Cyrus 
patterns  have  outside  joints.  The  "other 
machines  have  flush  joints  throughout  and 
some  of  the  Crown  models  have  diamond 
shaped  front  and  rear  forks.  Crown  Model 
33,  which  has  30-inch  wheels,  is  fitted  with 
a  frame  of  the  three-crown  construction  in 
which  the  diamond  forks  are  nickel  plated, 
giving  a  striking  contrast  to  the  enameled 
portions.  A  men's  and  a  women's  cushion 
frame  are  included  in  the  line,  and  tandems 
with  either  double  diamond  or  combination 
frames  will  be  built  to  order  when  the 
factory  is  not  too  busy  on  single  machines. 
Cyrus  models  have  the  i  Thompson  two- 
piece  hanger,  while  the  Crown  patterns  are 
fitted  with  the  Fauber  hanger.  The  options 
throughout  are  generous  and  where  cer- 
tain fittings  not  included  in  the  regular 
list  are  wanted  slight  additional  charges 
are  asked,  thus  making  it  possible  for  the 
buyer  to  be  supplied  with  almost  anything 
desired  without  the  company  having  to 
furnish  at  its  own  expense  more  than  its 
regular  wide  list  of  options. 


SPALDING  FINISH  DESIGN  PATENTED. 

Lewis  T.  Smith  has  been  granted  a  design 
patent  on  an  enamel  finish,  the  patent  be- 
ing aissigned  to  the  Lamb  Mfg.  Co.  of  Chic- 
opee  Falls.  Mass.  The  design  implies  the 
use  of  a  bicycle  steering  head  enameled  in 
a  color  different  from  the  frame,  and  pro- 
vides for  this  second  color  extending  out 
upon  the  frame  tubes  and  terminating  on 
each  tube  in  a  series  of  long  sharply  acute 


points.  The  form  of  the  two-color  enamel- 
ing covered  in  the  design  is  shown  in  the 
accompanying  illustration. 


THE  COLUnBIA  CATALOGUE. 

In  point  of  letter  press  and  artistic  em- 
bellishment the  catalogue  of  the  Pope  Mfg. 
Co.  of  Hartford,  Conn.,  is  in  full  keeping 
with  the  company's  previous  publications; 
The  cover  presents  in  unique  color  effect  a 
Venetian  scroll  design.  The  interior  embel- 
lishment comprises  tinted  half-tones  show- 
ing the   models   and   carefully   drawn   etch- 


The  Cycle  Age  and  Trade  Review 


429 


MOWING  MACHINE... 

costs  more  than  a  scythe — but  it  cuts  more  hay. 

A  fine  tire  costs  more  than  a  cheap  -  but  it  rides  faster  and 
farther.  AVhat  made  the  solid  tire  give  way  to  the  cushion— the 
cushion  to  tbe  pneumatic?  For  precisely  the  same  reason  the  slow 
pneumatic  is  bound  to  give  way  to  the  fast. 

Nobody  wants  slow  tires ;  nobody  buys  them  knowingly. 
And  it  isn't  good,  sound  business  to  let  people  do  it  unknow- 
ingly. If  you  don't  tell  them,  somebody  else  will,  and  they  get 
the  impression  that  they've  been  cheated. 

League  Tires  need  no  explanation.  Nothing  goes  into 
them  but  the  finest  rubber  and  fabric;  nothing  comes  out  but  speed 
and  staying  qualities.  "Get  there  and  get  back"  tires  look  well 
in  the  store,  ride  well  out  of  the  store  and,  present  or  absent,  are 
working  steadily  in  somebody's  interest  —  yours,  if  you  handle  them. 

New  York 25  Park  Place. 

Boston 24  Summer  Street. 

Philadelphia 308  Chestnut  Street. 

St.  Louis 210  No.  12th  Street. 

San  Francisco 509-511  Market  Street. 

WESTERN  DISTRIBUTING  AGENTS. 

A.  G.  Spalding  <&  Bros-,  147 149  Wabash  Ave.,  Chicago. 

NEW  ENGUND  DISTRIBUTING  AGENTS. 

Geo.  F.  Kehew  <£  Co.,  129  Pearl  St.,  Boston. 


NEW  YORK  BELTING&PACKING  CO.LTD 


A 


LEAGUEKIT 

mends  any  single  tube  tire. 
Quick  and  sure  cement  repair 
for  small  punctures,  quick  and 
sure  plug  repair  for  large  ones. 
Only  tool  that  does  the  work 
of  two  kits  at  price  of  one. 
Write  for  prices. 


mi^^^^n^^8^sm^^^m^8S^^i£^m^^8^^^B^^^^M^s^m^s\ 


Cbe  Guaranteed  Quality 
CDe  Catest  Styles  m  Designs 


In  DecaKontania 
transfer  Decoration 


C?2N 


are  combined  in  fleyercord  Double  Paper  Transfers.     They  are  incomparably- 
superior  to  any  other  kind  of  transfer  in  ease  of  handling  and  beauty  of  results. 


ENAMELERS  are  badly  handicapped  in  their  business  if  they  are  not  prepared  to  show  their  customers 
a  nice  line  of  Transfers  for  selection.  Our  Double  Paper  kind,  the  guaranteed  kind,  will 
secure  work,  save  time  and  improve  prices. 

DEALERS  should  never  let  a  bicycle  go  out  of  their  store  or  repair  shop  without  their  name  and  location 
on  it  in  some  place.  Our  nameplate  transfers — furnished  in  lots  as  small  as  fifty — afford  the 
only  tasty  and  decorative  means  of  keeping  the  dealer's  name  before  the  public. 

ALL  THE  TRADE  wants  transfers  for  one  purpose  or  another,  hence  Jobbers  should  catalogue  them  and 
illustrate  them.     Electros  and  samples  free. 


Cbe  mcycrcord  €o,,  Tnc, 

JImerican  manufacturers,  Quarantecd  Decalcontania  transfers, 


NEW  YORK  OFFICE: 

805  St.  James  Bldg. 


main  Office:    Cbambcr  of  Coinmcrcc  Bldd..  CDicado. 


ST.  LOUIS  OFFICE: 

621  Holland  Bldg. 


\g^n£¥li^S^m^m^2^^l^^m^S^^8^8^8S^m^^^^8S^^8^ 


430 


The  Cycle  Age  and  Trade  Review 


ings  illustrating  the  details  of  construction 
in  Columbia  and  Hartford  bicycles.  The  Co- 
lumbia chainless,  which  of  course  occupies 
the  position  of  honor  in  the  book,  is  recom- 
mended indiscriminately  to  all  riders  by  the 
company  as  an  ideal  mount.  One  of  the 
prominent  features  of  the  catalogue  is  the 
double  page  illustration  showing  the  facto- 
ries of  the  Pope  Mfg.  Co. 


CHICAGO  TUBE  CO.'S  LINE. 

The  Chicago  Tube  Co.,  217  "Washington 
street,  Chicago,  is  cataloguing  frame  sets, 
frames,  complete  and  stripped  bicycles  and 
all  kinds  of  builders'  material,  sundries  and 
tools.  Frame  parts  are  offered  for  both 
outside  and  flush  joints  and  for  28  (and  30- 
inch  wheels.  Tandem  frame  sets  of  three 
styles  are  also  included.  Fauber  hangers 
and  the  company's  own  two-piece  hanger 
comprise  the  parts  in  this  line  handled.  The 
line  of  small  fittings,  parts  and  such  equip- 
ment sundries  as  saddles,  pedals  and  handle 
bars  is  very  large,  including  in  each  instance 
several  lines  of  standard  goods.  The  com- 
plete bicycles  range  in  price  from  $40  down 
to  $29,  and  include  several  styles  of  machines 
sold  under  the  name  Pirate.  They  are  made 
from  the  fittings  sold  by  the  company  and 
are  staunch  machines,  finished  and  equipped 
in  popular  mode  and  offered  to  dealers  at 
prices  which  allow  comfortable  profits  to  be 
made.  

DROP  FORQINGS  THROUGHOUT. 

The  familiar  claim  of  Tver  Johnson's 
Arms  &  Cycle  "Works  that  it  produces 
"Honest  cycles  at  honest  prices"  is  made 
the  subject  of  the  text  in  the  company's 
catalogue.  The  construction  of  Iver  John- 
son cycles  is  carefully  illustrated  and  de- 
scribed with  the  intention  of  demonstrating 
to  the  reader  the  care  and  skill  used  in  the 
manufacture  of  the  bicycles.  Half  tone 
■illustrations  from  photographs  show  the 
connections  and  parts  used  and  clearly 
bring  out  the  extent  to  which  the  company 
carries  out  its  policy  of  using  nothing  but 
drop  forgings  in  the  making  of  the  parts. 
The  new  combination  double  plate  and  arch 
crown  used  on  Iver  Johnson  machines  is 
illustrated  both  in  its  finished  form  and  as 
a  rough  drop  forging  before  machining. 


CLIPPERS  GOING  ABROAD. 

Fifteen  of  the  most  improved  pattern 
chainless  Clipper  bicycles  made  by  the 
Grand  Rapids  Cycle  Co.,  were  shipped  some 
days  ago  to  Bomibay,  India,  and  may  be 
ridden  there  before  the  spring  weather  here 
permits  riding  on  the  city  streets.  A  short 
time  ago  a  small  shipment  was  made  to 
Buenos  Ayres,  South  America,  but  roads  as 
yet  in  that  country  are  undeveloped  and 
cycling  is  not  popular.  Two  Clippers  are  on 
their  way  to  Johannesburg,  South  Africa, 
five  were  recently  sent  to  St.  Petersburg, 
Russia,  and  a  dealer  in  Sweden  has  written 
to  the  company  asking  for  prices  on  5,000 
of  the  chainless  machines. 


DUDLY  TUBE  CUTTERS  ABROAD. 

The  Dudly  Cycle  "Works,  of  Menominee, 
Mich.,  which  make  a  line  of  cycle  working 
tools,  the  leaders  of  which  are  the  Dudly 
tube  cutter  and  the  Perfect  nipple  grip,  are 
finding  an  appreciative  market  for  their 
goods  in  Europe.  Recently  good  sized  or- 
ders have  been  received  through  four  New 
York  export  houses  for  tube  cutters  and 
grips  to  be  shipped  abroad.  The  company 
also  reports  an  excellent  business  in  this 
country,  its  frame  jigs  ajid  truing  stands 
meeting  with  the  same  favor  that  has  been 
granted  the  other  devices. 


NEW  PERIODICAL  FOR  SPALDING  AGENTS. 

A.  G.  Spalding  Bros.,  of  New  York  and 
Chicago,  have  issued  the  first  number  of 
"The  Spalding,"  in  which  they  explain  their 
new  policy  and  make  an  earnest  appeal  for 
the  support  of  the  retail  trade.  An  interest- 
ing feature  is  the  synopsis  of  letters  re- 
ceived from  retail  merchants  in  regard  to 
the  policy.  The  opinions  of  a  great  many 
merchants  in  all  parts  of  the  country  are 
thus  brought  together^,  expressing  almost 
unanimous  approval  of  the  new  method, 
many  of  the  writers  commending  it  enthusi- 
astically.   

BARNES  CATALOGUE  WELL  ILLUSTRATED. 

Following  Its  tasty  little  advance  agent, 
the  Barnes  Cycle  Co.  of  Syracuse  has  Issued 
its  regular  catalogue.  The  brochure  is  the 
work  of  the  Chasmar-Winchell  Press,  of 
New  York  city,  and  contains  handsome  half- 
tone cuts  made  from  air  brush  drawings 
which  display  the  White  Flyer  models  and 
the  constructive  features  in  a  most  attract- 
ive and  artistic  manner.  Taken  as  a  whole, 
from  cover  to  type  composition,  the  catalogue 
is  emblematic  of  the  highest  grade  of  the  de- 
signer's and  printer's  art. 


written  and  neatly  illustrated  catalogue  Is 
devoted  to  the  description  of  the  models 
which  comprise  this  one  line.  Great  care 
has  been  taken  in  designing  the  models  in 
order  to  not  only  obtain  staunch  machines 
but  to  give  that  grace  of  lines  and  neatness 
of  construction  which  brands  the  product 
as  first-grade.  The  standard  road  machines 
for  men  and  women  are  respectively  Models 
32  and  33.  and  sell  at  $50.  The  women's  pat- 
tern is  fitted  with  a  celluloid  chain  guard 
completely  covering  the  chain  and  offering 
absolute  protection  for  skirts.  The  track 
racer.  Model  34,   has  an  extra  low  drop  at 


Model  35— 30-inch  wheels.    Price  860. 

the  hanger  and  is  designed  solely  for  rac- 
ing purposes.  It  weighs  complete  22  pounds 
and  lists  at  $60.  Model  35,  the  30-inch 
wheeled  pattern,  follows  in  general  design 
the  lines  of  the  racer  and  also  sells  at  $60. 
The  company  offers  in  addition  a  chainless 
pattern  fitted  with  the  Sager  roller  pin  gear- 
ing and  embracing  in  other  particulars  the 
regular  Olive  construction.  It  lists  at  the 
standard   chainless  price  of   $75. 

The  Olive  company  is  justly  proud   of  its 
hanger  construction  which  is  not  only  sim- 


Model  32 -Roadster.    Weight  21  lbs.   Price  850. 

pie  and  light  but  gives  the  extremely 
narrow  tread  of  4%  inches  without  sacri- 
ficing wheel  strength  through  the  use  of  an 
excessively  narrow  chain  line,  the  latter  be- 
ing in  the  Olive  1%  inches.  The  hanger  is 
of  the  two-piece  order  and  is  fitted  with 
square  cranks.  Its  interior  construction  is 
shown  in  the  accompanying  illustration.  All 
patterns  are  fitted  with  Record  pedals  and 
regularly  with  "Victor  tires,  though  Morgan 
&  Wright,  Goodrich,  Dunlop,  and  on  the 
racer  and  special,  Palmer  tires,  are  offered 
as  options.  Several  patterns  of  rigid  steel 
bars  of  popular  shapes,  as  well  as  the  Kelly 
adjustable,  are  offered  to  choose  from  and 
saddles  of  the  various  standard  patterns  are 


OLIVE  CYCLES  IN  FIVE  PATTERNS. 

The  Olive  Wheel  Co.   of  Syracuse,   builds 
but  one  grade  of  machine  and  its  carefully 


supplied  as  desired.  Frames  are  regularly 
enameled  in  the  distinctive  olive  shade  used 
by  the  company,  but  black  is  offered  as  an 
option  if  desired.    

TWO  OTIS  CATALOGUES. 

The  Otis  Bicycle  Co.,  114  Dearborn  street, 
Chicago,  is  sending  two  catalogues  to  the 
trade.  One  of  them  is  devoted  entirely  to 
the  interests  of  the  30-inch  wheeled  machine, 
and  on  its  title  page  the  cause  of  larger 
wheels  is  mtroduced  by  the  couplet,  "Antiq- 
uity should  not  privilege  error,  nor  should 


novelty  prejudice  truth."  The  Otis  Special 
is  made  in  both  men's  and  women's  patterns 
and  is  fitted  with  either  Ewald  or  Fauber 
hangers,  the  former  being  supported  in  an 
eccentric  bracket.  Stockton  Gem  pedals  are 
supplied.  The  options  in  handle  bars  and 
saddles  is  liberal,  and  either  the  Watson 
seat  post  or  a  plain  seat  post  secured  by  an 
expander  is  offered.  The  second  catalogue 
shows  the  Model  A  patterns  and  the  Otis 
"Leader,"  selling  at  $35  and  $27.50,  respect- 
ively. These  machines  have  28-inch  wheels 
and  standard  up-to-date  lines  and  equip- 
ment. 

ECLIPSE  BRANCH  FACTORY  IN  OPERATION. 

"The  Empire  State  Cycle  Co.,  of  Oneonta, 
N.  Y.,  which  will  this  year  build  the  me- 
dium grade  machines  of  the  Eclipse  line  for 
the  Eclipse  Bicycle  Co.,  of  Elmira,  N.  Y., 
has  begun  operations,  work  being  pushed 
through  on  such  parts  as  the  material  al- 
ready shipped  to  Its  plant  will  permit.  About 
twenty-five  men  are  already  at  work  and 
shipments  of  material  are  arriving  daily  so 
that  the  working  capacity  of  the  plant  will 
be  Increased   immediately. 


BURT  REPAIR  TOOL  IN  DEJWAND. 

The  J.  H.  Burt  Mfg.  Co.  of  Springfield. 
Mass.,  reports  that  its  traveling  men  are 
meeting  with  great  sucess  in  selling  the 
band  tire  repair  tool  made  by  the  company. 
It  is  stated  that  almost  every  prominent 
dealer  has  catalogued  them  and  in  accord- 
ance with  the  hearty  reception  being  given 
the  tool  plans  have  been  laid  for  the  man- 
ufacture of  500,000  during  the  season. 


GROWTH  OF  FRONTENAC  COMPANY. 

Three  years  ago  the  present  Frontenac  Mfg. 
Co.  was  organized  as  the  Syracuse  Specialty 
Co.,  but  a  year  later  changed  its  title  to 
the  present  one.  Now  it  has  a  plant  that 
covers  one  and  a  half  acres  of  ground  and 
consists  of  fine  buildings  thoroughly 
equipped  with  modern  machinery.  The  $75,- 
000  capital  stock  of  the  company  has  been 
fully  paid  in. 

KEATING  SHOPS  BUSY. 

The  works  of  the  Keating  Wheel  Co.,  of 
MIddletown,  Conn.,  have  been  put  into  full 
operation  and  the  bicycles  familiarly  known 
as  having  "that  curve"  will  soon  be  ready 
for  shipment  In  large  lots.  The  rush  work 
at  the  plant  began  last  week,  when  the  com- 
pany posted  a  notice  that  300  men  and  25 
girls  would  be  given  employment  at  once. 


BETWEEN  PURPLE  COVERS. 

The  preliminary  story  about  Barnes  White 
Flyers  is  told  In  a  tasty  little  booklet  of 
specifications  and  outline  drawings  of  mod- 
els. The  cover  is  original  and  artistic,  the 
background  being  pi^rple  and  the  lettering 
white.  "White  doves  in  fiight  are  effectively 
symbolic  of  the  title  "White  Flyers"  be- 
stowed upon  the  Barnes  bicycles. 


CARLOAD  OF  RAMBLERS  FOR  SPOKANE. 

Spokane,  Wash.,  last  week  received  the 
first  carload  lot  of  bicycles  ever  shipped  to 
that  city.  The  car,  which  Is  one  of  the  large 
vehicle  or  furniture  type,  now  stands  in  the 
railroad  yards  there  waiting  the  completion 
of  the  new  store  of  the  Fred  T.  Merrill  Cy- 
cle Co.,  to  whom  the  goods  were  consigned, 
and  contains  365  Rambler  machines. 


CORRECTION  IN  FIRM  NAME. 

The  advertisement  In  the  last  issue  of 
Cycle  Age  of  the  Kling  Power  chain,  errone- 
ously stated  that  the  chain  was  manufac- 
tured by  the  "Upson  &  Hart  Co.  The  correct 
firm  name  is  the  Kling  Power  Chain  & 
Wheel  Co.,  Unlonville,  Conn.,  to  whom  all 
communications  should  be  addressed. 


The  Werner  Company  of  Akron,  O.,  known 
to  many  in  the  bicycle  trade  as  a  first-class 
printing  house  which  has  in  the  past  printed 
some  of  the  best  catalogues  Issued  by  cycle 
concerns,  announces  that  on  January  26  it 
was  formally  released  from  the  charge  of 
the  receiver  and  now  with  increased  facili- 
ties and  opportunities  at  hand  is  better  able 
than  formerly  to  serve  Its  customers  well 
and  deserve  their  patronage  In  the  future. 


Hastings  Bros,  of  Central  City,  Neb.,  say 
that  the  tool  for  loosening  sticky  inner 
tubes  recently  described  in  Cycle  Age  and 
which  is  controlled  by  a  patent  granted  to 
Phelps  &  Brenner,  of  729  Main  street,  Quln- 
cy.  111.,  Is  a  valuable  and  successful  one  for 
use  in  repair  shops,  a  similar  one  made  by 
them  having  been  In  almost  constant  use 
since  1895.  

The  "W.  R.  Rollins  Mfg.  Co.  wish  it  stated 
that  their  proper  address  is  Harvard,  111., 
instead  of  Chicago,  as  was  erroneously  given 
in  the  recent  report  of  the  New  york  cycle 
show. 


The  Cycle  Age  and  Trade  Review 


431 


The  Zamboni  Chain  Riveter 


It  is  designed  as  a  convenient,  low-priced  tool  for  repairmen,  and  overcomes 
the  difficulties  arising  from  the  misdirected  blows  of  a  hammer.  The  rivet 
is  first  upset  by  the  ram  at  the  left,  by  a  blow  of  a  hammer.  It  is  then  passed 
to  the  other  ram,  the  die  of  which  is  quartered  and  cup-shaped,  with  a  lower 
die,  plainly  cupped.  This  finishing  ram  has  a  ratchet  cut  wheel  or  gear, 
which,  in  connection  with  the  side  spring,  turns  the  heading  die  one-ninth  of 
a  comp'ete  turn  at  each  blow  so  that  the  head  is  put  on  uniformly.  The  rams 
are  lifted  automatically  by  the  springs  after  each  blow.  The  riveter  is  formed 
so  that  it  can  be  held  in  the  jaws  of  a  vise. 


Just  Notice  These  Points, 

ifc      <nr.  Repairman 

That  it  is  as  complete  a  riveting  machine  as  those  used  in  chain  fac- 
tories; doing  the  work  as  effectively,  as  perfectly  and  as  quickly. 

That  it  will  rivet  a  link  in  less  than  one-tenth  the  time  taken  to  do 
it  with  a  hammer  by  hand,  which  is  the  usual  method  in  repair  shops. 

That  the  inserted  link  or  links  will  move  as  freely  and  -with  as  little 
friction  as  the  factory  .riveted  Jinks,  it  being  impossible  to  compress  the 
rivet  in  the  chain  block,  the  riveting  action  of  the  hammer  being  wholly 
on  the  outer  periphery  of  the  rivet,  the  center  of  rivet  being  left  intact. 

That  when  the  link  is  seated  on  the  anvil  it  is  impossible  to  rivet  it 
imperfectly,  or  to  compress  the  rivet  in  the  chain  block. 

That  no  other  machine  or  device,  other  than  those  in  the  chain  facto- 
ries, will  do  the  work  as  quickly  or  as  perfectly. 

That  the  saving  in  time  alone  will  defray  the  cost  of  the  machine 
when  it  has  been  used  less  than  a  week. 


A  Saver  of  Time 
and  Money,  and 
No  Repair  Shop 
Can  Afford  Not 
to  Have  It. 


MADE  BY  THE 


MCCABE  HANGER  MFG.  CO.  54q  w.  22d  st.,  new  yopk  city 


WE  WIN 
40  WAYS 


If  you  will  take  the  time  to  ex- 
amine our  bicycle,  the  only  one 
we  make, 


The 

Elfin  Juvenile 


All  our  time,  our  energy  and  our 
experience  is  bent  upon  manu- 
facturing the  best  possible  chil- 
dren's wheel.  It  is  simple  then 
to  see  why  the  Elfin  leads  all 
other  juveniles, 


Wm.  Someeville's  Sons 

66  W.  Broadway,  New  York 

Agents  for  Greater  New  York  ani 

Foreign  Dl-tribution 


E.  G.  Eager  &  Co. 

Toledo  Ohio 

Distributing  Agents  for  Ohio, 

Mictiigan  and  Indiana 


FRAZER  &  JONES  CO. 

353  W.  Fayette  St.  =  SYRACUSE,  N.  Y. 


An 
Old 

Adage- 
Nothing 
Succeeds 
Like 
Success. 


An  Old  Lamp— The  Electro 

ALSO    A    SUCCESS. 

A  well  and  long-established  business  means  long  and  hard  work, 
btit  it  represents  SUCCESS.  Success  means  good  judgment.  Good 
lamp  judgment  means 

ELECTRO  LAMPS 

TESTED  AND  NOT  FOUND  WANTING. 

A  few  good  jobbers  wanted  in  each  section  of  the  country. 


Greene  &  Haskell 

1  S  3  Union  Square 
NEW  YORK 

EASIEBN  AGENTS 


W.  J.  Buckley  &  Co.    N.  Pendleton  Rogers 

204  Dearborn  Street  San  Francisco  and 

CHICAGO,  ILL.  106  Wall  St.,  New  York 

CENTRAL  AGENTS  WESTEKN    STATES   AGENT 

WRITE    FOR    CATALOG 


432 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


THE  N.  C.  A.  ORGANIZES 


Racing  Men  and  Track  Owners  Get  Together,  Adopt 
Constitution  and  Elect  Officers. 


New  York  City,  Jan.  30. — Last  Wednes- 
day the  meeting  of  the  elements  that  do 
not  like  the  way  the  League  has  run  rac- 
ing matters  for  the  past  two  or  three 
years  and  which  was  called  to  amalga- 
mate them  in  one  homogenous  mass  and 
devise  methods  that  would  be  more  to  the 
liking  of  all  concerned  except  the  public, 
convened  in  this  city  with  the  following 
delegates  present:  Arthur  Gardiner,  rep- 
resenting the  American  Racing  Cyclists' 
Union;  P.  T.  Powers,  the  American  Cycle 
Racing  Association;  J.  Lockwood,  Berke- 
ley Oval;  Nate  Salisbury,  Ambrose  Park; 
J.  D.  Lasley,  Washington  Athletic  Park 
track;  W.  J.  Corcoran,  Waltham,  Mass., 
track,  and  by  proxy  the  St.  Louis  Ath- 
letic Park  track. 

It  was  understood  the  movements  of 
some  of  the  minor  promoters  would  de- 
pend on  the  action  of  the  Manhattan 
Beach  management.  Jubilation  was  there- 
for emphatic  when  the  owners  of  the 
Manhattan  Beach,  Berkeley  Oval  and  Am- 
brose Park  tracks  announced  their  inten- 
tion to  affiliate  with  the  outlawed  pros. 
The  delegates  then  proceeded  to  adopt  a 
constitution  and  by-laws.  Election  of 
officers  followed,  the  positions  of  presi- 
dent and  second  vice-president  being  left 
vacant,  the  question  of  filling  them  to  be 
referred  to  the  nominating  committee  for 
a  mail  vote.  H.  J.  Bloemicke,  of  New- 
ark, was  made  first  vice-president,  and  F. 
B.  House  permanent  secretary.  A  board 
of  racing  control  was  appointed  without 
consultation  with  or  permission  of  those 
put  into  office  for  the  various  districts 
and  A.  G.  Batchelder  was  made  chairman 
of  that  board.  Tom  Cooper  will  represent 
the  racing  men  on  the  board.  Arthur 
Gardiner  is  quoted  as  authority  for  the 
statement  that  Sterling  Elliott  may  be- 
come president. 

Upon  application  of  the  St.  Louis  track 
management  the  National  Cycling  Asso- 
ciation, as  the  organization  is  called,  will 
extend  its  jurisdiction  to  take  in  that  part 
of  Missouri  lying  west  of  the  Missouri 
river.  Otherwise  the  body  modestly  lim- 
its its  jurisdiction  to  territory  east  of  the 
Mississippi. 

Winter  Riding  Growing  Popular. 

Buffalo,  Jan.  30.  —  Winter  riding  has 
grown  vastly  in  favor  here  with  those 
riders  who  use  the  bicycle  for  business 
purposes.  Buffalo  has  been  favored,  thus 
far  this  winter,  with  most  exceptional 
weather  conditions.  There  have  been  few 
days  that  a  bicycle  could  not  be  used,  and 
for  the  past  ten  days  the  pavements  have 
been  free  of  snow.  This  has  brought  out 
hundreds  of  bicycles  that  had  been  stored 
for  the  winter  and  incidentally  set  hun- 
dreds of  minds  to  thinking  of  new  mounts 
for  the  coming  season.  While  the  chain- 
less  is  receiving  much  attention  at  this 
early  day,  the  chain  machine  is  not  being 
slighted  by  any  means.  There  are  many 
riders  who  like  the  chain  arrangement 
because  it  can  be  used  with  the  "floater," 
as  the  automatic  brake  and  coaster  is 
known  here. 

Algerians  Show  Interest  in  Racing. 

A  race  meet  on  the  Southern  Europe 
winter  circuit  was  run  in  Constantine,  Al- 
giers, on  January  15,  and  was  largely  at- 
tended. The  feature  of  the  meet  was  the 
prize  of  Constantine  race,  for  which 
Grogna,  Tommaselli  and  Banker  qualified 
in  the  three  heats.     In  the  final  Banker 


took  the  lead  for  the  last  two  laps,  but, 
entering  the  homestretch,  Grogna  started 
his  sprint  and  won  the  race  by  half  a 
wheel  from  the  American,  with  Tomma- 
selli third.  In  the  1,000-meter  handicap 
Banker  broke  his  chain  and  again  Grogna 
won.  The  3,000  meter  tandem  event  was 
won  by  Banker  and  Tommaselli  by  half  a 
length  from  Grogna  and  Coquelle. 


CONSIDERING  TAX  PROBLEH 


Washington  Collector  of  Taxes  Favors  Levying  $1 
License— Wheelmen  Object  to  Measure. 


TRACK  OWNERS  ABANDON  LEAGUE 


N.  C.  T.  A.  Casts  Its  Fate  With  the  Outlaws- 
Others  Await  Assembly  Action. 


New  York  City,  Jan.  30.— The  National 
Cycle  Track  Association  held  its  annual 
meeting  here  last  Friday  and  adopted  a 
resolution  dropping  from  its  constitution 
all  reference  to  the  League  of  American 
Wheelmen  and  substituting  therefor  the 
words,  "National  Cycling  Association." 

Resolutions  were  adopted  tO'  the  effect 
that  the  National  Cycle  Track  Associa- 
tion appreciates  the  good  work  accom- 
plished in  the  interests  of  bicycling  by 
the  League,  but  that  for  the  future  the 
best  interests  of  the  track  owners  will  lie 
in  affiliating  with  the  National  Cycling 
Association. 

The  Manhattan  Beach,  Berkeley  Oval, 
Newark  Riding  Park,  Charles  River  Park, 
Providence,  Buffalo,  Wilkesbarre,  Wash- 
ington, Racine,  Wis.,  Louisville,  and  Wil- 
low Grove  tracks  were  represented  direct- 
ly or  by  proxy. 

The  Philadelphia  tracks  were  not  rep- 
resented at  the  meeting,  but  are  awaiting 
the  action  of  the  League  at  the  National 
Assembly.  Any  resolutions  of  the  L.  A. 
W.  delegates  to  continue  the  control  of 
the  sport  will  be  of  no  avail  unless  liberal 
concessions  to  the  dissatisfied  are  made, 
as  the  track  owners  are  in  business  for 
financial  returns  and  will  join  any  move- 
ment that  offers  the  best  promise  of  suc- 
cess. That  the  League  is  losing  prestige 
rapidly  in  racing  matters  must  be  ap- 
parent to  everybody. 


Canadians  Discuss  World's  Meet. 

Officers  of  the  Canadian  Wheelmen's 
Association  met  in  convention  in  Mon- 
treal last  Saturday  with  the  committee 
appointed  to  discuss  matters  pertaining 
to  the  international  meet  next  summer. 
Representatives  of  sixteen  clubs  were 
also  present.  The  result  of  the  meeting 
was  to  dispel  all  differences  between  the 
C.  W.  A.  and  the  Montreal  Wheelmen  re- 
garding the  conduct  of  the  meet.  The 
Montreal  people  are  very  enthusiastic 
over  the  meet,  and  as  they  have  one  of 
the  finest  tracks  in  tne  world,  the  at- 
tendance should  be  phenomenal. 


Canada  Sending  Delegates. 

Montreal,  Jan.  30.— The  C.  W.  A.  has 
appointed  two  delegates  to  attend  the  an- 
nual L.  A.  W.  convention  to  make  ar- 
rangements of  mutual  advantage  between 
the  two  bodies  and  to  propose  that  the 
National  League  meet  be  held  just  after 
.-  the  international  championships  here. 
The  object  is  to  secure  the  presence  of 
the  European  cracks  at  the  champion- 
ships first,  whence  they  will  go  to  Bos- 
ton. 

All  motocycle  records  from  one  to  forty 
kilooneters  were  broken  by  a  young-  ama- 
teur named  Bourgine  at  Paris  on  January  9. 
He  rode  a  petroleum  tricycle  and  would 
•probably  have  placed  the  hour  record  close 
to  thirty-two  miles  had  not  an  accident  at 
the  forty-fourth  kilometer  prevented  his  con- 
tinuing'. His  time  for  forty  kilometers  (near- 
ly twenty-five  miles)  was  45:24  3-5,  beating 
the  best  previous  time  by  2:20  3-5. 


Washington,  Jan.  30. — The  collector  of 
taxes  has  made  a  report  on  the  proposi- 
tion to  impose  a  tax  on  bicycles,  which 
says  in  substance  that  if  there  is  a  popu- 
lar demand  on  the  part  of  bicycle  owners 
for  the  proposed  legislation,  with  a  view 
of  securing  protection  for  their  machines, 
the  collector  can  see  no  objection  to  it. 
Owing  to  the  fact  that  the  bicycle  is  so 
universally  used  for  both  business  and 
pleasure,  he  is  of  the  opinion  that  regu- 
lations should  be  adopted  whereby  police 
supervision  could  be  exercised  over  this 
increasing  method  of  travel,  and  at  the 
same  time  protect  the  owner  from  loss. 

The  chief  of  police,  who  first  suggested 
the  tax  and  who  has  worked  hard  to  se- 
cure the  passage  of  a  law  imposing  the 
same,  has  come  out  with  a  suggestion 
that  the  rate  should  be  50  cents  per  an- 
num instead  of  $1,  as  first  suggested.  The 
collector  of  taxes,  however,  thinks  that 
the  rate  should  be  $1,  as  he  believes  that 
amount  would  be  necessary  to  cover  all 
the  cost  of  registering  and  tagging  ma- 
chines. 

The  question  will  probably  not  be 
finally  decided  by  the  commissioners  of 
the  District  until  they  have  had  a  joint 
conference  on  it.  In  the  meantime  the 
wheelmen  will  bring  all  their  infiuence 
to  bear  to  defeat  the  proposed  legisla- 
tion. 

Southern  Cyclists'  Association  fleet. 

New  Orleans,  Jan.  30. — The  first  race 
meet  of  the  Southern  Cyclists'  Associa- 
tion was  run  here  January  23  and  attract- 
ed 3,000  spectators.  The  riding  was  of  a 
good  order  and  the  local  riders  held  their 
own  against  the  visiting  racing  men  very 
well.  The  S.  C.  A.  took  occasion  before 
the  commencement  of  events  to  explain, 
through  its  president,  John  Dymond,  Jr., 
the  objects  of  the  association  and  to  dis- 
tribute road  maps  and  explanatory 
pamphlets.  The  S.  C.  A.  is  a  local  or- 
ganization working  on  the  same  lines  as 
the  L.  A.  W.  to  protect  the  rights  of 
wheelmen  and  promote  the  cause  of  good 
roads.  Racing  is  only  a  side  issue  to  in- 
crease interest  in  the  work. 

The  summaries  of  the  principal  events 
follow: 

Half-mile  open— Bob  Walthour.  first;  Mil- 
ler, second;  Bert  Repine,  third.     Time,  1:10. 

Mile  open— Miller,  first;  Walthour,  second; 
D.  Kraemer,  third.    Time,  2:54. 

One-mile  S.  C.  A.  championship,  amateur — 
O.  L.  Adams,  first;  Benedict,  second;  iSver- 
ard,  third.    Time,  2:47. 

Two-mile  handicap— Pattison.  400  yards, 
first;  Mohan.  480,  second;  Gonzales,  290,  third. 
Time,   4:27  3-5.     

Sunday  fleet  in  California. 

San  Jose,  Jan.  30.— The  Garden  City 
Wheelmen  gave  a  Sunday  race  meet  here 
today,  in  which  Orlando  Stevens  defeated 
Harry  Downing  in  a  series  of  match 
heats,  winning  two  straight  heats  at  one 
mile  in  2:101-5  and  2:06  1-5  respectively. 
Floyd  McFarland  and  Charles  Miller  rode 
exhibitions,  the  former  going  a  paced  mile 
in  1:49  3-5.    Bald  acted  as  starter. 


Governor  Who  Favors  Cyclists. 

Governor  Rollins,  of  New  Hampshire, 
who  recently  took  the  oath  of  office,  is  a 
practical  cyclist.  In  his  inaugural  mes- 
sage he  advocated  the  building  of  a  bi- 
cycle path  along  the  entire  sea  coast  of 
the  state,  the  construction  of  a  state  high- 
way from  the  Massachusetts  state  line  to 
the  summit  of  Mount  Washington,  with 


The  Cycle  Age  and  Trade  Review 


433 


o 
«^^ 

«^ 

o- 
o 

o 


Investigate 

Our  Record 


BOTH  AS  TO  QUALITY  OF  PRa 
DUCT  AND  PROTECTION 
OF  AGENTS  a»jltjtjtjtjtjt 


AND  YOU'LL  BE  CONVINCED  THAT 


'99  ORIENTS 


REPRESENT  HONESTY,  PROQRESSIVENESS  AND  MERIT 


Their  prfcc  will  be  strictly  maintained.      They'll  increase  your 
sales  and  revive  your  business.  ^ 


These  are  not  "  EXTRAVAGANT  CLAIMS,"  but  FACTS 
and  Facts  are  stubborn  things. 


Waltham  flanufacturingf  Co. 


They  All  Ride 

The  Famous  Orient. 


315  Crescent  Park,  WALTHATl,  flASS. 


<\ 

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■<» 

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Eclipse  Cycles 

ONE  GRADE-ONE  PRICE 

$50.00 

Waldorf  Cycles 

ONE  GRADE- ONE  PRICE 

$35,00 

Fitted  with  the  ilorrow  Automatic  Coaster  and  Brake. 

Mr.  Agent— They  will  put  you  In  a  position  to 
control  the  trade  in  your  city.  Secure  the  agency. 
Write  for  quotations  to-day. 

ECLIPSE  BICYCLE  COflPANY, 


Elmira,  N.  Y. 


THAT'S 
IT... 


CENTRAL 


SOLID  VESTIBULE  TRAIN. 

Daily  at  9.00  p.  m<  from  Ohicago.    New  and  elegant 

•anipment,  built  expressly  for  this  service.    Train 

lighted  ttuisnghont  by  eas.    Tickets  and  farther  Intor- 

ot  joor  looal  tioket  agent,_pr  by  addressing 

BON.  O.  ?.  ▲.  m.  C^nt.  B.  B.  Ohicago.  m. 


YOUR  '99  TRADE  WILL  WANT 

An  Easy  Running  and  Durable  Chain 


In  our  new  Twin  Roller  Chain  the  rocker  joint  elimi- 
nates the  friction  from  this]  point  while  the  friction  be- 
tween chain  and  sprockets  isj^avoided  by  the  rollers  which 
turn  as  the  chain  feeds  off  and  on  the  sprockets.  This 
gives  you  a  frictionless  and  hence  a  durable  chain. 

This  chain  fits  the  standard  1-in.  pitch  sprockets  and 
runs  smoothly  and  noiselessly  even  in  mud,  water  or  dust. 
It  makes  friends  wherever  used  and  will  be  a  great  favor- 
ite for  '99.     Write  for  prices  and  full  description. 

MORSE  CHAIN  CO.,  TRUMANSBURG,  N.  Y. 


434 


The  Cycle  Age  and  Trade  Review 


branch  roads  through  other  sections  of 
the  White  mountains,  and  recommended 
better  roads  generally,  suggesting  in  fur- 
therance of  the  plan  that  experts  be  em- 
ployed at  all  colleges  to  give  instruction 
in  the  making  of  good  highways. 


CYCLING  IN  WEST  INDIES 


Riding  is  Growing  Popular  in  Trinidad  and  Sur- 
rounding Islands— Racing  Young  Yet. 


Cycling  is  widely  popular  in  Trinidad 
and  the  neighboring  islands  of  the  "West 
Indies,  and  is  securing  a  constantly  in- 
creasing number  of  devotees.  Nearly 
everyone  who  can  afford  it  possesses  a 
bicycle;  even  a  bishop  in  full  canonicals 
is  frequently  seen.  The  roads  in  some  of 
the  islands  are  excellent  in  the  dry  sea- 
son, and  an  early  morning  spin  up  one  of 
the  lovely  valleys  in  Trinidad,  shaded 
by  arches  of  giant  bamboos,  is  a  happy 
contrast  to  the  weary  plough  through  the 
dust  and  glare  which  must  be  encoun- 
tered in  less  favored  localities.  Of  course, 
for  the  century  rider  these  islands  afford 
little  scope,  but  even  he,  after  a  few 
hours'  trial  of  a  tropical  sun,  would  be 
glad  to  join  the  peaceful  little  army  that 
haunts  the  valleys  and  more  shaded 
roads,  with  the  prospect  very  often  of  a 
delicious  plunge  in  some  cool,  clear 
mountain  stream  at  the  end. 

The  "scorcher,"  of  course,  exists,  but  he 
is  mostly  confined  to  the  irresponsible 
Portuguese  and  negro,  who  take  advan- 
tage of  the  present  want  of  legislation 
with  regard  to  lights  and  pace  and  rule 
of  the  road  to  do  their  best  to  make  such 
legislation,  when  it  comes,  harsh  and  un- 
satisfactory. 

Racing  is  still  young  in  Trinidad,  but 
in  spite  of  that  a  very  successful  race 
meeting  was  held  last  year  on  a  fair, 
though  insufficiently  banked,  track  sur- 
rounding the  principal  cricket  ground  in 
Port-of-Spain,  and  will  in  all  probability 
be  repeated  when  the  ground  opens  short- 
ly for  -the  season.  Valuable  prizes  are 
offered  and  really  excellent  form  is 
shown.  

RACING  CENTER  SHIFTING 


European  Interest  Passes  from  England  to  the  Con- 
tinent—najor  Taylor  Lauded. 


Commenting  on  the  past  season's  rac- 
ing, one  of  the  daily  papers  of  Paris  at- 
tributes the  loss  of  interest  in  racing  in 
England  to  the  bickerings  between  the 
amateurs  and  professionals  and  to  the 
larger  prizes  offered  in  the  other  Euro- 
pean countries.  While  two  years  ago 
England  was  foremost  in  racing  affairs, 
the  center  of  interest  shifted  across  the 
channel  to  France,  thence  to  Germany, 
where  $25,000  was  given  in  prizes  last 
year,  and  now  seems  to  be  concentrating 
in  Russia. 

Bourillon  is  singled  out  as  being  the 
best  and  most  notable  European  rider, 
as  no  man  since  Zimmerman's  time  in 
Europe  has  shown  such  extraordinary 
form  for  so  long  a  time,  defeating  every 
man  of  prominence  on  the  European 
path  and  winning  the  great  prizes  of 
Italy,  France,  Germany,  Belgium,  Rus- 
sia, etc.  General  regret  is  felt  because 
he  did  not  compete  in  the  world's  cham- 
pionships in  Vienna,  where  it  is  believed 
he  would  have  won  great  laurels  for  his 
country. 

After  Bourillon,  only  one  other  rider 
in  Europe  is  felt  to  have  proved  himself 
a  great  rider— Paul  Albert,  the  German 
amateur  champion  of  the  world.  After 
these  come  Jacquelin  and  Deschamps,  and 
then  in  about  the  same  class  Meyers, 
Broka,  Grogna,  Protin,  Parlby,  Pontec- 
chi,  and  Verheyen. 

Comparison  with  the  American  riders 
is  impossiole,  since  none  of  the  best  Eu- 
ropeans visited  the  United  States  and 
none   of  our  top-notchers   went  abroad 


last  year.  Major  Taylor,  however,  is 
proclaimed  a  phenomenon  and  is  felt  to 
stand  above  all  other  Americans.  The 
Frenchmen  think  him  a  most  extraordi- 
nary man  and  predict  that  he  will  be  the 
wonder  of  the  nineteenth  century  among 
riders,  and  that  he  will  have  an  incom- 
parable season  this  year.  They  express 
a  great  desire  to  see  him  ride  in  Europe, 
believing  that  he  is  a  worthy  successor 
of  the  great  Zimmerman.  .  Harry  Elkes 
is  also  conceded  worthy  of  being  classed 
among  the  notable  men  of  the  past  sea- 
son. 

NEWS  IN  BRIEF. 

"Plugger"  Bill  A.  Martin  is  racing  at 
Cape  Town,   South  Africa. 

The  Belleair,  Fla.,  quarter-mile  track  has 
been  remodeled   and  resurfaced. 

George  H.  Collett  has  accepted  the  invita- 
tion to  coach  the  Yale  bicycle  team  the 
coming  season. 

The  Cyclists'  Touring  Club  of  England 
now  has  54,300  members,  of  which  number 
21,000  joined  the  club  in  1898. 

A.  A,  Chase  was  recently  suspended  for 
two  months  by  the  N.  C.  U.  for  competing 
in  a  road  race,  which  is  prohibited  by  the 
union. 

The  oldest  cyclist  in  the  world  is  said  to  be 
F.  E.  Richardson,  memtoer  of  the  Amateur 
Cyclists'  Club  of  England,  who  has  ridden 
the  bicycle  since  1862. 

The  municipal  council  of  Gratz,  Austria, 
has  voted  a  special  reward  to  a  policeman 
for  recovering  twenty  stolen  bicycles  dur- 
ing the  past  two  years. 

A  proposition  is  afoot  to  take  a  party  of 
racing  men  to  Brazil,  where  it  is  believed 
that  even  second  raters  might  pick  up  good 
purses  among  the  South  Americans. 

The  Austrian  railroad  association  has  de- 
cided to  build  special  cars  for  the  transpor- 
tation of  bicycles  and  has  given  orders  to 
employes  to  handle  bicycles  carefully. 

It  is  rumored  that  Nat  and  Frank  Butler 
have  received  an  offer  from  a  manufacturer 
of  chaanless  bicycles  to  join  his  outfit  of 
pacemakers,  they  to  be  equipped  with  a 
motor  tandem. 

The  "Western  passenger  association  has 
unanimously  agreed  to  maintain  the  old  rule 
of  charging  excess  baggage  rates  on  bi- 
cycles, with  a  minimum  charge  of  25  cents 
for  any  length  of  haul. 

The  judiciary  committee  of  the  New 
Hampshire  legislature  has  declared  the  pro- 
posed law  to  tax  or  license  bicycles  to  be 
unconst:itutional  and  has  rendered  an  un- 
favorable report  upon  it. 

Bouhours,  the  French  middle  distance 
crack,  won  twenty  out  of  thirty-five  big 
races  ir  which  he  competed  last  year,  win- 
ning $9,400  in  prizes  and  receiving  $1,200 
from  the  firm  whose  machine  he  rode. 

George  Banker  expects  to  return  to  Amer- 
ica next  summer  to  compete  in  the  world's 
championships  at  Montreal.  All  his  suc- 
cesses have  been  won  abroad,  and  he  Is 
anxious  now  to  win  a  big  race  on  this  side 
of  the  Atlantic. 

It  is  asserted  positively  that  George  L. 
Cooke  of  Providence,  chief  consul  of  Rhode 
Island,  will  be  a  candidate  for  the  position 
of  second  vice-president  of  the  L.  A.  W.  in 
opposition  to  Kingsbury  of  New  Hampshire 
and  Locke  of  Illinois. 

It  ds  reported  that  Bald,  Elkes,  Owen 
Kimble  and  the  Turville  brothers  are  form- 
ing a  racing  team  to  go  to  Europe  for  an 
extensive  tour  this  year.  Both  Tom  Eck 
and  John  West  are  mentioned  as  prospect- 
ive managers  of  this  trip. 

Arrangements  for  the  entertainment  of 
the  delegates  to  the  National  Assembly 
which  meets  in  Providence,  R.  I.,  on  Febru- 
ary 8,  are  practically  completed.  The  con- 
vention will  probably  be  in  session  during 
Wednesday,  Thursday  and  Friday. 

Buffalo,  Jan.  30.— According  to  reports  in 
circulation  here.  Bald  has  not  had  enough 
of  the  stage,  but  will  try  his  hand  at  vaude- 
ville. This  report  comes  from  no  less  a 
personage  than  Mr.  Leuscher,  Bald's  old 
manager,  who  made  the  statement  to  a  lo- 
cal newspaper  man  last  week  that  the  actor- 
rider  had  signed  a  contract  and  would  take 
the  third  act  of  "The  Twig  of  Laurel"  into 
vaudeville  next  season,  following  the  Grau 
circuit.  Earl  Kiser  and  Nat  Butler  Mr. 
Leuscher  said,  would  go  with  him  Mr 
Leuscher  also  stated  that  Bald  would  ride 


DoVou 

Recoonize 


the  difference  between  saddles 
that  please  and  those  just  good 
enough  to  fill  inPtTtJUUrrtTrr 


We  manufacture  a  saddle  that 
will  prove  a  leader,  one  that  is 
in  no  sense  an  experiment,  but 
the  result  of  the  experience  and 
talent  of  good  saddle  makers. 
It  is  the  lightest,  prettiest  and 
most  durable  saddle  in  the  mar- 
ket, we  refer  to  theUUtTUtTU 


l)Olknbe(k 

Rawhide 

Saddle 

tbe  i2=0unce  trade  dinner 


The  Cycle  Age  and  Trade  Review 


435 


FRAME  FITTINGS 


COMPLETE  SETS  FOR 


TANDEMS,  TRIPLETS  AND  QUADS 

CAST  STEEL  AND   DROP   FORGED 

W  &  E  Expanders  for  Seat  Posts  and  Handle  Bars. 

W  &  E  Hubs,  Pedals,  Head  Fitting-s,  Oil  Cups. 

HIGHEST  GRADE  AND  MOST  COMPLETE  LINE  MANUFACTURED. 

OUR   CATALOGUE    IS   READY 

WALKER  &  EHRMAN  MFG.  CO.,  Washington  and  Union  Streets,  CHICAGO 


M.  &  W.  LAMPS 

.  &  W.  LANCASTER  GAS  LAMP 

Gives  brilliant  white  light  100  feet  ahead.  50  feet  wide;  has  patent  water  trap  and 
pas  seal,  rendering  unsteadiness  impossible.  No  gas  is  wasted  in  heat,  lamp  always 
Seeps  cool.  Charge  can  be  graduated  as  desired;  flame  under  instant  control. 
Lamp  easily  cleaned. 

M.&,  W.  '99  OIL  LAMP. 

Improved  in  several  important  features;  oil-pot  lock; 
perfect  combustion;  absolutely  automatic  wick  lock; 
the  handsomest  lamp  ever  put  on  a  wheel. 


Always 

Reliable. 


Manufacturers  of 


M.  &  W.  LANCASTER  QASand  H.  &  W.  OIL  LAMPS. 

M.  &  W.  COMBINATION  PUHPand  CARBIDE  HOLDER. 

M.  &  W.  "SILVERTONE"  and  nONOORAM  BELLS,  Etc.,  Etc, 


M.  &  W.  -Lnncaster"  (}as  Lamp. 
Bums  Carbide  in  any  form. 


M.  &  W.  '99  Oil  Lamp. 

Burns  Kerosene. 


THE  MATTHEWS  &  WILLARD  MFG.  CO., 


40  MURRAY  STREET,  NEW  YORK  CITY. 


WATERBURY,  CONN. 


SOMETHING  NEW  IN  TOE  CLIPS 


Catalogue  showing  complete  line,  also 
full  line  of  Bells  now  ready,  ^^^jt^ 


EXCELSIOR  SUPPLY  CO. 

276  Wabash  Ave.,  Chicago,  Western  Agents. 


BEVIN  BROS.  MFG.  CO.  fasthampton,conn..u.s.a 


Ifentlon  The  Cycle  Age 


THE 


a 


CROWN 


Good  Value^^Low  Priced 


llUgg   ALWAYS  IN  STOCK 

EVERY  PART  GUARANTEED. 
PRICES  AND  SAMPLES  ON 
APPLICATION 

CORTLAND  CARRIAGE 

GOODS    CO.   CORTLAND,  N.  Y. 


America's 
Repre- 
sentative 

Bicycle 

Write  for 
Catalog 


BRIDGEPORT,  CONN. 


Opens  like  a 
Knife 

No  tools  used 
to  take  apan 

Thames  Chains 


THAMES  CHAIN  &  STAMPING  CO.,  Norwieh,  Ct. 


:C3> 


IDEAL  ADJUSTABLE 
and  EXPANSION 

HANDLE  BARS 

High  Grade  only. 

Prices   and   catalogue 
on  application. 

IDEAL  PLATING  CO.,  3,  5,  7,  Applelon  St.,  Boston,  Mass. 

Mention  The  Cycle  Aire 


436 


The  Cycle  Age  and  Trade  Review 


abroad  the  coining  season^a  statement 
which  comes  in  the  nature  of  a  surprise  to 
his  Buffalo  friends,  in  view  of  his  connec- 
tion with  the  outlaw  association. 

Wheelmen  of  Terre  Haute,  Ind.,  have  org- 
anized an  independent  political  body  to  sup- 
port candidates  who  will  pledge  themselves 
to  support  the  best  interests  of  the  cyclists, 
especially  with  a  view  to  defeat  the  pro- 
posed measure  to  tax  bicycles  $1  each  per 
year. 

Brady,  Kennedy  and  Hurst  are  arrang- 
ing to  run  a  six-day  race  in  Denver  in 
which  the  long  distance  men  now  in  San 
Francisco  will  compete  on  their  return 
trip  east.  It  is  also  contemplated  to  have 
them  stop  in  Chicago  and  perhaps  in  St. 
Louis. 

The  two  leading  cycling  clubs  of  Minneap- 
olis and  St.  Paul  are  intending  to  unite  in 
promoting  and  controlling  racing  in  the 
Twin  Cities  the  coming  season.  The  ob- 
ject of  the  combination  is  to  give  outlaw 
racing  in  those  cities  a  recognized  and  sub- 
stantial backing. 

Out  of  the  twenty-three  racing  events  ar- 
ranged for  France  the  coming  season  nine 
are  for  motor  vehicles  or  motor  bicycles 
and  tricycles.  These  latter  events  are  all 
road  races,  the  last  one,  to  be  run  October 
9,  being  a  contest  between  vehicles  driven 
by  alcohol  motors. 

Two  Austrian  racing  men  who  won  some 
local  fame  on  the  tandem  are  now  doing 
police  work  on  motocycles  in  Vienna,  where 
their  duty  is  to  enforce  upon  wheelmen  and 
users  of  automobiles  the  regulations  pro- 
hibiting fast  riding  and  requiring  the  carry- 
ing of  registered  tags. 

Joe  Downey,  yclept  Michael  Junior,  has 
returned  to  grammar  school  from  which  he 
will  graduate  this  year.  When  Harry  Gib- 
son defeated  him  in  Madison  Square  Gar- 
den at  their  last  meeting  the  crowd  yelled 
to  Downey,  "Better  go  back  to  school," 
and  he  took  their  advice  to  heart. 

The  French  minister  of  commerce  has 
signed  a  decree  for  the  organization  of  a 
series  of  ten  athletic  prize  competitions  to 
be  run  while  the  Paris  exposition  is  m 
progress.  The  bicycle  and  automobile  races 
will  be  run  on  the  municipal  track  of  Vin- 
cennes  and  on  the  road  surrounding  one  of 
the  lakes  in  the  exposition  grounds. 

According  to  an  eastern  man  with  Sher- 
lock Holmes  tendencies,  Boston  has  won  the 
'99  League  meet.  While  all  of  the  ballots 
of  the  mail  vote  have  not  been  received 
enough  have  been  sent  in  to  settle  the  ques- 
tion and  the  man  who  made  the  statement 
that  Boston  had  won  discovered  that  the 
ballots  were  printed  in  very  heavy  type  and 
inclosed  in  thin  envelopes.  By  holding  the 
envelopes  to  the  light  it  could  ibe  easily 
see  how  the  delegates  had  voted. 

Representative  Adams  of  Arapahoe  coun- 
ty, himself  an  ardent  wheelman,  will  in- 
troduce into  the  Colorado  legislature  a  bill 
to  create  a  state  highway  commission  of 
three  members  to  gather  statistics  regard- 
ing the  mileage  of  Colorado  wagon  roads, 
the  percentage  of  taxes  applied  to  the  im- 
provement of  roads  and  providing  that  at 
least  one  member  of  the  commission  be  re- 
quired to  visit  each  county  annually  and 
hold  a  general  meeting  for  the  discussion 
of  the  improvement  of  the  country  road 
system. 

The  Wisoonsiii  division  of  the  League  de- 
cided at  its  recent  annual  meeting  that  its 
delegates  to  the  National  Assembly  should 
make  a  strong  fight  to  secure  in  the  aip- 
portionmenit  of  L.  A.  W.  funds  a  greater 
share  for  the  divisions  and  less  for  the  na- 
tional organization.  The  plea  will  be  made 
that  while  there  is  more  than  ?18,000  tied  up 
in  the  treasury  of  the  League,  the  divisions 
are  on  the  verge  of  bankruptcy.  The  meet- 
ing was  also  productive  of  action  in  favor  of 
waging  'the  fight  for  the  free  carriage  of 
cycles  by  the  railroads,  and  of  the  decision 
to  present  a  bill  to  amend  the  general  city 
charter  so  that  bicycles  shall  not  be  licensed 
by  cities.    Janesville  secured  the  state  meet. 

The  Secretary  of  the  Interior,  who  has 
jurisdiction  over  the  yelloiwstone  National 
Park,  has  issued  instructions  for  the  infor- 
mation and  guidance  of  parties  traveling  by 
bicycle  through  the  park.  As  many  of  the 
horses  driven  in  the  park  are  unused  to  bi- 
cycles and  liable  to  be  frightened  by  them, 
wheelmen  must  in  meeting  teams  always 
dismount  and  stand  at  the  side  of  the  road — 
the  lower  side  if  the  meeting  be  on  a  grade. 
In  passing  teams  from  the  rear,  riders  will 
ring  their  bells  as  a  warning  and  inquire  of 
the  driver  if  they  may  pass.  If  it  appear 
from  the  answer  that  the  team  is  liable  to 
be  frightened,  they  may  ask  the  driver  to 
halt  his  team  and  allow  them  to  dismount 
and  walk  past.  Wheelmen  touring  in  the 
park  will  be  held  responsible  for  all  dam- 
ages caused  by  failure  to  properly  observe 
these  instructions. 


MISCELLANEOUS. 

Adrartisementi  under  this  head  6  cents  per  word  first 
Insertion,  8  cents  per  word  each  Insertion  thereafter.  Oash 
with  order,  Bzpress  orders,  postoffloe  orders,  or  stamps 
received. 

WANTED 

MANTTPACTtTRBRS— Gentleman,  trained  en- 
gine' r  with  central  London  office,  many  years'  exper- 
ience In  the  cycile  trade,  large  connection  amongst 
manufacturers,  fantors,  shippers  and  agents,  is  open 
to  take  up  and  thoroughly  work  through  travellers 
and  himself  a  good  sole  agi'noy  for  cycles,  compon- 
eots  or  stampings,  etc.;  best  firms  only  entertained. 
R.  M.  P.,  care  Cycle  Age. 

WANTED— An  experienced  bicycle  salesman  who 
IS  also  acquainted  with  the  harness  business.  A  live 
man  acquainted  with  the  trade  In  the  southwest  pre- 
ferred. John  Deere  Plow  Company,  Kansas  City, 
Mo. 


WANTED— Bicycle  dealers  and  repairmen  to  send 
us  25c  in  stamps  or  otherwise  and  we  will  send  them 
a  receipt  for  making  the  best  and  cheapest  puncture 
proof  fluid  in  the  ctmntry;  easily  made.  Very  eflec- 
tive;  prolongs  life  of  rubber.  Ft.  Wayne  Novelty 
Co.,  Ft  Wayne,  Ind. 


FOR  SALE 


FOR  BXCHAXGS— High  class  hubs  and  two- 
piece  hangers  for  machinery.  Address  C.  H.  B.,  care 
Cycle  Age.  * 

TO  MANUPACTTJRBRS  of  Bicycles  and  Bicy- 
cle Uttiugs;  also  Jobbers  of  Fittings.  On  account  of 
retiring  from  business  are  closing  out  at  bargain 
prices  bicycle  parts  and  fittings,  also  factory  equip- 
ment, consisting  of  machinery,  standard  small  tools 
in  great  variety,  special  bicycle  tools,  general  line  of 
equipment  and  supplies.  All  In  first-class  ronditlon. 
Send  for  catalogue.  Something  in  the  lot  sure  to  be 
of  interes-t.  Address  The  Mooee  Cycle  Fittings  uc, 
50  Mechanic  St.,  Newark,  N.  J. 

FOR  SAI/B— Lady's  '98,  24-inch  Wolfi-American. 
Peefect,  care  Cycle  Age. 

FOR  SAIVF— A  lot  of  238  high  class  wood  handle 
bars  In  perfect  condition.  The  best  offer  takes  them. 
Address  E.  C.  S.,  rare  Cycle  Age.  1 


AGENCIES  WANTED. 

AUSTRALIA  AND  NEW  ZEALAND. 

Prank  Grimley,  263  and  264  Clarence  St.,  Sydney, 
N.  8.  W.,  importer  of  bicycles  and  their  accessories, 
bicycle  makers'  materials  and  tools,  for  trade  buyers, 
is  open  to  negotiate  for  exclusive  agency  for  manu- 
facturers of  those  lines  and  to  introduce  and  push  the 
sale  of  their  goods  throughout  Australia  and  New 
Zealand  on  manufacturers'  account  or  to  purchase 
right  out.  Quotations  and  samples  of  novelties  in- 
vited. Unquestionable  references  on  application  to 
the  proprietors  of  this  Journal. 


^V^V    ^  •■■^       Best  Wheels  on  Earth 


LIST  PRICES, 


LOWEST    PRICES 

Agtnts  Wtnttd.  Cat.  Fret 

YIMfiIC3rCL£Co.iI!C: 

CiaCHGO* 

$25.00  and  $35.00. 
NINE  MODELS. 


AD  LAKE 

BICYCLES 

THE  WHEELS  OF 

HIGH  DEGREE. 
THE  ADAMS  LWESTLAKE  CO. 
MAKERS.  CHICAGO. 


Enamel 
Your  Own 
Frames.... 

and  save  trouble  and 
expense.  5-frame  En- 
terprise Enameling 
Oven  costs  Ic.  per 
hour  for  gasoline 
fuel.  Several  sizes 
and  kinds.  Also  built 
to  order. 

Write  us. 

A.  WILLEY, 

181B  Lake  Street. 
CHICAGO.... 


PEDALS 

We  make  high 
grades  only. 

Standard  Adjustable 
Standard  Racer. 

AMERICAN 
WATCH  TOOL  CO. 
Waltham,  Mass. 


Stearns  Bicycles 

E.  G.  STEARNS  &  COMPANY, 
Syracuse,       -      -       New  York. 


HANDY  CYCLE  POCKET  FOOT  PUMP 


Best  Punjp  for  home  or  road  use. 
Price  50c.     Liberal  discount  to  the  trade 


Handy  Cycle  Pump  Co., 
112  Clark  St.,       -       CHICAGO,  U.  S.  A. 


Hubs! 


Hub  Shells 


i5*  ^*  ^* 


JULIUS 
HEINEMANN  &  CO. 

193-7  Van  Buren  St., 
CHICAGO.  ILLS..  U.  S.  A. 


Graphite  Lubricants 

ALL  KINDS,  ACCORDING  TO  WANTS. 
Joseph  Dixon  Crucible  Co.,  Jersey  City,  N.  J 

Stormers.  Pennants  ^°  Mars 

A  COMPLETE  LINE. 

Actne  Manufacturing  Company, 

READING,  PENNA. 


Vol.  XXII— No   15. 


CHICAGO,  FEBRUAKY  9,  1899. 


New  Series  No.  64. 


PERSECUTINQ   CYCLE   DEALERS 


Buffalo  Dogberrys  on    Edge  —  Excuses 

Brought  By  Buyers  to  Evade  Pay= 

ing  for  Machines. 


Buffalo,  Feb.  7. — Ever  since  the  close 
of  the  riding  season  the  dockets  of  the 
courts  of  Buffalo  have  been  liberally 
sprinkled  with  cases  wherein  the  bicycle 
has  figured.  Hardly  a  day  passes  that 
one  or  more  cases  are  not  heard  in  the 
different  courts,  and  with  few  exceptions 
they  are  suits  brought  by  cycle  trades- 
men against  delinquent  customers.  Near- 
ly all  are  products  of  the  long-time  pay- 
ment plans  which  were  followed  exten- 
sively in  this  city  last  year,  principally 
by  concerns  that  put  out  cheap  goods. 
Of  the  various  pleas  put  in  by  defend- 
ants, that  of  misrepresentation  largely 
predominates.  As  a  rule,  the  courts  sym- 
pathize with  the  defendant,  or  buyer, 
and  this  feeling  is  perhaps  justified  on 
account  of  some  cases  savoring  of  sharp 
practice  that  are  occasionally  brought  to 
light.  Unless  it  is  shown  that  there  is 
intent  to  defraud,  the  dealer  usually  gets 
the  worst  of  it. 

A  Venomous  Judge. 

As  an  illustration  of  how  the  courts 
feel  towards  bicycle  dealers,  the  follow- 
ing is  a  fair  sample:  J.  L.  McGraul,  a 
bicycle  dealer,  had  an  11-year-old  boy 
arrested  for  selling  a  bicycle  that  he 
rented  the  boy  last  August,  and  the 
court,  in  sentencing  the  lad,  said: 

"I  suppose  I  must  convict  this  boy,  but 
let  me  tell  you  that  you  are  about  the 
meanest  specimen  of  humanity  on  earth. 
Yon  don't  care  if  a  child  is  sent  to  the 
lower  regions,  so  long  as  you  can  make 
twenty-five  cents.  If  you  did,  you 
wouldn't  let  a  boy  of  this  age  have  a 
wheel  without  an  order.  It  was  a  de- 
spicable trick  to  swear  out  a  warrant  for 
this  boy.  I  will  send  him  down,  for  I 
guess  he  has  sold  several  rented  wheels, 
but  I  only  wish  I  could  send  you  to 
prison.  You  are  worse  than  a  receiver 
of  stolen  property.  I'll  get  you  some 
day." 

Variety  in  the  Programme. 

The  programme  varied  from  the  usual 
recently  when  a  man  brought  suit  against 
a  firm  of  side  street  dealers  to  recover 
the  price  paid  for  a  bicycle  on  the  ground 
of  misrepresentation.  The  complainant 
testified  that  the  machine  was  sold  to 
him  upon  the  representation  that  it  was 
made  in  1898.  He  contended  that  he  was 
deceived  because  it  was  not  fitted  with 
ball  retainers.  All  machines  made  in 
1898,  he  declared,  were  made  with  ball 
retainers.  But  upon  the  testimony  of 
several  cycle  people  that  bicycles  were 
now  being  made  that  were  not  fitted  with 
retainers,  he  lost  the  suit. 

An  Important  Legal  Precedent. 

A  suit  was  tried  before  a  judge  and 
jury  in  the  supreme  court  here  last  week 
which  is  unique  and  important  because 


it  is  the  first  time  in  local  history  that 
the  municipal  ordinances  pertaining  to 
the  travel  of  vehicles  on  the  city  streets 
were  passed  upon  by  a  judge  and  jury. 
Last  May  a  man  was  run  down  while 
riding  a  bicycle  by  a  brewing  company's 
wagon.  The  man  received  injuries  thai 
incapacitated  him  from  work  and  his  bi- 
cycle was  wrecked.  He  brought  suit 
against  the  owners  of  the  wagon  to  re- 
cover $5,000.  The  jury  promptly  returned 
a  verdict  for  ?600. 


PLAINTS    OF    THE   CANADIANS 


SINGLE  TUBE  TIRES  ABROAD 


Deviation  from  American  Form  of  Manufacture  Made 
Necessary  in  Order  to  Secure  Trade. 


Renewed  effort  is  being  made  to  edu- 
cate the  British  public  to  the  use  of  sin- 
gle tube  tires.  When  the  Single  Tube 
Tire  Company,  composed  of  the  makers 
of  Hartford,  Goodrich  and  Vim  tires,  was 
formed  a  year  ago  for  the  purpose  of  in- 
vading Europe  and  Great  Britain,  it  was 
freely  predicted  that  they  would  spend  a 
twelvemonth  in  vainly  endeavoring  to 
force  their  goods  upon  continental  and 
British  riders,  and  in  the  end  would 
recognize  the  fact  that  they  would  be  un- 
able to  compel  an  appreciation  of  the 
American  style  of  manufacture. 

The  prophecy  has  come  true,  and  it  is 
now  announced  that,  owing  to  the  thorns 
and  flints  to  be  found  on  all  English 
roads,  as  well  as  to  the  influence  which 
English  tire  manufacture  exercises  on 
the  minds  of  continental  buyers,  tires 
especially  made  for  British  and  conti- 
nental roads  will  hereafter  be  supplied 
by  the  bingle  Tube  Tire  Company,  which 
implies  considerable  deviation  from  the 
American  products  of  the  establishments 
making  up  that  concern.  Two  patterns 
of  tires  will  be  maue,  one  having  a  very 
open  fabric,  which  will  be  supplied  for 
speed  work,  the  other  with  a  close  fab- 
ric intended  for  road  work. 

The  company  has  made  careful  ar- 
rangements for  helping  the  agents.  They 
make  a  feature  of  vulcanizers  for  the 
heavier  forms  of  repair  work  and  send 
them  to  agents  with  full  instructions  for 
use. 

The  Decauville  bicycle  and  automobile 
factory  situated  at  Evry  -  Petit  -  Bourg, 
near  Paris,  France,  was  burned  January 
24,  the  loss  amounting  to  more  than 
$160,000. 


CONTENTS. 


Expected  Big  Tire  Profits 
To  Open  tlie  Season's  Trade 
Exports  for  Eleven  Months 
Editorial  =        -        =        = 

Brazing  by  Immersion     - 
Commerce  in  Foreign  narkets 
Subjects  of  General  Interest 
Recent  Patents      .       =       = 
New  riotor  Vehicles 
Information  for  Buyers 
The  Pastime  and  Sport 


Page 

438 
438 
439 
440 
442 
443 
444 
446 
447 
450 
460 


Despite  High  Advalorem  Duty  They  Ask 

for  Additional  Duty  on  Each  na= 

chine  Imported. 


The  Canadian  cycle  trade  is  now  com- 
plaining that  the  Dominion  is  being  used 
as  a  dumping  ground  for  the  product  of 
American  bicycle  factories.  It  is  said 
that  the  Canadian  Bicycle  Manufacturers' 
Association  has  vainly  attempted  to  ar- 
rest the  shipments  of  our  machines  by 
petitioning  the  Canadian  government  to 
place  a  specific  duty  of  $9  on  each  ma- 
chine in  addition  to  the  ad  valorem  duty 
of  30  per  cent,  irrespective  of  grade  of 
manufacture. 

Find  Fault  With  Cheap  Construction. 

There  is  not  a  part  of  an  American 
machine  which  is  not  subject  to  bitter 
criticism  across  the  border.  For  using 
pressed  cups  instead  of  turning  them  out 
of  the  solid  bar;  for  employing  fork  sides 
which  are  not  seamless;  for  constructing 
frames  of  tubing  naively  alleged  to  be 
of  "indifferent  quality;"  for  equipping 
saddles  of  the  most  "fiimsy  construction" 
■ — for  these  and  many  more  sins  of  com- 
mission and  omission  our  manufacturers 
are  roundly  abused.  But  they  are  given 
credit  for  being  able  to  put  a  lustre  on 
frame  enamel  which  brings  the  purchaser 
to  book. 

Cannot  Compete  With  Low  Prices. 

"There  are  tricks  of  the  trade,  too," 
says  a  daily  newspaper  which  has  taken 
up  arms  in  defense  of  the  Canadian  man- 
ufacturers. "For  example,  a  machine  the 
retail  price  of  which  should  be  S25  will 
be  catalogued  at  $60,  and  then  sold  at 
$35  or  $40  on  the  plea  of  over-stocking. 
More  cheap  bicycles  than  ever  are  being 
received  from  the  United  States  and  they 
are  seriously  interfering  with  Canadian 
manufacture.  Canadian  makers  do  not 
object  to  the  importation  of  high-grade 
American  bicycles,  as  they  can  compete 
against  them.  But  the  trash  is  getting 
into  the  trade,  and  already  has  been  in- 
strumental in  reducing  the  wages  of  cycle 
factory  labor.  Canada  is  the  dumping 
ground  for  cheap  and  bankrupt  stock. 

"As  an  incidence  of  the  rubbish  that 
is  offered,  it  may  be  stated  that  a  repre- 
sentative of  an  American  tire  house  was 
in  Canada  not  long  ago  offering  tires  at 
$1.75  a  pair." 

Conditions  Common  in  United  States. 

Considerable  surprise  is  affected  over 
the  fact  that  one  of  the  invaders  is  offer- 
ing bicycles  to  the  trade  at  $10  without 
tires  and  $15  with  tires.  A  little  famil- 
iarity with  the  conditions  in  this  coun- 
try would  show  the  grumblers  at  this 
state  of  affairs  that  such  an  incident  is 
an  every-day  occurrence  in  the  United 
States,  and  yet- no  great  outcry  isi  heard. 


A  carload  of  bicycles  recently  passed 
through  Kansas  City  on  the  way  to  Ma- 
nila. 


438 


The  Cycle  Age  and  Trade  Ri  /iew 


EXPECTED    BIO    TIRE    PROFITS 


ENGLISH  PROMOTER    TOO  SLOW 


Slips   Up  on  a  Deal  to  Sell  Morgan   & 

Wright  Patents  Abroad— Sues 

for  a  nillion. 


Some  years  ago  Morgan  &  Wright, 
through  the  medium  of  a  Chicago  attor- 
ney, agreed  to  sell  the  patents  on  their 
well  known  tire  in  every  country  in  the 
world  except  America  to  an  Englishman 
named  Joseph.  The  purchase  price  was 
fixed  at  $1,000,000,  payable  one-half  in 
cash  and  the  remainder  in  shares  in  a 
company  to  be  formed  by  Josepd.  A  de- 
posit of  $15,000  was  to  be  paid  by  Novem- 
ber 30,  1896.  This  sum  was  tendered,  but 
on  ISiovember  20  of  the  same  year  Morgan 
&  Wright  served  notice  upon  Joseph  that 
they  repudiated  the  agreement,  and  ac- 
cordingly Joseph  entered  suit  for  $1,-00,- 
000  damages,  which  he  estimated  as  the 
sum  ne  would  have  cleared  by  the  promo- 
tion of  the  company. 

Wanted  to  Sell  Outright. 

The  case  was  recently  aired  in  the  Brit- 
ish courts.  Morgan  &  Wright's  solicitor 
contended  that  the  firm  had  never  au- 
thorized the  Chicago  attorney  to  enter  in- 
to such  a  contract,  but  had  sent  to  Eng- 
land to  try  to  find  a  purchaser  for  the 
European  rights  of  their  patent.  The 
solicitor  stated  that  Morgan  &  Wright 
were  willing  to  accept  $500,000  cash  for 
their  patents,  but  distinctly  declared  that 
the  firm  did  not  wish  to  be  mixed  up  in 
the  promotion  of  any  company. 

Judgment  was  given  in  favor  of  Mor- 
gan &  Wright.  The  court,  in  rendering 
his  decision,  stated  that  it  was  obvious 
that  the  company  which  Joseph  intended 
to  fioat  would  have  been  ruinous  to  all 
who  had  anything  to  do  with  it. 


stealing  and  to  bring  thieves  to  justice, 
there  is  still  in  the  eyes  of  the  cyclist 
room  for  efforts  which  will  further  pro- 
tect the  riding  public.  More  than  400  bi- 
cycles were  stolen  in  Detroit  alone  last 
year.  One  of  the  main  difliculties  in  the 
way  of  bringing  cycle  thieves  to  merited 
justice  is  the  inability  to  satisfy  a  jury 
that  the  stolen  machine  was  worth  more 
than  $25,  the  dividing  line  between  petit 
and  grand  larceny.  On  account  of  the 
rapid  depreciation  in  market  value  of 
second-hand  bicycles,  it  is  seldom  proven 
that  a  machine  is  worth,  were  it  placed 
for  sale,  anywhere  near  what  it  is  worth 
to  the  owner.  Further  than  this,  it  is 
stated  as  having  been  the  case  in  many 
instances  that  the  defense  in  cycle  thiev- 
ing cases  have  brought  into  court  as  ex- 
pert witnesses  agents  and  dealers  selling 
some  rival  make  of  bicycle  to  that  stolen. 
These  dealers,  in  order  to  "knock"  the 
make  of  the  stolen  machine,  would  swear 
that  it  was  not  worth  $25. 


Opposing  the  Canadian  Shows. 

In  its  opposition  to  the  cycle  shows 
which  promoters  are  attempting  to  ar- 
range for  Montreal  and  xoronto,  the  Bi- 
cycle Manufacturers'  Association  of  Can- 
ada is  advertising  that,  with  the 
acquiescence  of  each  of  its  members  and 
other  makers,  it  has  decided  not  to  ex- 
hibit bicycles  or  parts  thereof  at  such 
shows,  nor  to  permit  any  agent  or  agents 
of  its  members  to  make  an  exhibit.  No 
other  explanation  is  offered  than  that 
each  manufacturer  has  large  showrooms 
in  these  cities  where  his  machines  and 
products  are  at  all  times  on  exhibition 
free  of  charge  to  the  pubac. 


Movement  to  Lessen  Cycle  Thieving. 

An  organized  movement  is  afoot  in 
Michigan  to  make  bicycle  theft  grand 
larceny,  irrespective  of  the  value  of  the 
machine.  While  the  special  police  of 
Detroit  have  done  much  to  prevent  cycle 


Boston  Cycle  Supply  Men  Organize. 

The  cycle  supply  men  of  Boston  recent- 
ly met  and  organized  the  Cycle  Dealers' 
Supply  Association.  Ten  firms  were  rep- 
resented at  the  meeting.  The  object  of 
the  organization  is  to  conserve  the  busi- 
ness interests  of  those  who  sell  bicycles, 
parts  and  sundries.  A  committee  consist- 
ing of  Daniel  S.  Pratt,  Joseph  A.  Cushing 
and  J.  F.  Scott  was  appointed  to  prepare 
by-laws.  Dealers  desiring  further  infor- 
mation are  requested  to  communicate 
with  Secretary  King  at  69  Purchase  street. 


CONDITION  OF  ENGLISH  CYCLE  INDUSTRY. 


Comipany. 


Capital 
Stock. 

£   60.400 

60,000 

84,110 

400,300 

200,000 

80,000 

125,000 

60,700 

175,000 

Dunlop  Tire  Company  4,500,000 


Net  Profits. 


Per  cent 
Dividend 
on  Ordi- 
nary Shares 


Abingdon   Works   Company    . 

Joseph  Appleby  &  Co 

Alldays    &    Onions    

B   S.  A.  Co : 

J.  B.   Brooks  &  Co 

Bayliss,   Thomas  &   Co 

Centaur  Company   

Coventry  Cross  Company  — 
Cycle  Components   Coimpany 


Eadie  Manufacturing-   Company 

Eadie  Chain  Company  

Enfield  Cycle  Company  

Elswick  Company   

Fleuss  Tire,  Ltd 

Humber   &   Co 

Humber  &  Co.   (Extension) 
Jointless    Rim   Company    . . . 

New   Rapid   Company   

Osmond  Company 

Premier  Cycle  Company  — 

Quadrant  Co'mpany 

Raglan  Company  

Raleigh   CO'mpany    

Riley  Cycle  Com_pany  

Rubber  Tyre  Company   

Rover  Cycle  Company  

Rudge  Whitworth 

Singer  &  Co 

Star   Cycle  Company    

Swift  Company  

Starley  Brothers  

Townend  Brothers  

Triumph  Company  


141,095 

65,000 
125,000 
250,346 
250,000 
500,000 
175,000 
227,000 
149,000 
188,543 
700,000 

50,572 
170,000 
200,000 

40,000 
140,400 
200,000 
205,491 
800,000 
120,000 
375,000 
110,000 

80,000 
170,000 


1897. 
18,301 
16,003 
18,301 
83,796 
40,051 
14,237 
20,261 
11,753 
66,639 

592,618 


4,286 
29,484 
16,100 

62,'766 
22,705 
18,346 
11,422 

82,483 
9,335 
39,325 
19,783 
10,832 
19,327 
21,945 
38,037 
76,118 
16,476 
51,045 
27,841 
12,298 
16,936 


1898. 

10,399 

5,833 

10,174 

60,192 

30,119 

5,510 

15,130 

1,838 

7,553 

461,896 

9,491 

3,171 

9.4S9 

7,215 


1897. 
20 
20 
15 
20 
10 
10 
10 
10 
20 
10 

io 

10 


1898. 
15 

5 
10 
20 
10 
10 

7V2 


5 
10 


Total 
re- 
serve. 
£    3,000 


20,000 
50,000 
35,000 

io.'soo 

183,000 
420,100 


10,000 


14,808  10 

3,509  10 

26,678  10 

5 


21/2      27,000 

10,000 

71/2      14,500 


54,102 
4,703 
15,521 

4,642 
10.979 
12,789 
21,223 
27,053 

5,616 
33,945 

1,831 
9,522 


7y2 
20 

15 

10 

10 

15 

10 

10 

10 

171/0 

10 

10 

10 

71/2 


5  100,000 
71/2      

6  23,500 


5 

6% 
5 
10 
4 
5 
4 

'21/2 
5 


1,500 

6,000 

10,000 

25,000 

50,000 

1,5' 606 


2,000 


Total  £11,248,432    £1,489,954       £889,122 


TO  OPEN  THE  SEASON'S  TRADE 


LOCAL     EXHIBITIONS     PLANNED 


Space  for  Philadelphia  and  Washington 

Shows  Well  Taken— General  Open= 

ing  in  Cleveland. 


Every  foot  of  exhibition  space  in  the 
local  show  promoted  by  the  Philadelphia 
cycle  board  of  trade,  to  be  held  the  week 
of  February  18  to  25,  has  been  taken,  the 
more  desirable  booths  having  been  auc- 
tioned off  at  a  premium.  Every  Philadel- 
phia dealer,  without  exception,  will  be 
represented,  and  a  dozen  out  -  of  -  town 
manufacturers  of  bicycles  and  sundries 
will  have  exhibits  there. 

A  very  few  of  the  booths  at  the  Wash- 
ington, D.  C,  cycle  show  remain  to  be 
disposed  of.  Manager  John  Woerner  vis- 
ited the  New  York  show  and  closed  con- 
tracts with  about  twenty  exhibitors  there 
to  make  generous  displays  in  the  capital 
city  during  the  week  beginning  February 
27.  The  manager  also  expects  to  visit 
the  Philadelphia  show  and  secure  addi- 
tional contracts  for  space. 

Cleveland  Decides  Ag;ainst  Show. 

The  Cleveland  cycle  board  of  trade,  at 
a  recent  meeting,  decided  not  to  hold  a 
local  show,  but  to  repeat  last  year's  ex- 
periment of  a  general  opening  of  all  the 
stores,  to  be  held  during  the  week  of 
February  20.  A  committee  was  appointed 
to  handle  the  matter.  The  annual  elec- 
tion of  oflacers  of  the  board  resulted  as 
follows:  President,  George  CoUister; 
vice-president,  H.  S.  Covey;  secretary, 
George  S.  Waite;  treasurer,  H.  K.  Tay- 
lor. 

The  proposition  of  the  Hartford  Wheel 
Club  to  hold  an  exhibition  of  bicycles  and 
sundries  in  Hartford,  Conn.,  has  fallen 
through,  owing  to  opposition  which  de- 
veloped. The  plans  contemplated  rent- 
ing spaces  for  $1  per  front  foot  and 
charging  only  fifty  cents  for  a  season 
ticket.  The  low  price  of  admission  was 
expected  to  swell  the  attendance  very 
materially,  to  the  direct  benefit  of  the 
exhibitors. 

Baltimore  Promoter  at  Work. 

The  owners  of  the  Coliseum  building 
near  Baltimore  are  endeavoring  to  arouse 
interest  among  the  dealers  of  that  city 
to  the  point  of  noiuing  a  local  exhibition 
of  -^cycles  and  sundries. 

A  proposition  nas  been  advanced  as  a 
feeler  to  determine  the  attitude  of  the 
dealers  of  Portland,  Ore.,  toward  the 
holding  of  a  local  cycle  show  in  that 
city,  not  so  much  in  the  nature  of  an 
exhibitor's  display  as  a  cyclists'  carni- 
val, with  the  show  feature  added. 

The  bicycle  dealers  in  Grand  Rapids 
are  planning  for  a  formal  opening  of  the 
season's  trade  during  the  last  week  of 
this  month. 


Rochester  Pedal  Co.'s  Plant  Scorched. 

A  slight  fire  occurred  in  the  power 
room  of  the  Rochester  Pedal  Company's 
plant  in  Rochester,  N.  Y.,  last  Thursday, 
which  will  delay  the  work  of  the  com- 
pany for  about  a  fortnight.  The  machine 
and  assembling  rooms  were  not  injured, 
the  greatest  damage  having  been  done  in 
the  case-hardening  department.  The 
company  is  working  twenty-three  hours 
a  day  to  minimize  the  interruption  as 
much  as  possible. 


The  condition  of  the  English  cycle  manufacturing  industry  is  fully  revealed 
in  the  table  given  above,  which  shows  how  roughly  many  of  the  leading  concerns  have 
been  handled  in  the  past  year. 


Trade  in  the  Northwest. 

The  cycle  trade  in  Oregon,  Washington 
and  Idaho  last  year  was  twice  as  great  as 
that  of  1897.  A  fiourishing  trade  is  done 
by  dealers  with  the  better  class  of  peo- 
ple throughout  the  entire  northwest.  It 
is  said  that  many  of  the  agents  in  Port- 
land, Ore.,  who  are  doing  a  heavy  busi- 


The  Cycle  Age  and  Trade  Review 


439 


ness,  make  a  practice  of  crying  hard 
times  and  poor  business.  This  in  a  meas- 
ure accounts  for  the  stories  being  cir- 
culated in  other  cities  of  the  northwest 
that  cycle  trade  affairs  are  very  dull  in 
Portland.  In  reality  there  is  not  a  city 
on  the  Pacific  coast  which  enjoys  a  more 
thriving  cycle  trade,  and  the  authority 
for  this  statement  is  one  of  the  largest 
dealers  in  Portland. 


STEALING  AHERICAN  DESIGNS 


Machine  Tools  Are  Imported   by  Austrian  Shops 
Simply  as  Models— Protection  Available. 


The  introduction  of  American  machin- 
ery and  tools  into  Austria  has  created  a 
larger  demand  for  machine  tools  of  in- 
creased capacity  and  greater  accuracy, 
which  has  caused  the  native  manufac- 
turers to  make  especial  efforts  to  reach 
the  high  standard  of  many  lines  of 
American  origin.  The  desire  to  supply 
this  demand  has  led  some  of  the  promi- 
nent Austrian  shops  to  the  extreme  and 
reprehensible  practice  of  taking  orders 
for  a  number  of  machines  of  special  de- 
sign and  then  buying  one  from  the  Unit- 
ed States,  either  direct  or  through  an 
agent,  taking  it  apart,  having  drawings 
and  patterns  made,  and,  in  short,  imi- 
tating it  down  to  each  screw  and  pin. 

A  great  number  of  prominent  machine 
tool  builders  on  the  European  continent 
advertise  their  tools  as  being  built  on 
American  plans.  This  means  they  im- 
proved their  regular  patterns  to  the  best 
of  their  knowledge,  adopting  some  Amer- 
ican ideas.  Nobody  could  say  anything 
against  this  if  it  is  done  in  a  fair  way, 
but  the  competition  referred  to  above 
could  not  be  called  fair. 

Everyone  who  attempts  to  imitate  a 
certain  machine  tries  to  improve  it  a 
little,  and  if  he  does  not  find  anything  to 
do  he  puts  in  a  little  more  weight  here 
and  a  little  less  there,  or  replaces  a  worm 
gear  by  a  bevel  gear,  or  anything  else 
which  in  his  opinion  might  give  a  little 
feature  in  addition  to  those  the  machine 
already  possesses. 

This  seems  to  be  but  human  nature. 
Now  one  could  say  that  in  very  many 
cases  such  an  "improved"  machine  fully 
resembles  a  previous  stage  of  the  origi- 
nal construction,  and  that  it  shows  any- 
thing but  an  improvement;  in  some  parts 
even  just  the  reverse. 

American  manufacturers  will  find  per- 
fect legal  protection  in  all  the  European 
countries  where  such  imitations  could  be 
expected.  The  patent  laws  of  the  prin- 
cipal industrial  countries  afford  protec- 
tion, and  manufacturers  should  not  spare 
the  cost,  which  is  not  too  high,  of  hav- 
ing their  improvements  thoroughly  pro- 
tected. A  few  machines  that  they  will 
sell  in  preference  to  foreign  imitations 
will  be  sufficient  to  indemnify  them  in 
every  respect. 

Trade  Change  in  Wichita. 

The  partnership  heretofore  existing  be- 
tween J.  R.  Mead  and  A.  J.  Musselman  in 
"Wichita,  Kan.,  known  as  the  Mead  Cycle 
Co.,  has  been  dissolved,  J.  R.  Mead,  the 
senior  partner,  disposing  of  his  interest 
to  Jos.  W.  Musselman,  the  new  firm  tak- 
ing charge  of  all  accounts  and  business 
of  the  old  firm  and  the  new  firm  being 
known  as  Musselman  Bros.  A  general 
jobbing  and  agency  business  in  bicycles 
will  be  carried  on  in  connection  with  a 
repair  sfiop  and  general  supply  depot. 


A  Pennsylvania  bicycle  maker  has  re- 
ceived an  order  for  200  bicycles  to  be 
used  by  the  government  in  Sydney,  New 
South  Wales.         

A  Chicago  bicycle  maker  is  exhibiting 
a  tandem  with  30-inch  wheels,  one  of  the 
first  double-seated  machines  to  be  thus 
equipped. 


EXPORTS  FOR  ELEVEN  MONTHS 


HEAVY  INCREASE  IN  NOVEMBER 


Our 


Foreign   Trade   for   the    Past    Year 
Likely  to  Exceed  the  Business 
Done  in  1897. 


Delayed  governmental  returns  on  the 
exports  of  bicycles,  parts  and  material 
for  eleven  months  ending  with  November 
(1896,  1897  and  1898  in  comparison)  are 
here  given: 

1896.  1897.  1898. 


United    Kingdom...  $ 

France    

Germany   

Other  Europe    

Brit.    N.   America... 
Central  America   ... 

Mexico  ■. 

San   Domingo    

Cuba  

Porto  Rico   

Other  West  Indies.. 

Argentina   

Brazil    

Colombia  

Other  S.  America... 

China  

Brit.   East  Indies... 

Hong  Kong  

Japan   

Australia   

Other  Asia  

Africa  

Other  countries   


,233,199  ; 

124,714 

233,886 

426,848 

536,263 

68,013 

46,773 

1,083 

4,830 

8,179 

47,718 

19,951 

21,544 

19,980 

34,558 

8,213 

10,105 

35^652 

456,822 

30,749 

39,532 


;2,041,191 

259,224 

1,199,915 

1,062,826 

721,483 

20,568 

63,941 

3,915 

8.262 

3,968 

117,757 

46,198 

45,011 

19,960 

56,616 

25,426 

27,705 

6,829 

72,424 

424,438 

63,059 

153,584 

762 


$1,631,214 

479,236 

1,474,277 

1,184,605 

580,481 

6,687 

54,818 

598 

4,496 

2.561 

65.523 

113,026 

93,738 

7,372 

47,188 

26,321 

142,434 

9,289 

125,625 

220,707 

69.115 

164,771 

1,699 


Totals  $3,408,612  $6,445,062  $6,505,781 

Exports  for  the  Month  of  November. 
The   official   returns  on   the  month   of 
November  (1897  and  1898  in  comparison) 
are  as  follows: 

1897.       1898. 


United  Kingdom  $73,681 

France    12,181 

Germany   52,139 

Other  Europe  35,089 

British  North  America 23,681 

Central    American    States   and 

British   Honduras    1,810 

Mexico  4,081 

Santo  Domingo  135 

Cuba  786 

Porto  Rico  413 

Other    West    Indies    and    Ber- 
muda    7,924 

Argentina  4,940 

Brazil  14,502 

Colombia  2,089 

Other  South  America  4,618 

China  3.240 

East  Indies:    British 2,403 

Hong  Kong  891 

Japan  6,903 

British  Australasia  27,870 

Other  Asia  and  Oceanlca 4,290 

Africa  21,552 

Other  countries   


$  33.874 

15,701 

62.316 

292,512 

18,677 

152 
1,835 


566 
210 

5,120 

11,514 

5,037 

'  4,44i 

5,600 

22,077 


10,731 

35,557 

3,257 

18,391 


Totals  $305,218    $547,568 

British  Exports  for  Twelve  Months. 

The  total  exports  of  bicycles  and  ma- 
terials from  the  United  Kingdom  for  the 
twelve  months  of  1898  are,  compared  with 
the  complete  returns  for  1897  and  1896, 
as  follows: 


Month.  1896. 

January   $   624,435 

February   706.125 

March    891,875 

April    786,335 

May    798.765 

June    ■. 772,285 

July    716,755 

August    650,140 

September    683,560 

October    893,320 

November  720,600 

December   1,060,555 


1897. 


1898. 


$  763,820 

$  480,465 

688,195 

474,225 

855,830 

482,245 

698,085 

522,340 

697,940 

434,700 

583,050 

371,280 

566,850 

383,475 

483,165 

287.535 

430,460 

316,870 

497,845 

314,565 

446,410 

339,480 

444,785 

362,749 

Totals    $9,278,020    $7,155,645    $4,669,129 

American  Exports  for  the  Week. 
Exports  of  bicj'cles  and  bicycle  mate- 
rials from  the  port  of  New  York  for  the 
week  ending  January  31  are  recorded  as 

follows : 

Bi- 
cycles. 

British  East  Indies   $15,909 

Canada   

France   10,737 

Argentine   10,285 

England    2,759 

Sweden   7,575 

Denmark   

Africa  1,441 

Brazil  807 

Belgium  340 

British  West  Indies  680 


Mate- 
rials. 
$1,138 
15,762 
3,583 
630 
S.616 

4,571 

1,351 

281 

653 

302 


Mexico  787  54 

British  Guiana  769  14 

Other  South  America   344  53 

Scotland   297 

Dutch  Guiana  200 

Tasmania 125  

Chili  150 

Austria   115  

Cuba    120 

Holland  100 

Russia    75  

Totals   $53,278      $37,305 

Week's  Exports  from  England. 

The  total  exports  of  bicycles  and  sun- 
dries from  England  for  the  week  ending 
January  13  are  recorded  as  follows: 

Adelaide    $     586 

Auckland   48 

Bombay    2,493 

Bordeaux   73 

Boulogne   2,454 

Calcutta  1,486 

Cape    Town    315 

Christchurch   53 

Colombo    68 

Delagoa  Bay   218 

Durban   4,115 

East  London   290 

Flushing   1,234 

Freemantle  4,148 

Hamburg    73 

Hlogo    179 

Kurrachee,   British  India  87 

Launceston  232 

Lisbon    353 

Madras    484 

Malta  48 

Melbourne   3,282 

Ostend    165 

Penang  136 

Perth    165 

Port   Elizabeth    2,062 

Santos 97 

Singapore  213 

Sydney   1,418 

Trinidad 92 

Wellington    1,258 

Westport   68 

Yokohama  Ill 

Total    $28,104 


Bicycles  Exempt  in  Minnesota. 

The  Minnesota  state  senate  has  passed 
a  bill  exempting  from  execution  one  bicy- 
cle for  each  person.  Despite  this  recog- 
nition of  the  bicycle  as  a  necessity,  there 
are  still  many  localities  where  they  are 
considered  a  luxury  and  efforts  are  being 
made  to  tax  them.  With  the  various  re- 
cent rulings  against  the  legality  of  a  tax 
and  the  above  bill  as  precedents,  organ- 
ized effort  should  experience  little  diffi- 
culty in  defeating  future  efforts  to  tax  bi- 
cycles. 

Canadian  Jobbers  Revolt. 

Canadian  hardware  jobbers  have  de- 
cided to  boycott  manufacturers  who  sell 
direct  to  retail  dealers.  It  seems  that  the 
Canadian  jobbers  and  manufacturers  had 
an  agreement  to  the  effect  that  the  latter 
should  not  sell  the  retail  trade.  This 
agreement  the  manufacturers  have  vio- 
lated, according  to  the  reports,  and  now 
the  jobbers  are  up  in  arms  against  the 
offending  manufacturers.  Representative 
firms  from  all  parts  of  the  Dominion 
were  present  at  a  meeting  recently  held 
at  Montreal  when  the  plan  to  boycott 
the  manufacturers  was  determined  upon. 


Stanley  Wagons  Under  Construction. 

There  has  been  a  rumor  afioat  in  re- 
gard to  the  organizing  of  a  $300,000  com- 
pany to  handle  the  Stanley  steam  wagon, 
but  nothing  has  yet  been  actually  done. 

It  is  expected  that  the  first  of  the  new 
model  Stanley  steam  wagons  will  be  com- 
pleted by  the  1st  of  March,  and  that  the 
remainder  of  the  hundred  under  con- 
struction in  the  first  lot  will  follow  rap- 
idly.   

The  case  of  the  B.  F.  Goodrich  Com- 
pany against  Humber  &  Co.,  Limited,  et 
al.,  has  been  removed  from  the  superior 
court  to  the  United  States  circuit  court 
on  motion  of  the  English  stockholders. 


Austrian  cycle  fittings  makers  are  peti- 
tioning their  government  to  increase  the 
duty  on  these  goods. 


440 


The  Cycle  Age  and  Trade  Review 


Entebbd  at  the  Chicago  Postopfice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  Offices,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries  $6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 


"The  new  process  of  dip  brazing  enables  u^i 
DIP  to  guarantee  the  perfect  union  of  all  members 

BRAZING  of  the  frame,  and  the  flush  joint  is  therefore 

ENDORSED  ^  feature  of  Sterling  construction  as  well  as 
the  outside  connection."  "With  this  straight- 
forward reference  to  dip  brazing  as  a  method  assuring  superior 
mechanical  results,  the  Sterling  Cycle  Works  company  takes 
rank  as  the  first  well  known  cycle  manufacturing  concern  which 
makes  it  a  point  to  acknowledge  openly  in  its  catalogue  that  it 
considers  the  new  method  as  something  more  than  a  measure  of 
economy,  and,  indeed,  as  a  distinct  improvement  which,  in  the 
company's  opinion,  is  indispensable  for  any  conscientious  bi- 
cycle manufacturer  who  desires  to  guarantee  his  customers  that 
all  flush  joints  in  the  frames  of  his  manufacture  are  sound  and 
reliable.  The  company  emphasizes  its  statement  by  adding  that 
it  has  been  slow  to  adopt  flush  joint  construction,  as  "we  felt 
we  could  not  be  assured  that  the  parts  were  thoroughly  united." 

The  reputation  which  the  Sterling  company  has  earned  in 
the  past  for  high-class  work,  careful  selection  of  material,  and 
cautious  testing  at  every  new  step,  cannot  but  add  to  the  im- 
portance which  the  trade  at  large  will  attach  to  its  endorsement 
of  dip  brazing. 

As  a  money-saving  method,  whose  value  to  the  rider  was 
undiscussed  and  therefore  of  doubtful  value  from  a  commercial 
standpoint,  the  practice  of  dip  brazing  was  hedged  with  reserve 
and  secrecy  until  The  Cycle  Age,  firmly  convinced  that  the 
method  had  virtues  which  should  recommend  it  strongly  to 
riders  of  bicycles,  undertook  to  place  it  before  the  whole  trade. 

Now,  with  the  ice  once  broken  by  a  highly  reputable  firm  of 
bicycle  makers,  it  seems  safe  to  predict  that  other  manufactur- 
ers who  have  reached  results  with  dip  brazing  which  were  satis- 
factory to  themselves,  will  speedly  make  their  agents  and  pa- 
trons conversant  with  all  the  claims  that  can  be  made  for  the 
method  in  regard  to  safety  against  burning  of  tubing,  non-flow- 
ing of  spelter,  and  other  causes  of  unforeseeable  breakdowns 
which  in  the  aggregate  have  done  much  to  diminish  the  r.opu- 
larity  of  cycling. 

Every  bicycle  maker  in  this  country  is  haunt- 

DEFENSE         ed  and  made  nervous  by  the  fear  that  the 

FUND  exact  measure  of  his  legal  liability  for  acci- 

NEEDED  dents   resulting  from  defective    construction 

will  one  day  be  harshly  and  definitely  fixed 
by  a  court  of  competent  jurisdiction.  The  same  dread  is  felt  by 
English  makers.  But  the  German  manufacturers,  more  rash 
than  either  the  Americans  or  English  in  seeking  light  on  the 
subject,  have  already  found  to  their  great  dismay  that  there  are 
more  common  law  rights  granted  to  buyers  of  bicycles  than  it 
is  wise  to  exploit — indeed,  have  ascertained  that  though  a  ma- 
chine may  be  guaranteed  for  a  year  or  longer,  yet  this  guaranty 
in  no  way  implies  an  abrupt  termination  of  the  period  of  re- 
sponsibility, which  is  held  to  extend  for  five  or  six  years. 

There  is  little  doubt  concerning  the  anxiety  of  our  makers  to 
see  this  important  question  settled,  but  the  difiiculty  in  the  way 
of  a  decision  is  one  which  might  naturally  be  anticipated  from 
the  risk  which  would  inevitably  attend  a  prosecution.  Aside 
from  the  fact  that  martyrs  are  scarce  in  the  cycle  trade,  there  is 
but  too  much  reason  for  believing  that  the  courts  would  hold  the 
low  factor  of  safety  in  construction  to  be  adequate  cause  for 
pronouncing  adversely  against  the  defendant  in  a  case  which  was 
vigorously  pushed.  The  guaranty  is  no  shield;  on  the  contrary, 
it  is  merely  a  proclamation  of  good  intention  on  the  part  of 
the  maker,  and  if  legally  accepted  by  the  purchaser,  does  not 


constitute  a  waiver  of  right  to  sue  for  damages  if,  after  the  ex- 
piration of  its  period,  the  machine  shall  prove  defective.  It  is  of 
no  more  value  in  defense  against  suit  for  damages  than  the  ac- 
ceptance of  the  conditions  attached  to  a  railroad  mileage 
book,  which  commonly  is  supposed  to  act  as  an  effectual  barrier 
against  legal  proceedings  in  the  event  that  the  holder  is  injured 
while  being  transported  over  the  road. 

There  is  quite  a  distinction  as  to  liability  on  the  part  of  a 
manufacturer  and  of  a  dealer,  the  first  being  responsible  for 
latent  defects,  while  the  latter  is  not,  if  he  buys  from  a  well 
known  maker  whose  reputation  is  established,  and  he  is  per- 
mitted to  rely  upon  that  reputation.  This  is  also  true  of  the 
manufacturer,  where  he  buys  his  parts,  such  as  tubing  of  a 
well  known  make;  in  this  case,  the  maker  of  bicycles  is  not  re- 
sponsible for  invisible  defects,  all  that  is  required  being  that  he 
buys  the  best  in  the  market  and  uses  care  and  skill  in  putting  it 
together. 

The  number  of  reputable  firms  which  have  paid  hush-money 
rather  than  be  dragged  into  court  may  never  be  known,  but  it  is 
doubtful  if  they  would  have  resorted  to  such  tactics  were  they 
assured  that  others,  similarly  victimized  or  threatened,  would 
come  to  the  rescue  with  money  and  counsel.  It  is  not  alone  in 
this  matter  that  the  cycle  making  industry  stands  in  need  of  a 
defense  fund.  There  are  other  dangers,  and  far  greater,  threat- 
ening. 

When  the  question  of  allowing  or  not  allow- 

CREDIT  IN         ing  credit  in  export  deals  is  put  as  broadly  as 

COLONIAL        it  usually  is,   it  loses  its  point.     "Foreign" 

COUNTRIES       trade  includes  a  big  scope  of  country,  and  it  is 

hardly  possible  to  apply  the  same  rule  to  all 

of  it.    Yet  the  cry  for  credits,  as  voiced  by  our  consuls,  comes 

with  almost  equal  vigor  from  all  parts  of  the  world. 

What  really  most  puzzles  our  exporters  is  not,  however,  the 
well-meaning  admonitions  of  our  representatives  abroad,  which 
may  be  taken  with  a  grain  of  salt,  but  the  observation  that 
those  markets  where  trade  follows  liberal  credit  methods  are 
precisely  the  same  where  the  danger  in  allowing  credits  is  great- 
est and  where  our  facilities  for  protecting  accounts  are  most 
meager. 

As  a  general  rule,  it  may  perhaps  be  said  that  where  the 
means  of  communication  and  transportation  are  lagging  behind 
the  progress  of  civilization  in  other  respects,  there  the  demand 
for  credit  is  peremptory,  while  the  protection  afforded  creditors 
depends  upon  facilities  which  the  American  exporter  usually 
does  not  possess.  The  liberal  prices  which  prevail  in  these  mar- 
kets furnish  the  inducement  for  European  colonial  traders,  who 
hold  the  key  to  the  credit  situation,  to  buy  American  bicycles 
for  cash  and  either  reship  them  to  their  colonial  customers  or 
have  them  shipped  directly  from  New  York. 

This  applies  to  the  colonial  countries,  where  the  tide  of  new 
enterprises  runs  high  and  where  cash  capital  is  made  scarce  by 
the  constant  demand  for  it.  South  and  Central  America  and 
Mexico,  while  not  colonies,  belong  to  this  class,  and  British  India 
and  Java  on  the  other  hand,  though  colonies,  have  reached  a 
point  in  development  which  makes  credit  less  imperative  for 
trade  than  quality  and  price. 

In  European  countries  where  the  creditor  is  well  protected  it 
might  seem  as  if  the  system  of  selling  for  cash  against  docu- 
ments were  not  indispensable;  and,  in  fact,  deviations  from  it 
have  been  freely  made  in  the  past  year  or  two.  But  the  ques- 
tion has  two  sides:  In  the  colonial  countries  much  trade  would 
be  gained  if  credit  could  be  generally  conceded  with  safety.  In 
Europe  credit  is  practicable,  but  hardly  altogether  desirable. 

The  European  importer  who,  in  the  midst  of  a  comparatively 
easy  financial  market,  is  incapable  of  producing  cash  at  a  rate 
of  interest  much  below  the  discount  that  our  manufacturers  can 
afford  to  allow  for  cash,  is  readily  distanced  by  the  many  who 
can  do  better,  and  under  such  circumstances  extension  of  credit 
is  practically  a  bid  for  unsafe  trade  and  therefore  a  confession 
of  weakness. 

With  all  its  undisputed  drawbacks,  the  cash  system  is  prob 
ably  for  the  present  best  adapted  to  our  commercial  position :  in 
new  countries  because  ye  cannot  yet  get  around  it,  and  in  older 
foreign  communities  because  the  risk  and  expense  inseparable 
from  a  credit  system  are  not  offset  by  prospective  rewards  in 
the  form  of  high  prices  or  much  increased  volume  of  business. 


The  Cycle  Age  and  Trade  Review 


441 


CREmi1899  CRESCENTS  ARE  NOT 


BICYCLES. 


'98  MODELS 


When  you  buy  a  CRESCENT  you  get  the  wheel  of 
all  wheels— the  STANDARD  both  in  PRICE  and 
QUALITY — the  one  bicycle  that  has  always  been 
sold  the  year  round  for  the  same  standard  price — the 
POPULAR  WHEEL— the  wheel  you  want. 


Juveniles,  $25  Adults'  Chain  Models,  $35  Bevel  Gear  Chainless  Models,  $60 


ART  CATALOGUE  No.  2— FREE 


CHICAGO-WESTERN  WHEEL  WORKS,  Makers— new  york 


r 


ft 


NEW    TESTIMONIALS     EACH    WEEK. 


« 


MILNA/AUKEE  TIRES 

-PUNCTURE  PROOF 


Pneumatic 


Resilient 


Single  Tube 


COPYRIGHT  1898,  BY  MILWAUKEE  PATENT  PUNCTURE  PROOF   TIRE  CO. 


Easy  Riding 


PRESENTING  TESTIMONIALS. 


Office  of  Judge  of  Probate  of  Menominee  County,  Eugene  Grignon,  Judge. 

Menominee,  Mich.,  Jan.  12,  1899. 
Milwaukee  Patent  Punctdke-Pkoof  Tire  Co.,  Milwaukee,  Wis. 

Dear  sirs:— I  take  prreat  pleasure  in  tes'ifving  to  the  worth  of  your 
"  PDNCTURELES3  1 1RES,"  a  pair  of  which  I  rode  all  last  season,  without 
a  puncture,  and  with  perfect  satisfaction.  I  weigh  two  hundred  and  seventy- 
five  pounds,  and  never  bi-fore  have  been  able  to  get  a  tire  that  would  hold 
for  any  length  of  time,  besides  being  punctured  from  one  to  thrte  times  a 
week.  I  am  ridiUK  jour  tires  and  feel  perfectly  safe,  and  they  do  not  re- 
quire inflating  oftener  than  once  in  two  weeks.  I  shall  recommend  your 
tires  to  all  my  freinds.  You  s  respectfully,  ^  „    ^  . 

(Signed)       Eugene  Gbignon,  Judge  of  Probate. 


Manistique,  Mich.,  Dec.  11,  1898. 
Milwaukee  Patent  Punctuee-Proof  Tire  <  o.,  Milwaukee,  Wis. 

Gentlemen: — In  reply  to  yours  of  recent  date,  would  state  that  I  am 
very  well  pleased  with  your  tires.  My  boy  is  hard  on  a  wheel,  and  they 
have  stood  it  the  best  of  any  tire  I  have  yet  used. 

He  has  ridden  the  tires  all  season  and  the  tires  are  as  good  as  new. 
Very  truly,  (Signed)    John  Woodruff. 


Representatives  Wanted. 
Write  for  Prices  and  Other  Information. 


■ILWIUKEE  PtTERT  PUKCIUREPROOF  TIRE  CO..  MILWIUKEE.  WIS.. U.  S. I 


J 


442 


The  Cycle  Age  and  Trade  Review 


BRAZING  BY  IflflERSION 


Requirments   of  a  Crucible — Effect  of  the  Flux  Upon  Its 
Walls — riethod  of  Removing  Spelter 


Crucibles  for  bicycle  brazing  are  made 
in  triangular  shape  for  the  purpose  of  al- 
lowing the  four  corners  of  the  frame  to 
be  dipped  in  a  comparatively  small  body 
of  molten  spelter.  Any  other  shape  would 
necessitate  the  heating  of  twice  or  three 
times  tne  amount  of  spelter,  for  thg 
frame  tubes  are  immersed  to  a  depth  of 
five  or  six  inches.  If  the  crucible  were 
round,  it  would  need  to  be  of  large  diam- 
eter to  furnish  suflicient  immersion  of  all 
parts. 

Purpose  of  the  Flanges. 

The  flanges  of  a  crucible  would  at  first 
thought  appear  to  be  superfiuous  except 
on  the  ends,  for  the  side  flanges  are  not 
used  to  support  the  crucible  as  are  the 


diately  unpacked  and  stored  in  a  warm, 
dry  place.  Before  using  they  should  be 
re  -  annealed  to  remove  any  moisture 
gathered  in  transit.  This  can  be  read- 
ily accomplished  by  placing  them  in  the 
enameling  oven  and  gradually  brii\ging 
the  heat  up  to  212  degrees.  If  this  is 
not  done,  they  may  scalp  or  flake  oil  on 
the  first  heat. 

Removing  Spelter  from  Crucible. 
Spelter  should  never  be  allowed  to  cool 
in  a  crucible,  for  when  it  is  re-heated  it 
expands  and  breaks  the  crucible.  It 
should  be  dipped  out  and  poured  into  a 
mold  like  that  shown  in  the  illustration. 
The  bars  in  the  mold  will  re-melt  much 
more  readily  than  if  the  spelter   is  re- 


OLD    AND    NEW   CRUCIBLE,    FORMER    SHOWING    EFFECTS    OF    FLUX. 


end  flanges.  But  the  side  flanges  play  a 
very  important  part  in  the  control  of  the 
heat.  As  the  heat  arises  alongside  the 
crucible  it  strikes  these  flanges  and  is 
checked  and  diverted,  passing  around 
over  the  top  of  the  flanges  and  out 
through  an  opening  not  over  half  an  inch 
wide.  If  the  flanges,  which  are  2% 
inches  wide,  were  not  there,  the  flames 
would  pour  out  without  anything  to 
check  them,  and  the  operator  would  have 
difiiculty  in  preventing  his  face  from  be- 
ing scorched,  and  the  fuel  would  burn 
up  in  half  the  time.  The  inside  meas- 
urements of  the  crucible  are  about  24 
inches  in  length,  6  inches  in  width,  and 
d  inches  in  depth. 

The  Best  Fuel  to  Use. 

The  best  fuel  to  use  in  a  brazing  fur- 
nace is  hard  coal.  It  produces  an  intense 
heat,  with  very  little  smoke.  The  lumps, 
being  of  uniform  size  and  not  too  large, 
can  be  fed  into  the  furnace  more  readily 
than  coke,  and  the  fire  is  mor3  compact. 
Gas  would  require  a  furnace  of  different 
construction.  It  has  a  tendency  to  short- 
en the  life  of  a  crucible  and  produce  an 
uneven  heat  if  not  scientifically  han- 
dled. 

Heating  and  Cooling  Uniformly. 

A  crucible  should  be  heated  and  cooled 
uniformly.  More  depends  upon  the  reg- 
ularity of  the  temperature  at  all  points 
than  upon  sudden  changes  to  extremes  of 
heat  and  cold.  To  illustrate:  A  cruci- 
ble heated  to  a  white  heat  can  be  sud- 
denly plunged  into  a  tub  of  ice  water 
without  breaking,  because  all  parts  of 
the  material  cool  and  contract  evenly.  On 
the  other  hand,  if  a  draft  of  cold  air  be 
allowed  to  strike  one  part  while  the  rest 
is  hot,  it  is  likely  to  crack  at  the  point 
where  the  cold  air  strikes. 

Drying  Crucibles  Before  Use. 

Crucibles  are  susceptible  to  dampness 
and  gather  moisture  very  readily.  They 
are  annealed  before  leaving  the  factory. 
When   received,   they   should  be   imme- 


moved  from  the  crucible  by  other  means. 
The  crucible  should  be  placed  in  the 
brazing  furnace  with  the  two  end  flanges 
resting  on  the  brick  work  and  the  side 
flanges  unsupported.  Projecting  bricks 
from  the  side  walls  of  the  furnace  should 
engage  the  bottom  of  the  crucible  so 
that  tne  weight  is  evenly  distributed. 
Some  prefer  to  set  a  brick  directly  under 
the  bottom  of  the  crucible;  others  claim 
this  inierferes  with  the  fire. 

Action  of  Flux  on  Crucible. 

The  flux  which  floats  on  the  top  of  the 
spelter  in  a  crucible  gradually   eats  its 


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way  into  the  walls,  as  may  be  noticed 
in  the  illustration,  and  eventually  would 
cut  clear  through  if  the  crucible  did  not 
first  crack  or  give  way  at  some  other 
point.  A  good  practice  is  to  lower  the 
surface  line  of  spelter  occasionally  and 
allow  the  flux  to  attack  a  new  level, 
and  thus  prolong  the  life  of  the  cruci- 
ble. 

If  a  crack  should  develop  and  allow  a 
little  of  the  spelter  to  run  into  the  fire. 


a  blue  fiame  would  appear.  The  spelter 
should  be  dipped  out  at  once,  the  old 
crucible  removed,  anu  a  new  one  substi- 
tuted. It  rarely  happens  that  a  crucible 
breaks  suddenly.  It  has  occurred  in 
brass  foundries,  but  has  never  been  re- 
ported in  bicycle  practice.  The  average 
life  of  a  brazing  crucible  can  be  con- 
servatively estimated  at  ten  days.  In- 
stances have  been  reported  where  twenty 
and  even  thirty  consecutive  days'  use 
has  been  obtained.  Much  depends  upon 
the  manner  of  handling.  As  the  oper- 
ator becomes  familiar  with  the  pecu- 
liarities of  his  crucible,  he  will  be  able  to 
obtain  more  efficiency.  A  broken  cruci- 
ble cannot  be  repaired. 

Graphite  is  the  Best  Jlaterial. 

No  other  material  is  so  well  adapted 
for  use  in  crucibles  as  graphite.  It  is  the 
form  of  carbon  nearest  to  the  diamond 
form  and  is  unaffected  by  heat  or  cold, 
or  any  known  chemical.  It  is  an  excel- 
lent conuuctor  of  heat.  As  it  comes  from 
the  mine,  it  contains  from  50  to  60  per 
cent  of  sulphur,  silica,  and  other  im- 
purities, which  are  eventually  set  free. 

Mel  ling  pots  have  been  made  of  clay, 
glass,  platinum,  lime  and,  for  very  low 
fusion  meials,  of  iron.  Glass  on  ac- 
count of  its  brittle  nature,  platinum  on 
account  of  the  enormous  expense  and 
the  fact  that  it  corrodes  if  heated  with 
alkalides,  and  fuses  with  the  oxides  of 
metals  of  easy  reduction,  lime  and  iron 
for  obvious  reasons,  all  have  been  used 
only  for  special  work,  but  can  never 
come  into  general  use  and  hence  deserve 
but  casual  mention  in  this  article. 

Development  of  the  Crucible. 

An  English  patent  was  granted  in  1762 
to  William  "White  for  the  manutactuie 
of  clay  crucibles.  They  stood  the  heat 
fairly  well,  but  had  to  be  heated  slowly. 
If  plunged  suddenly  into  an  intense  heat 
they  would  crack.  They  would  not  stand 
alternate  heating  and  cooling.  Flux  ate 
them  up  very  quickly,  and  altogether 
they  were  not  to  be  compared  with  the 
established  standard  for  crucibles  of  to- 
day. Slight  improvements  were  made 
from  time  to  time  by  the  addition  of 
coke,  etc.,  but  the  clay  pot  of  today  is 
very  little  different  from  that  of  1762.  In 
1827  Joseph  Dixon  discovered  the  plum- 
bago crucible  and  revolutionized  the  bus- 
iness of  melting  metals. 

Suggestions  Are  Plenty. 

Many  suggestions  are  made  to  the  cru- 
cible bakers  for  alterations  in  shape, 
changes  in  the  thickness  of  ware  or 
flanges,  etc.  These  suggestions  will  all 
receive  due  consideration,  but  it  must  be 
remembered  that  there  are  many  reasons 
why  they  may  not  be  practical  and  can- 
not be  adopted.  Crucibles  cannot  be  made 
in  a  day.  It  is  a  tedious  process.  After 
the  materials  are  prepared  and  fashioned 
into  the  proper  form,  a  week  is  required 
to  dry  them  thoroughly.  Another  week 
must  elapse  before  they  are  out  of  the 
kiln,  to  say  nothing  of  the  time  necessary 
to  transfer  them  from  one  department  to 
another,  pack,  ship,  etc. 

Crucibles  are  not  all  made  of  the  same 
mixture.  They  vary  in  nature  according 
to  the  composition  of  the  metals  to  be 
melted,  tne  intensity  of  the  heat  to  which 
they  are  to  be  subjected,  the  flux,  the 
style  of  furnace,  the  draft,  etc. 


Combined  Cycling  Hose  and  Garter. 

Albert  Gutscne,  of  Philadelphia,  has 
invented  a  means  of  weaving  strands  of 
rubber  together  with  the  yarn  of  a  wool- 
en stocking  and  of  fastening  the  ends  so 
as  to  cause  the  top  of  the  stocking  when 
rolled  down,  as  in  tne  usual  golf  pattern, 
to  cling  firmly  to  the  leg.  Many  local 
wheelmen  are  already  using  these  hose. 
The  process  is  also  applicable  to  hosiery 
of  all  kinds. 


The  Cycle  Age  and  Trade  Review 


443 


COnnERCE  IN  FOREIGN  HARKETS 


A  prominent  Belgian 
BELGIUM  tradesman  is  endeavoring 

CYCLE  MAKERS      to  form  some  of  the  larg- 
ACTIVE  ^^t  cycle  concei'ns  in  his 

country  into  a  syndicate 
for  the  purpose  of  exporting  to  South 
America,  Asia  and  Australia.  It  is  the 
intention  to  procure  the  services  of  a 
first-class  traveling  salesman,  who  will 
he  provided  with  samples  of  bicycles, 
fittings,  equipments,  sundries,  etc.,  and 
he  is  to  make  a  tour  of  South  Africa,  the 
West  Indies,  Australia,  New  Zealand  and 
South  America.  At  the  most  important 
points  he  is  to  make  special  displays  of 
his  wares  in  order  to  make  known  the 
low  prices  of  Belgian  cycle  products. 
Price  lists  and  catalogues  printed  in  the 
languages  of  the  countries  in  which  he 
may  happen  to  find  himself  will  be  dis- 
tributed. It  is  expected  that  the  Belgian 
government  will  give  financial  aid  to  the 
project  and  that  the  consuls  will  lend  all 
assistance  in  their  power. 

Belgian  cycle  imports  for  the  past  year 
show  a  great  decrease  as  compared  with 
the  two  previous  years,  as  the  following 
figures  prove:  1898,  $379,100;  1897,  $486,- 
975;  1896,  $637,305.  The  exports,  on  the 
other  hand,  have  considerably  increased, 
the  figures  for  the  three  years  being: 
1898,  $537,060;  1897,  $484,195;  1896,  $334,- 
725. 

Notwithstanding  the  rapid 
TRADE  progress   Russia  is   mak- 

POSSlBlLlTlES  IN    ing  in  the  establishment  of 
RUSSIA  manufactories,  which  are 

being  encouraged  by  the 
government,  she  is  not  able  to  keep  pace 
with  the  increased  demand  for  iron,  loco- 
motives, cars,  coast  steamers,  battleships, 
elevators,  electrical  apparatus  and  sup- 
plies, woodworking  machinery,  tin  plate, 
agricultural  implements,  rosin,  cotton, 
roofing  slate,  leather,  scales,  heavy  ord- 
nance, typewriters,  tools,  uicycles,  sew- 
ing machines,  hardware,  coal  and  other 
machinery,  photographic  materials,  as 
well  as  in  other  lines  in  which  our  supre- 
macy is  unquestioned. 

Ambassador  Hitchcock  has  been  con- 
sulting American  residents  of  St.  Peters- 
burg and  Moscow,  as  well  as  American 
manufacturers  who  have  visited  the  for- 
mer city  during  the  past  year,  as  to  the 
advantages  to  be  derived  from  an  Ameri- 
can exposition  to  be  held  in  St.  Petersburg 
in  1901,  immediately  after  the  Paris  ex- 
position, as  the  best  method  of  introduc- 
ing and  advertising  goods  and  affording 
American  manufacturers  an  opportunity 
to  become  acquainted  with  Russian  mei- 
cliants,  and  familiarize  themselves  with 
the  kind  of  goods  adapted  to  the  Russian 
market  and  the  methods  of  doing  busi- 
ness. Such  an  exposition  would  result  in 
the  establishment  of  a  Russo-American 
bank  to  handle  American  business,  a 
commercial  agency  to  report  on  the 
standing  of  business  men  in  both  coun- 
tries, as  well  as  an  international  ex- 
press company  and  parcels  post,  all  of 
which  are  essential  to  the  proper  develop- 
ment of  trade  with  this  rapidly  growing 
country. 

English  firms  give  a  credit  of  from 
nine  to  twelve  months,  the  buyer  usually 
accepting  a  draft  payable  at  a  London 
bank,  without  interest,  that  being  includ- 
ed in  the  price.  Some  English  firms  of 
German  extraction  give  even  longer  cred- 
its and  keep  open  accounts  with  regular 
customers,  the  buyer  remitting  at  his 
convenience  during  the  year. 

The  custom  of  German  firms,  where 
money  is  very  cheap,  is  to  give  six 
months'  credit  and  frequently  from  nine 


to  twelve,  while  open  accounts  are  com- 
mon. 

American  exporters  usually  require 
payment  at  an  American  bank  on  the 
presentation  of  bills  of  lading,  showing 
the  freight  to  have  been  delivered  on 
board  of  a  steamer  at  some  leading  sea- 
port in  the  United  States,  which  is  well 
enough  for  cotton,  rosin,  and  such  other 
cash  articles,  for  which  the  United  States 
is  the  leading  market;  but  where  there  is 
sharp  competition  from  England,  Ger- 
many, Austria,  Belgium  and  France,  the 
terms  offered  Ijy  these  countries  must  be 
met  to  secure  business. 

The  Caracas  warehouse  is 
EFFECT  OF  one  o  f  t  h  e  largest  and 
CARACAS  most  convenient  business 

WAREHOUSE  buildings  in  that  city.  At 
the  present  time  ninety 
manufacturers  have  their  lines  of  sam- 
ples shown  tnere  or  now  in  course  of 
shipment.  In  addition  to  these  exhibits, 
the  library  in  the  warehouse  contains 
catalogues  of  hundreds  of  manufacturers, 
all  classified  and  indexed.  The  library 
also  contains  files  of  all  the  leading  trade 
papers  published  in  the  United  States, 
which  prove  of  great  interest  to  the  busi- 
ness men  of  Venezuela.  The  attendance 
at  the  warehouse  has  been  surprising, 
both  as  to  number  and  character  of  the 
visitors. 

"Within  an  exceedingly  short  time  this 
warehouse  has  become  recognized  as  the 
headquarters  for  American  goods  in 
Venezuela.  Although  an  active  and  ag- 
gressive factor  in  developing  American 
trade  in  Venezuela,  the  warehouse  does 
not  occupy  the  position  of  a  competitor 
with  any  of  the  existing  business  houses, 
but  acts  in  the  most  complete  harmony 
and  co-operation  with  all  of  them.  Its 
aim  is  not  to  divert  or  intercept  their 
trade  in  any  manner,  but  to  aid  them,  and 
this  fact  has  won  for  the  warehouse  the 
friendship  and  co-operation  of  the  impor- 
tant business  interests  of  that  country. 

Many  of  the  manufacturers  whose  lines 
are  shown  are  represented  by  resident 
agents,  who  make  their  headquarters  in 
the  warehouse  and  act  as  salesmen  for  the 
firms  they  represent;  consequently,  a 
large  amount  of  business  is  constantly 
passing  through  the  •warehouse,  being 
handled  by  these  resident  salesmen.  In 
this  manner  it  has  been  possible  to  watch 
the  actual  development  of  business  ana 
to  trace  to  some  extent  the  influence  of 
the  warehouse,  although  a  large  amount 
of  business  has  been  developed  which  can- 
not to  be  traced  with  any  degree  of  accu- 
racy. 

The  exports  from  the  United  States  to 
Venezuela  in  December,  1898,  were  60  per 
cent  greater  than  in  the  same  month  of 
the  preceding  year,  and  the  warehouse  in 
Caracas  is  entitled  to  credit  for  a  very 
considerable  portion  of  this  increase. 

The  Japanese  are  attempt- 
JAPANESE  ing  to  imitate  all  civilized 

JEALOUS  OF  nations  as  regards  gov- 
FOREIGNERS  ernment  in  judicial,  so- 
cial, naval  and  mili- 
tary matters.  They  are  attempting  to 
put  into  operation  full  judicial  machin- 
ery with  judges  having  no  previous  train- 
ing. It  is  extremely  difficult  for  a  for- 
eigner to  accomplish  what  he  would  in 
other  countries.  Judgments  attained  are 
seldom  satisfied,  as  in  such  contingencies 
the  Jap  changes  his  name  and  disap- 
pears. 

The  present  tendency  of  all  legislation 
and  business  is  to  crowd  out  the  foreign- 
er. It  is  against  their  law  to  give  any 
government  contract  to  a  foreigner,  and 


it  is  necessary  to  resort  to  subterfuges  to 
get  around  it,  some  of  the  foreign  houses 
keeping  Japanese  representatives  regu- 
larly at  Tokio  as  their  agents  to  secure 
government  business.  The  typical  Jap- 
anese sees  no  value  in  a  contract  except 
as  it  binds  the  other  party  to  it. 

Chinese    merchants    are 

CHINESE  shrewd,  sagacious,  enter- 

AS  prising   and,    as   a   class, 

MERCHANTS         upright    and    honorable. 

They  fully  realize  the  im- 
portance of  a  reputation  for  commercial 
integrity  and  scrupulously  maintain  their 
credit.  They  delight,  however,  in  broad 
generalities  and  a  bargain  Is  a  contest  of 
wits  in  which  the  keenest  wins.  Gener- 
ally speaking,  the  co-operative  system  is 
in  vogue  throughout  the  empire.  Every 
person  engaged  in  a  trading  firm,  from 
the  proprietor  down  to  the  errand  boy, 
has  his  share  of  the  profits,  which  are 
carefully  graded  to  correspond  with  the 
position  he  holds. 

The  empire  will  not  disintegrate,  nei- 
ther will  it  be  divided  up.  Not  that  the 
government  is  incapable  of  being  over- 
thrown, but  it  is  a  cube,  and  when  it  cap- 
sizes it  simply  falls  upon  some  other  face, 
and  to  external  appearances,  as  well  as  in- 
terior substance,  is  the  same  that  it  has 
always  been.  Repeated  experience  of  this 
process  during  the  past  4,000  years  has 
taught  the  Chinese  that  this  result  is  as 
certain  as  that  a  cat  will  fall  upon  its 
feet. 

The  manufacturers  and 
merchants  of  the  United 
States  now  have  for  the 
first  time  equal  access 
with  other  parts  of  the 
world  to  the  markets  of 
Porto  Rico.  Under  Spanish  tariffs  a  very 
large  proportion  of  the  imports  into  the 
island  almost  necessarily  came  from 
Spain,  the  duties  on  goods  from  that 
country  being  but  a  small  fraction  of 
those  on  goods  from  other  parts  of  the 
world.  The  new  tariff  which  went  into 
effect  on  February  1  places  all  countries 
on  precisely  the  same  footing  with  refei- 
ence  to  their  goods  imported  into  the  isl- 
and, and  thus  for  the  first  time  the  Porto 
Ricans  will  have  an  opportunity  of  exei-- 
cising  their  judgment  and  wishes  free 
from  control  as  to  where  they  shall  pur- 
chase 

Porto  Rico  offers  an  annual  market  for 
$15,000,000  worth  of  goods,  and  this  will 
be  very  materially  increased  as  the  con- 
ditions of  the  people  improve  and  the 
market  is  judiciously  cultivated  by  Amer- 
ican energy  and  intelligence 


CHANGE  IN 

PORTO  RICAN 

TARIFF 


The  Japanese  are  now  inflated  with 
conceit,  says  a  Yokohama  paper.  The 
progress  made  by  them  in  the  past  twen- 
ty years  was  the  result  of  being  humble 
and  working  earnestly  to  supply  their 
deflciencies.  With  the  loss  of  humility 
and  the  development  of  a  conceited 
mood,  progress  has  ceased. 


Apparently  Austria  is  suffering  from 
over-production  in  the  cycle  trades.  At 
a  recent  meeting  of  workmen  dismissed 
from  the  principal  cycle  factories,  it  was 
stated  that  matters  were  assuming  a 
most  critical  aspect. 


The  makers  of  the  Acatene  chainless 
bicycle  in  England  have  lost  heavily  in 
their  trading.  The  company  was  organ- 
ized in  the  fall  of  1896  and  the  net  loss 
for  two  years  amounts  to  $47,000. 


444 


The  Cycle  Age  and  Trade  Review 


SUBJECTS  OF  GENERAL  INTEREST 


The    fact   has    found    its 

WHERE  way    into    print    that    of 

TRUSTS  ARE        the  great  combines  or- 

MANUFACTURED  ganized  as  corporations 
under  the  free  and  easy 
laws  of  New  Jersey  sixteen  have  an  ag- 
gregate nominal  capital  of  $616,100,000, 
or  an  average  of  over  $38,500,000  each. 
The  scope  of  these  aggregations  to  stifle 
competition  is  plainly  indicated  by  their 
"national,"  "American"  and  "continen- 
tal" names.  They  mean  to  be  literally 
"the  whole  thing"  in  their  respective 
fields.  The  smallest  capitalization  in  the 
list  — $5,600,000  — is  that  of  the  United 
Brewers'  Company,  which  is  too  modest 
to  pretend  to  be  continental  or  even  na- 
tional. 

These  combines  of  1898  find  themselves 
in  a  very  select  circle  of  older  ones  which 
have  the  honor  and  pleasure  of  skinning 
the  public  under  the  laws  of  New  Jersey. 
Sixteen  of  the  earlier  members  of  this 
circle  have  an  aggregate  capital  of  $5£2,- 
445,000,  or  an  average  of  more  than  $37,- 
000,000  each. 

The  aggregate  capital  of  thirty-two 
combines  is  $1,208,400,000.  The  interest- 
ing statement  is  made  that  the  stocks  of 
combine  corporations  organized  under 
Jersey  law  to  the  amount  of  more  than 
$1,000,000,000  does  not  represent  a  dollar 
of  investment  in  New  Jersey.  This  shows 
how  obliging  the  state  is  in  facilitating 
the  organization  of  conspiracies  against 
consumers.  It  should  be  stated,  however, 
that  the  state  is  not  altogether  unselfish 
in  this  matter,  for  it  is  collecting  a  tax 
on  about  $2,270,000,000  of  stock  represent- 
ing capital  of  which  the  great  bulk  is  in- 
vested outside  of  the  state.  During  1898 
the  state  derived  a  revenue  of  $2,359,198 
from  corporation  fees  and  taxes,  or  about 
enough  to  pay  the  cost  of  the  state  gov- 
ernment. 

But  it  appears  that  the  legislature  of 
that  state  has  under  consideration  a 
measure  which  may  drive  the  business  of 
manufacturing  corporations  into  some 
other  state.  A  bill  has  been  introduced 
changing  the  tax  from  $40  a  year  for  each 
million  of  capital  stock  of  any  corpora- 
tion over  $5,000,000  to  $500  for  each  mil- 
lion over  $5,000,000.  or  nearly  six  and  a 
half  times  as  much. 

Nearly   one  -  half   of   the 

CURIOUS  railroaus  in  the  hands  of 

RAILROAD  receivers    at    the    begin- 

STATISTICS         ning  of  1898  were  taken 

from  the  courts  during 
the  year.  On  January  1,  1898,  according 
to  the  Railroad  Gazette,  there  were  120 
companies  in  the  hands  of  receivers, 
owning  12,798  miles,  or  7  per  cent,  of  the 
entire  mileage  of  the  country,  and  oper- 
ating 16,199  miles,  or  9  per  cent,  of  the 
enure  mileage.  The  high  water  mark  of 
receiverships  was  reached  in  April,  1894, 
when  there  were  210  roads,  embracing 
36,619  miles,  or  20  per  cent,  of  the  entire 
mileage  of  the  country,  in  the  hands  of 
receivers.  On  January  1,  1896,  there 
were  some  31,000  miles,  or  17  per  cent, 
of  the  mileage,  in  the  hands  of  receivers. 
During  1898,  of  these  120  roads  not  less 
than  49,  owning  6,050  miles  and  operat- 
ing 6,639  miles,  have  had  their  receiver- 
ships closed.  In  addition,  there  have 
been  added  18  roads  during  the  year, 
owning  1,132  miles  and  operating  1,235 
miles. 

The  net  result  is  that  on  January  1, 
1899,  there  were  89  roads  in  the  hands 
of  the  courts,  owning  7,880  miles  and 
operating  10,795  miles.  The  mileage 
owned  has  dropped  to  about  4 1-3  per 
cent  and  the  mileage  operated  to  about 
6  per  cent  of  the  entire  mileage  of  the 


country.  The  aggregate  capital  stock  and 
funded  debt  under  the  courts  at  the  be- 
ginning of  1898  was  $818,286,677,  or  about 
one-thirteenth  of  the  entire  railroad 
stocks  and  bonds  of  the  country.  At  the 
end  of  the  year  the  net  aggregate  of  se- 
curities in  the  hands  of  the  courts  was 
$568,261,144,  or  only  one-twentieth  of  the 
railroad  values. 

With  the  Baltimore  &  Ohio  operating 
over  2,000  miles,  the  Cape  Fear  &  Yad- 
kin Valley  333  miles,  the  Columbus, 
Hocking  "Valley  &  Toledo  323  miles,  and 
other  roads  soon  to  be  taken  from  the 
courts,  it  is  not  improbable  that  the  end 
of  this  year  will  see  the  railroad  mile- 
age in  the  hands  of  receivers  as  low  as 
it  has  ever  been  in  the  history  of  the 
country.  Prior  to  189.^  the  lowest  per- 
centage was  a  trifie  over  4  per  cent, 
which  is  about  the  proportion  that  now 
prevails. 

Is   it   possible   to    corner 

CAN  CRUDE        the  production    of   crude 

RUBBER  rubber?    Suppose    the 

BE  CORNERD?  trust  people  were  really 
to  buy  up  all  Bolivia — 
and  it  would  only  be  a  question  of  get- 
ting enough  money  together — the  gov- 
ernment would  be  powerless  to  protect 
them  in  a  monopoly  of  rubber.  The  peo- 
ple already  on  the  ground  would  claim 
some  rights,  and  others  would  be  sure 
to  come  in,  without  regard  to  the  rights 
of  the  trust.  Bolivia  is  a  vast  country, 
with  a  sparse  population,  limited  means 
of  communication,  and  a  weak  govern- 
ment. Under  such  cond.dons,  any  com- 
pany which  gained  control  of  the  rubber 
sources  there  through  the  expenditure 
of  large  sums  of  money  would  be  worse 
off  than  the  rubber  handlers  who  went 
on  buying  in  the  old  way,  investing  noth- 
ing beyond  the  amount  of  current  pur- 
chases. 

Suppose,  too,  that  control  of  Bolivia 
should  be  gained  by  the  trust;  it  would 
be  only  a  beginning,  so  immense  is  the 
rubber  district  of  South  America  alone. 
Only  4  per  cent  of  all  the  rubber  that 
comes  through  Para  is  grown  in  Bolivia. 
The  Brazilian  rubber  belt  is  2,000  miles 
long,  and  beyond  that  is  Peru,  with  a 
rubber  area  that  has  never  been  meas- 
ured. In  all  that  country  business  meth- 
ods are  wonderfully  complicated. 

There  are  long  established  houses  in 
the  Para  trade  that  don't  know  how  they 
stand  today,  and  that  couldn't  liquidate 
in  ten  years.  They  are  making  advances 
constantly  of  merchandise  and  provisions 
to  operators  up  the  river,  against  pros- 
pective supplies  of  rubber;  they  are  re- 
ceiving rubber  constantly  for  which 
credit  is  given,  but  the  accounts  are  never 
closed.  When  a  partner  in  such  a  house 
wants  to  retire  he  sells  his  interest  to 
another,  who  remains  on  the  ground  to 
look  after  it;  if  he  can't  sell,  there  is 
nothing  to  do  but  charge  the  unsettled 
accounts  to  "profit  and  loss"  and  go  away 
and  leave  them.  How  could  a  combina- 
tion be  made  of  such  houses?  On  what 
basis  could  they  be  brought  together? 

The  leaaers  in  Para  rubber  trade  have 
reached  their  present  position  only  after 
long  experience,  which  has  enabled  them 
to  know  the  people  they  have  to  deal 
with,  and  their  peculiar  trade  customs, 
so  that  they  are  able  to  decide  to  whom 
to  make  advances  and  whom  to  refuse, 
and  how  to  proceed  to  collect  debts  in  a 
country  where  the  courts  afford  no  aid. 
A  public  company — such  as  this  proposed 
trust — controlled  by  a  board  of  non-resi- 
dent directors,  through  salaried  man- 
agers,  could   never   conduct   the   rubber 


business  successfully,  in  South  America 
or  anywhere  else. 

The  African  ruboer  supply  must  not  be 
forgotten.  The  production  there  is  very 
large  already,  and  seems  to  be  growing, 
though  it  is  hard  for  outsiders  to  learn 
anything  about  conditions  in  the  inte- 
rior. No  one  can  say  when  the  supply 
may  begin  to  fail.  Just  now,  however, 
immense  profits  are  being  made  in  Congo 
rubber.  Shares  in  one  of  the  Belgian 
companiesi  having  concessions  for  rubber 
in  the  Congo  Free  State,  of  500  francs 
par  value,  were  sold  lately  at  10,000 
francs,  and  are  said  to  pay  15  per  cent  on 
this  valuation.  This  sort  of  thing  can- 
not go  on  long  without  attracting  a  host 
of  new  explorers  for  rubber.  If  they 
can't  get  into  the  Belgian  Congo  terri- 
tory, they  have  only  to  cross  the  river 
into  French  Congo,  where  the  same  kind 
of  rubber  doubtless  exists. 

There  never  will  be  any  trouble  about 
getting  rubber  so  long  as  there  are  buy- 
ers for  it,  until  rubber  trees  stop  grow- 
ing. The  known  rubber  countries  are  too 
extensive,  and  the  people  now  engaged 
in  handling  rubber  have  interests  too  di- 
verse to  render  consolidation  possible. 


GRAPHITE 

AND  ITS 

MANY  USES 


Few,  even  of  the  well  in- 
formed, dream  how  in- 
dispensable graphite  is  to 
modern  civilization.  Not 
a  single  iron  casting  is 
taken  from  its  sand  mould  without  the 
sand  being  first  faced  by  graphite;  not  a 
gun  projectile  is  cast  but  the  steel  is 
melted  in  a  graphite  crucible;  not  a  tool 
nor  a  saw  is  made  but  from  graphite 
crucible  steel.  Every  pound  of  nickel,  of 
copper,  of  composition  metal,  of  brass, 
is  cast  in  some  way,  the  metal  being  re- 
duced in  a  graphite  crucible.  Every 
printing  house,  for  the  perfection  of  its 
electrotypes,  is  absolutely  dependent  on 
graphite.  Every  electrician  and  every  de- 
partment of  electrical  work  comes  under 
the  same  tribute.  Graphite  lubricates  fric- 
tion ways,  it  is  notably  the  most  endur- 
ing paint  pigment,  and  the  bulk  of  the 
writing  done  on  the  globe  today  is  done 
with  a  graphite  pencil;  it  has  ministered 
to  the  arts  of  peace  and  to  the  science  of 
war.  It  saves  labor  and  it  proves  a  short 
cut  to  desired  results. 

Graphite  is  found  in  great  abundance 
in  the  island  of  Ceylon,  in  the  Indian 
ocean,  and  next  in  quality  and  quantity 
at   the   graphite   mines    at    Ticonderoga. 

Governmental  statistics  of 
GREAT  REDUC-      the   import  trade   of  the 
TION  OF  United  States  in  the  year 

OUR  IMPORTS  just  ended  show  the 
smallest  importation  i  n 
twenty  years,  with  the  single  exception 
of  the  year  1885.  The  total  imports  for 
the  year  were  $634,958,229.  This  is  $100,- 
000.000  less  than  the  imports  of  1897  and 
$200,000,000  less  than  those  of  1892.  The 
reduction  of  imports  is  altogether  in  arti- 
cles free  of  duty,  the  dutiable  imports  in 
1898  being  $366,595,549,  while  those  of 
1897  were  $365,302,240,  while  the  free  arti- 
cles imported  in  1898  amounted  in  value 
to  $268,362,680,  as  against  $377,3297110  in 
1897. 

The  reduction  of  more  than  $100,000,000 
in  imports  is  apportioned  among  the  great 
groups  as  follows:  Articles  manufac 
tured  for  consumption,  $14,000,000;  arti- 
cles manufactured  for  use  in  the  mechanic 
arts,  $22,000,000;  articles  of  food  and  live 
animals,  $32,000,000,  and  articles  in  a 
crude  condition  for  domestic  industry. 
$39,000,000. 


The  Cycle  Age  and  Trade  Review 


445 


TRADE 
MARK 


% 


MANUFACTURERS  ARE  FURNISHING 

Dunlop  Detachable  Cires 


On  their  wheels  AT  NO  EXTRA  COST,  either  wholesale 
or  retail.  ^  jt  ^  ^  Jt 

Agents  should  see  that  the  manufacturers  whom  they  rep- 
resent arc  among  this  number.    Write  us  about  it.  <^  ,^  <^  ,^  <^ 

1899  IS  GOING  TO  BE  A  DUNLOP  YEAR^^ 

De  Jfniericaii  Dunlop  Cire  Company 

Bciicvnic,  (nortb  ncwark)  n.  3. 


TRADE 
MARK 


IhE  Sterling 


(( 


BUILT  LIKE  A  WATCH" 


The  True  Sportsman  is  not  satisfied  with  a  iTakeshift 

Instinctively  he  buys  the  BEST  regardless  of  a  few  extra  dollars  in  cost. 

His  Horse  and  Dog  are  thoroughbreds — his  Gun  and  Rod  are  unexcelled — and  his  BICYCLE 

is  High  Grade  and  a  Standard  make. 

STERLINGS  at  $50.00  are  within  the  reach  of  every  purchaser  who  takes  a 
pride  in  being  as  well  mounted  as  his  friends. 

Our  1899  campaign  is  a  vigorous  one  and  we  want  Energetic  Agents  to  conduct  it. 

Send  for  our  Catalog  and  Proposition. 


STERLING  CYCLE  WORKS, 
ke;is[osh>\,  avis. 


446 


The  Cycle  Age  and  Trade  Review 


RECENT  PATENTS 


Flexible  Rear  Fork  Connection — Featherstone's  Handlebar 
— Ecaubert's  New  Brake — Tubeless  Tire 


Single  Tube  Detachable  Tire.— Differ- 
ing from  the  English  tubeless  detachable 
tires,  this  tire  is  made  for  applying  to 
ordinary  crescent  shaped  rims.  The  open 
side  is  formed  so  that  the  two  edges 
overlap  and  so  that  the  under  lap  may 
be  cemented  to  the  rim.  The  upper  flap 
may  be  secured  to  the  under  in  any  of 
several  different  ways.    The  methods  de- 


scribed by  the  inventor  include  glove  but- 
ton fastenings  and  continuous  lacing 
through  eyeletted  holes.  All  surfaces  of 
the  flaps  are  covered  with  rubber  so  that 
when  the  operator  is  closing  the  tire 
after  fixing  a  puncture  by  patching  on 
the  inner  wall,  he  can  cement  the  ad- 
jacent surfaces  of  the  flaps  together  with 
rubber  solution  and  thus  make  the  joint 
air  tight.  The  inventor  is  A.  J.  Whisler, 
of  Kokomo,  Ind. 

Back  Pedaling  Tire  Brake. — The  brake 
is  a  combination  affair  in  which  the  brak- 
ing is  done  both  through  a  friction  brake 
band  acting  on  the  sprocket  and  through 
a  brake  shoe  acting  against  the  tire  of 
the  rear  wheel.  The  front  sprocket  is 
mounted  on  a  disk  attached  to  the  crank 
shaft  and  rotates  with  the  disk  when  the 
pedals  are  moving  in  a  forward  direction, 
the  connection  being  through  pawls  and 
ratchets.  Projecting  inwardly  from  the 
sprocket  rim  is  a  flange  lined  on  its 
inner  periphery  with  cork,  which  forms 
the  braking  surface  for  a  steel  brake 
band  carried  by  a  disk  secured  to  the 
hanger  barrel.  The  expansion  of  the 
brake  band  depends  upon  the  action  of 


:€]n 


pawls  and  occurs  immediately  after  for- 
ward pedaling  has  ceased  and  the  back- 
pedaling  is  begun.  If  the  back-pedaliug 
is  sufficient,  a  small  cam  arranged  on  one 
of  the  pawls  will  be  moved  backward  till 
it  catches  a  stud  projecting  from  the 
disk  screwed  on  the  hanger  and  turns  the 
latter  backward.  In  turning  the  disk 
backward,  the  connecting  arm  of  the 
spoon  brake  pushes  the  latter  against  the 
rear  wheel  tire.  The  tire  brake  thus  af- 
fords a  second  brake  for  use  when  the 
sprocket  brake  is  not  sufficient  or  when 
the  chain  breaks.  The  tire  brake  can  also 


be  operated  without  having  first  actuated 
the  sprocket  brake,  by  pack  -  pedaling 
suddenly  so  that  the  pawl  cam  will  skip 
the  first  stud  and  catch  a  second  stud  on 
the  hanger  disk,  which  is  independent  of 
the  band  brake.  The  inventor  is  Frederic 
Ecaubert,  of  New  York  city. 

Cushion  Frame.  — ■  The  inventor  whose 
well  known  cus^ion-frame  construction  is 
embodied  in  special  models  by  several  bi- 
cycle manufacturers  seeks  to  strengthen 
the  rear  forks  against  lateral  strains  and 
twists  and  at  the  same  time  to  afford 
elastic  coupling  between  the  forks  and 
hanger  by  forming  the  connection  with 
three  flat  plates.  Projecting  rearwardly 
from  the  crank  hanger  is  a  transverse 
web  or  flange  in  which  is  cut  a  slot  ex- 
tending from  one  end  to  the  other.  A  re- 
cess is  formed  in  the  lower  lip  of  the 
flange,  but  is  not  as  deep  as  the  main 
slot.  The  round  arch  crown  which  forms 
the  front  end  of  the  rear  forks  has  a  simi- 
lar flange  and  slot,  with  the  exception 
thai,  the  recess  is  cut  in  the  upper  instead 
of  in  the  lower  lip.  The  middle  plate  ex- 
tends back  into  both  slots  abutting 
against  their  respective  ends,  but  the 
lower  plate,  while  it  extends  to  the  bot- 
tom of  the  rear  slot,  merely  enters  the 


recess  in  the  front  slot  and  does  not 
quite  touch  its  end  wall.  The  top  plate 
enters  the  recess  in  the  rear  slot  in  the 
same  manner.  Countersunk  rivets  pass- 
ing through  the  webs  secure  the  top  and 
middle  plates  at  the  front  and  the  bottom 
and  middle  plates  at  the  rear.  In  the 
center  of  the  plates  holes  are  drilled  for 
the  passage  of  a  bolt  which  is  slightly 
smaller  than  the  hole  and  which  is  pro- 
vided with  a  shoulder  at  the  bottom  of 
its  threading,  so  that  the  nut  may  be 
screwed  down  tight  but  will  still  not  bind 
the  plates.  This  construction  allows  the 
plates  to  bend  either  way  on  the  same 
general  curve  without  undue  strain  on 
any  of  the  webs.  The  inventor  has  also 
worked  the  same  idea  of  a  flat  plate  back 
of  the  hanger  into  a  rigid  frame  for  the 
purpose  of  giving  added  lateral  stiffness. 
The  patent  covering  the  latter  construc- 
tion specifies  a  round  crown  for  the  forks, 
which  is  made  in  two  sections,  the  divis- 
ion being  made  on  a  central  horizontal 
plane.  Prom  the  front  of  each  section 
projects  a  flat  plate.  These  two  plates 
lie  together  when  the  parts  are  assem- 
bled and  enter  a  slot  in  a  flange  project- 
ing from  the  hanger.  On  the  top  of  the 
upper  plate  and  on  the  bottom  of  the 
lower  plate  central  longitudinal  beads 
joining  the  crown  surface  are  formed  in 
the  plates  for  the  purpose  of  stiffening 
the  construction  against  vertical  strains. 
A  design  patent  has  also  been  obtained 


on  the  general  form  of  these  construc- 
tions. The  inventor  is  C.  L.  Travis,  of 
Minneapolis,  Minn. 

Featherstone  Expander. — A  shoulder  is 
formed  upon  the  inside  of  the  handle  bar 
stem,  and  near  its  top  on  this  rests  the 
expander  by  means  of  a  flange.  After  the 
rod  has  been  placed  in  the  stem  a  ring  is 
screwed  into  the  upper  end  of  the  stem 
tube  and  abuts  against  a  shoulder  on  the 
rod,  thus  retaining  it  against  vertical 
movement  in  the  stem.  The  tapered  ex- 
pander piece  and  split  stem  end  are  of 
the  usual  construction,  but  in  order  to 
keep  the  expander  piece  from  turning  in 


unison  with  the  rod  when  the  parts  are 
being  loosened  or  before  they  are  suffi- 
ciently tightened  for  the  expander  to 
bind,  a  small  pin  is  screwed  into  the  side 
of  the  expander  taper,  its  projecting  end 
engaging  one  of  the  slits  in  the  handle 
bar  stem.  A  distinctive  feature  of  the 
device  is  the  threaded  cap  which  is 
screwed  into  the  open  upper  end  of  the 
handle  bar  stem  tee  piece  after  the  de- 
sired adjustment  has  been  made,  and 
hides  the  squared  end  of  the  rod  from 
view.  The  inventor  is  Anthony  Jerome, 
of  Chicago,  assignor  to  A.  Featherstone 
&  Co.,  same  place. 

Cantilever  Cycle  Saddle.— The  saddle  is 
that  designed  for  and  used  on  the  Peder- 
sen  cantilever  bicycle.  It  is  composed 
of  a  series  of  cords  or  leather  thongs  at- 
tached at  their  front  ends  to  an  eye  suit- 
able for  attachment  to  the  forward  end 
of  the  cycle  frame,  and  at  their  rear  ends 
to  a  curved  cantle  connected  by  a  series 
of  springs  to  the  rear  of  the  frame.  The 
springs  radiate  from  a  socket  to  which 
they  are  attached  by  a  curved  bolt,  and 


spread  sufficiently  to  steady  the  saddle, 
but  not  so  much  as  to  make  it  rigid.  The 
inventor  is  Mikel  Pedersen,  of  Dursley, 
Eng. 

The  French  makers  have  declared  that 
"the  bicycle  is  now  so  near  perfection 
that  cycle  shows  are  not  needed."  More- 
over, it  is  added  that  "all  the  people  who 
intend  to  ride  are  educated  in  bicycle 
construction."  Both  statements  are  very 
wide  of  the  truth.  i 


The    post    office    authorities    in    Great 
Britain  find  use  for  10,000  bicycles. 


The  Cycle  Age  and  Trade  Review 


447 


NEW  nOTOR  VEHICLES 


Light  Weight  Orient  Electric— Tinl<:ham  flotor  Tricycle— 
Hertel's  Improvements  in  flotor  and  Running  Gear 


At  the  recent  New  York  cycle  show 
there  were  among  the  motor  vehicle  ex- 
hibits, besides  the  Pope  electric  car- 
riages and  gasoline  carrier  and  the 
Riker  electric  vehicles,  which  have  all 
been  illustrated  and  described  in  detail 
in  previous  issues  of  this  paper,  also  sev- 
eral new  patterns  which  deserve  more 
special  attention  than  was  accorded  them 
in  the  show  report. 

One  Dollar  Per  Pound. 

The  one  novelty  exhibited  in  electrics 
was  the  four-wheeler  for  two  passengers 
shown  in  Fig.  1,  which  is  the  first  moto- 
cycle  turned  out  by  the  Waltham  Mfg. 
Company.  This  Orient  electric  is,  as 
shown  by  the  engraving,  a  vehicle  of 
good  appearance,  and  its  workmanship 
appeared  to  be  excellent.  The  running 
gear  is  all  of  steel  tubing,  similar  in 
general    design   to  that   of   the    Stanley 


The  brakes  are  of  the  band  and  drum 
variety,  applied  directly  to  the  hub  of 
each  rear  wheel,  and  are  of  ample  power. 
The  battery  weight  is  very  small  as 
compared  with  weights  used  in  the  Riker 
and  Pope  vehicles,  but  of  course  the  light 
weight  of  the  Orient  wheels — only  half 
that  of  the  Riker  and  Pope  average — 
makes  a  much  smaller  motive  force  suf- 
ficient. This  Orient  carriage  is  said  to 
have  a  range  of  twenty-five  miles  on  or- 
dinary roads,  and  to  be  a  good  hill 
climber.  The  lightness  of  construction 
is  not  obtained  by  a  reduction  of  over- 
all dimensions,  as  the  carriage  has  am- 
ple seating  room,  and  is  in  every  way  a 
thoroughly  comfortable  road  wagon. 

Two-Stroke  Cycle  Qas  Engine. 

A  new  explosion  engine  driven  vehicle 
shown  was  the  Tinkham  tricycle.  Fig.  2. 
The    wheel   base    is    54    inches    and   the 


A  two-cycle  gas  engine  is  greatly  de- 
sired, and  it  is  to  be  hoped  that  the 
Dennison  may  prove  to  be  all  that  is 
claimed  for  it. 

Like  all  other  motocycle  exhibits  at 
the  Garden,  this  Tinkham  tricycle  at- 
tracted great  attention,  crowds  of  spec- 
tators constantly  surrounding  it,  eager 
for  information  in  motocycle  matters. 

Accessible  for  Inspection  and  Repair. 

The  Hertel  explosion  engine  driven 
wagon,  built  and  shown  by  the  Oakman 
Motor  Vehicle  Company,  Greenfield, 
Mass.,  of  which  a  side  view  and  maker's 
description  are  given  on  page  320  of  The 
Cycle  Age,  issue  January  12,  embodies 
original  features  at  almost  every  impor- 
tant point  of  construction,  and  is  evi- 
dently the  result  of  independent  thought 
long  continued.  In  many  directions  this 
wagon  is  theoretically  superior  to  any- 
thing else  yet  shown,  and  one  extremely 
meritorious  practical  detail  is  to  be 
found  in  the  very  complete  exposure  of, 
and  access  to,  every  part  of  the  machin- 
ery, gained  by  simply  raising  the  sheet 
metal  tail  board,  as  shown  in  Fig.  3.  The 
tail  board  is  supported  in  its  elevated 
position  by  rule-jointed  pivoted  metal 
bars,  and  the  mechanism  is  all  disclosed, 
so  that  any  part  can  be  readily  reached 
with  a  wrench  or  screw  driver  by  a  per- 


FIG.   1.— ORIENT  ELECTRIC  CARRIAGE. 


FIG.  2.— TINKHAM   GAS  ENGINE  TRICYCLE. 


steam  wagon,  which  was  fully  illustrated 
in  these  pages  a  short  time  since.  A 
peculiarity  of  this  Orient  frame  consists 
in  fitting  the  middle  parts  of  the  top 
side  bars  to  turn  in  the  end  sections; 
this  gives  the  frame  suflacient  twisting 
flexibility  to  enable  the  wheels  to  ac- 
commodate themselves  to  road  surface 
irregularities.  The  weight  of  this  wagon 
is  1,000  pounds,  and  the  price  is  $1,000. 

The  particulars  of  the  Orient  electric 
are  as  follows:  Wheels,  suspension; 
Fairbank's  laminated  wood  rims,  32  and 
34  inch  diameter;  rear  wheels  driven; 
front  steering  wheels,  on  the  usual  short 
pivoted  axles;  all  wheel  bearings  on 
balls;  the  tires  are  4  inch  diameter,  by 
Iviorgan  &  Wright,  and  can  be  furnished 
for  $100  per  set  of  four.  The  wheel  base 
is  60  inches  and  the  gauge  is  48  inches. 
The  air  pressure  is  100  pounds.  The  bat- 
teries, by  the  Chloride  Company,  Phila- 
delphia, weigh  -550  pounds,  and  can  be 
replaced  for  something  under  $300.  The 
motor  is  by  Riker,  8-10  K.  W.,  and 
weighs  100  pounds.  The  gear  reduction 
from  the  motor  shaft  to  the  compensator 
gear  disk  is  8  to  1.  The  compensating 
gear  is  a  special  design  by  President 
Metz,  of  the  vN/'altham  Company,  and  is 
spoken  of  as  a  decided  advance  in  the 
construction    of    that    important    detail. 


gauge  is  30  inches.  The  wheels  are  all 
28  inch  diameter  and  the  pneumatic 
tires  are  2%  inch  diameter;  price,  $15  for 
the  set  of  three.  The  motor  has  a  two- 
stroke  cycle,  and  was  designed  and  built 
by  J.  F.  Dennison,  New  Haven,  Conn. 
There  have  been  many  attempts  made  to 
produce  a  satisfactory  explosion  engine 
working  on  a  two-stroke  cycle,  com- 
monly written  "2-cycle,"  but  so  far  none 
of  the  two-cycle  explosion  engines  have 
proved  entirely  satisfactory.  Mr.  Wal- 
ton, who  gave  the  information  in  regard 
to  the  details  of  this  Tinkham  tricycle, 
did  not  explain  the  construction  of  the 
Dennison  engine  to  the  writer,  more 
than  to  say  it  was  two-cycle,  and  had  no 
puppet  valves,  a  single  disk  valve,  se- 
cured to  and  revolving  with  the  engine 
shaft,  answering  for  both  cylinders. 
These  cylinders  are  located  opposite  each 
other,  are  on  each  side  of  the  engine 
shaft,  and  give  one  turning  impulse  for 
each  half-turn  of  the  crank  shaft.  The 
usual  chain  and  sprocket  transmission  is 
introduced  between  the  pedal  crank  shaft 
and  the  engine  shaft,  for  starting  the 
motor,  and  a  pinion  on  the  engine  shaft 
meshes  with  a  ring  of  internal  gear  on 
one  driving  wheel.  The  price  of  this  tri- 
cycle is  $500.  The  Tinkham  company  will 
build  all  styles  of  automobiles. 


son  standing  on  the  ground.  This  is  in 
strong  contrast  to  the  French  automo- 
biles, the  machinery  of  which  is  accessi- 
ble only  to  a  man  lying  flat  on  his  back, 
underneath  the  wagon,  a  most  imsuitable 
position  for  working  comfort  and  clean- 
liness as  well.  This  ready  access  to  all 
of  the  mechanism  is  a  very  strong  point 
in  Hertel's  favor,  as  it  enables  attention 
to  be  given  to  the  machinery  on  the 
road  by  a  man  standing  squarely  on  his 
feet  and  working  at  a  natural  height. 

Wheels  Conform  to  Road  Surface. 

Perhaps  the  most  original  feature  of 
Hertel's  running  gear  is  the  independent 
wheel  support  given,  which  enables  any 
one  of  the  four  wheels  to  rise  or  fall  a 
considerable  distance,  without  raising  or 
lowering  any  other  part  of  the  mechan- 
ism; 

This  independent  wheel  rise  and  fall  is 
obtained  by  mounting  each  wheel  on  an 
axle  carried  on  the  free  end  of  a  pivoted 
spring-controlled  arm,  so  that  the  wheels 
rise  and  fall  independently  of  the  wagon 
frame.  While  these  swinging  axle  sup- 
ports do  not  give  the  eye  an  impression 
of  superabundant  rigidity  of  wheel  axle 
support,  Hertel  states  that  in  all  of  his 
five  or  six  years  of  experience  with  it  on 
the  road  he  has  never  seen  the  smallest 


448 


The  Cycle  Age  and  Trade  Review 


indication  of  weakness  in  this  direction, 
ilertel  obviates  all  the  difficulties  of 
the  gear  case  by  using  V-grooved  friction 
pinions,  3-inch  pitch  diameter,  on  the 
ends  of  his  countershaft,  which  inter- 
nally engage  leather  covered  metal 
rings,  28-inch  pitch  diameter,  secured 
directly  to  the  driving  wheel  rims,  thus 
greatly  relieving  the  wheel  spokes  from 
tangent  stress.  This  friction  drive  is 
still;  it  is  also  unaffected  by  road  grit, 
and  it  is  applied  so  near  the  wheel  tread 
as  not  to  require  much  pressure  to  make 
it  drive  efficiently,  and  it  can  be  thrown 
in  and  out  of  action  instantly,  without 
noise  or  shock. 

Description  of  riotor. 

The  Hertel  motor  is  a  pair  of  Otto- 
cycle  explosion  engines,  4  inch  bore  and 
4%  inch  strOKe,  both  cylinders  cast  in 
one  piece,  as  close  together  as  possible, 
.and  both  pistons  working  on  one  crank; 
the  explosions  alternate,  so  as  to  give  a 
turning  impulse  during  one-half  of  each 
turn  of  the  crank-shaft.  The  clearance 
is  2%  inches,  or  something  more  than 
half  the  piston  displacement.  The  large 
clearance  makes  a  low  compression,  and 
gives,  of  course,  a  low  initial  pressure 
and  a  "  soft"  action.  The  cylinders  are 
water  jacketed  over  the  extent  of  the 
piston-ring   travel   only;    this   gives   the 


inch  spiral  spur  gear  on  the  crankshaft 
which  meshes  with  a  3  inch  spiral  pin- 
ion on  the  countershaft;  this  makes  the 
total  reduction  from  the  engine  shaft  to 
the  driving  wheels  about  4  1-3  to  1. 

The  wheels  are  26  and  36  inch  diam- 
eter, suspension;  steel  rims  and  ball- 
bearing hubs.  The  gauge  forward  is  33 
inches,  rear  45  inches,  and  the  carriage 
will  turn  in  a  10-foot  circle.  The  tires 
are  pneumatic,  2%  inch  diameter,  by  the 
Newton  Rubber  Company,  and  cost  about 
$50  for  the  set  of  four.  The  total  weight 
of  the  i-^ertel  wagon  is  475  pounds  and 
the  price  named  is  $750. 

The  Oakman  Company  is  said  to  be 
ready  to  supply  these  wagons  at  short 
notice.  The  Hertel  wagon  has  no  geared 
speed  changes;  the  speed  is  governed  by 
regulating  the  volume  of  the  explosive 
charge,  which  is  effected  by  turning  the 
handle  of  the  brake  lever ;  by  this  means 
the  engine  revolutions  can  be  varied  from 
160  to  800  per  minute. 


EXTRAORDINARY  ROAD  SPEED 


Action  of  Electric  Wagons  Traveling  Over  Forty 
Miles  an  Hour— High  Horse  Power. 


Further  details  at  hand  regarding  the 
match  contest  between  the  Jenatzy  and 


FIG.   3  —HERTEL  CARRIAGE— TAIL  BOARD  RAISED. 


cooling  water  little  to  do,  as  the  explo- 
sion chambers  are  left  to  assume  their 
natural  temperature,  the  low  compres- 
sion obviating  the  liability  of  premature 
explosion. 

The  amount  of  water  carried  is  only 
six  gallons,  and  Hertel  asserts  that  this 
water  does  not  reach  the  boiling  point, 
and  hence,  as  it  circulates  in  a  closed 
system,  does  not  give  out  steam  nor  re- 
quire replenishment. 

The  ignition  is  electric,  from  a  dyna- 
mo which  is  driven  by  the  engine  shaft, 
and  delivers  its  current  to  a  storage  bat- 
tery, whence  the  sparking  wires  are  led. 
The  weight  of  the  dynamo  is  22  pounds, 
and  that  of  the  storage  battery  is  14 
pounds.  This  arrangement  gives  a  sure 
spark,  whether  the  dynamo  is  operating 
at  the  instant  or  not,  and  enables  the 
driver  to  start  the  motor  in  action  from 
the  seat  with  perfect  certainty. 

Gear  Arrangement. 

The  counter-shaft,  which  carries  the 
driving  wheel  friction  pinions,  carries 
also  a  24-pound  flywheel,  and  is  geared 
up  to  over  2   to   1,  by  means   of  a  6% 


Count  de  Chasseloup-Loubat  motor  road 
wagons,  as  published  in  Cycle  Age  last 
v/eek,  furnish  the  information  that  both 
were  electrically  driven,  that  the  match 
was  for  the  gold  medal  of  the  French 
Automobile  Club,  of  which  both  gentle- 
men are  members,  and  that  a  great  deal 
of  interest  in  the  event  was  manifested 
by  the  automobile  enthusiasts,  who  jour- 
neyed out  to  Poissy,  where  the  race  was 
run,  in  large  numbers. 

The  Jenatzy  wagon  has  seen  some  hard 
road  service  and  had  previously  won  sev- 
eral contests  for  hill  climbing.  The 
count's  carriage  had  been  in  use  for  some 
time  also  and  last  year  took  first  prize 
in  the  kilometer  race  for  autocars  organ- 
ized by  the  French  Automobile  Club. 

Each  vehicle  was  allowed  only  one 
trial,  but  times  were  taken  as  follows- 
for  first  kilometer,  standing  start;  sec- 
ond kilometer,  flying  start;  two  kilome- 
ters, standing  start. 

Jenatzy  lost  the  toss  up  and  had  to 
start  first.  To  win  he  would  have  to  low- 
er the  records,  which  were  1:12  for  the 
kilometer,  standing  start,  :57  for  the  kil- 


ometer, fiying  start,  and  2:09  for  two 
kilometers.  At  pistol  fire  his  carriage 
shot  forward  at  a  terrific  pace.  The  spec- 
tators at  the  winning  post  could  see  the 
black  mass  rapidly  approaching  in  a  per- 
fectly straight  line  and  running  as  steady 
as  a  locomotive.  It  fiashed  by  the  win- 
ning post,  and  so  powerful  were  the 
brakes  that  it  stopped  almost  immedi- 
ately the  tape  was  crossed.  The  times 
were  as  follows :  For  the  kilometer,  stand- 
ing start,  1:08;  for  the  kilometer,  fiying 
start,  :54;  total  for  the  two  kilometers, 
2:02. 

Three  records  were  thus  broken  and  it 
then  remained  to  be  seen  whether  the 
count  could  better  his  opponent's  per- 
formance. 

The  count's  carriage  had  not  the  same 
steadiness  as  Jenatzy's  and  appeared  to 
be  more  difficult  to  guide.  It  went  thun- 
dering along  the  road  at  a  breakneck 
pace,  and  it  looked  every  now  and  then 
as  if  it  would  jump  right  up  into  the  air. 
About  250  yards  from  home  there  was  a 
sudden  slackening  in  the  velocity,  and 
when  the  tape  was  reached  the  speed  was 
barely  twenty-ifive  miles  an  hour.  A 
shower  of  green  sparks  under  the  car- 
riage and  a  strong  smell  of  something 
burning  indicated  that  something  had 
gone  wrong  with  the  motor.  In  spite  of 
this  accident,  the  time  for  the  last  kilo- 
meter was  :  51 1-5,  which  gives  an  average 
speed  of  more  than  seventy  kilometers 
(about  forty-four  miles)  per  hour,  and 
showed  that  at  half  distance  the  speed 
must  have  been  extraordinary. 

The  official  figures  for  the  count's  per- 
formance were  as  follows:  For  the  kilo- 
meter, standing  start,  :  51 2-5 ;  for  the 
kilometer,  fiying  start,  :  51 1-5;  for  two 
kilometers,  :  1 :  47  3-5. 

The  count  is  an  authority  on  steam  and 
petroleum  motors  and  is  now  t^rying  his 
hand  at  electricity.  His  carriage  has  a 
36-horse  power  motor,  but  in  ordinary 
work  the  release  of  the  accumulators  is 
equal  only  to  6  horse-power  per  hour.  In 
the  race  he  used  32  horse-power,  and  it  is 
therefore  easy  to  understand  how  he  got 
"a  move"  on  his  carriage. 

'Ihe  return  speed  contest  between  the 
Jenatzy  and  Count  de  Chasseloup-Loubat 
electric  road  vehicles  is  to  be  run  within 
a  week  or  two  and  is  being  awaited  with 
keen  interest  in  France. 


Automobile  Cabs  for  Chicago. 

It  is  said  that  twenty  automobile  han- 
som cabs  owned  by  the  Croker-Leiter 
combination  will  soon  be  in  operation  in 
Chicago,  ihese  cabs  will  be  similar  in 
construction  to  those  which  will  begin 
running  in  New  York  next  month.  It  is 
understood  that  the  rate  of  fare  in  both 
cities  will  be  three  cents  a  mile.  The 
plans  of  the  cab  line  in  Chicago  are  to 
avoid  the  downtown  district  as  much  as 
possible  and  seek  fares  along  the  boule- 
vards and  highways  of  the  parks.  Tally- 
ho  coaciies  driven  by  electricity  will 
also  be  operated  in  the  parks,  the  circuit 
of  the  entire  Chicago  park  system  to  be 
traversed  in  1%  hours  at  a  low  rate  of 
fare. 


Boilerless  Steam  Hotor  Carriage. 

A  number  of  citizens  of  Cincinnati  are 
interesteu  in  a  new  motor  carriage  to 
be  propelled  by  steam  which  is  being 
perfected  in  tuat  city.  The  engine  dif- 
fers from  any  Ocner  steam  engine,  as  it 
has  no  boiler,  the  steam  being  generated 
by  the  fiash  system.  The  motive  power 
consists  of  a  generator,  10x5  inches,  and 
two  rotary  engines,  8  inches  in  diameter, 
which  constitute  the  entire  mechanism, 
while  the  fuel  supply  is  contained  in  a 
water  and  oil  tank  under  the  seat.  The 
inventor  claims  that  it  will  run  up  or 
down  hill  with  equal  ease,  and  that  any 
person  can  operate  it. 


The  Cycle  Age  and  Trade  Review 


449 


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HLFNT 


Guarantm 


npilE  imagine  that  the  average 
■  'a'J  dealergets  awfully  tired  of 
™^*'  having  to  bolster  uplittle- 
known  goods  with  a  guar- 
antee. He  must  labor  to  convince 
that  they  are  safe  to  buy;  that  no 
risk  is  run  because  "money  will 
be  refunded  if  not  satisfied,"  etc., 
etc. 

How  much  better  to  handle 
goods  that  need  no  long-winded, 
brain-cudgelling  argument  to  sell, 
above  all,  goods  that  don't  have 
to  be  lied  about;  in  other  words 
Garford-made  goods  that  sell  them- 
selves. 

All  we  ask  is  that  dealers  will 
tell  the  truth  about  our  saddles — 
if  they  can  find  anyone  who  does 
not  already  know  about  them. 


Cbe  Garford  mfg.  Co. 

€lyria,  Ohio. 

Cbe  l)unt  mfg.  Co. 

Ulestboro,  mass. 

Cbe  Brown  Saddle  €o. 

eiyiia,  Ohio. 


H.  B.  mcmullcn  $  Co. 

SALES  AGENTS,  CHICAGO  and  NEW  YORK 


I>ibbard,  Spencer,  Bartktt  $  Co. 

CHICAGO  DISTRIBUTORS 


^ 
^ 
^ 

^ 
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450 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


THE  n.  &  W.  "LANCASTER"  GAS  LAHP. 

The  Matthews  &  Willard  Mfg.  Co.,-  of 
Waterbury,  Conn.,  having  salesrooms  at  40 
Murray  street,  New  Tork  City,  is  just  send- 
ing to  the  trade  am  attractive  bristol  board 
hangar  bearing  a  life  size  artotype  of  the 
new  "Lancaster"  acetylene  bicycle  lamp 
here  illustrated.  The  reproduction  on  the 
hanger  is  so  faithful  a  picture  and  yet  so 
delicate  that  it  must  attract  instant  atten- 
tion and  prejudice  the  mind  in  favor  of  the 
goods. 

By  separating  the  water  reservoir,  com- 
bustion chamber,  and  carbide  chamber  so 
far  from  one  another  all  the  parts  are  kept 


sion  has  been  made  for  the  quick  adjust- 
ment of  all  the  gears  independently  of  each 
other,  thus  greatly  simplifying  the  opera- 
tion of  bringing  the  gears  into  mesh. 


cool  and  all  the  gas  generated  is  used  in 
illumination,  none  being  wasted  in  heat.  The 
generator  is  scientifically  constructed.  By 
the  use  of  a  new  patented  water  trap  and 
gas  seal  unsteadiness  of  the  flame  is  claimed 
to  be  rendered  impossible,  the  lamp  giv- 
ing a  steady  light  even  when  standing  still, 
and  the  jarring  of  the  bicycle  in  motion  not 
being  needed  to  make  it  work.  The  water 
valve  affords  complete  control  of  the  flame, 
graduating  it  instantly  at  the  will  of  the 
rider  from  a  very  srrall  to  a  large,  broad 
flame.  A  quarter-foot  fishtail  burner  is  used, 
and  it  is  readily  removable  for  cleaning. 
The  carbide  is  placed  in  a  corrugated  hold- 
er, which  is  so  constructed  that  it  facili- 
tates the  dissemination  of  water  or  gas,  and 
is  very  easy  to  clean.  It  can  be  filled  or 
emptied  instantly. 

With  a  full  charge  the  lamp  will  burn 
nxore  than  five  hours.  As  it  is  not  necessary 
to  use  carbide  specially  prepared  or  put  up 
in  special  packages,  the  lamp  can  be  charged 
so  as  to  burn  a  shorter  time  if  required. 
One  pound  of  carbide  will  give  20  hours' 
light.  

inPROVEMENTS  IN  COLUHBIA  CHAINLESS. 

While  in  principle  the  bevel  gear  mech- 
anism of  the  Columbia  bicycle,  manufac- 
tured by  the  Pope  Mfg.  Co.  of  Hartford, 
Conn.,  remains  the  same  as  formerly,  the 
latest  pattern  has  some  important  changes 
which  tend  toward  more  accurate  running 
of  the  gears  and  pinions  and  toward  the  re- 
duction of  weight.  The  new  design  allows 
the  use  of  smaller  gear  covers  and  of  nar- 
rower rear  forks  and  hub.  Of  greater  im- 
portance, aowever,  are  the  changes  in  the 
arrangement  of  the  gears  and  pinionis  them- 
selves. The  forward  mechanism  which  was 
formerly  assembled  direptly  into  the  crank 
bracket   is    now   placed    in    an    independent 


sleeve  which  is  inserted  in  the  bracket  and 
there  clamped  in  position.  The  gear  adjust- 
ments have  been  made  entirely  independent 
of  the  bearing  adjustments,  both  at  the 
front  and  rear.  All  of  the  gears  and  pinions 
bear  in  the  line  of  thrust,  the  ball  races  of 
the  several  gear  supporting  bearings  form- 
ing a  part  of  the  gears  themselves.  The 
right  crank  shaft  bearing,  which  was  for- 
merly inside  of  the  large  driving  gear,  has 
been  carried  to  the  outside  and  placed  at 
the  periphery  of  the  driving  gear,  thus  giv- 
ing a  large  diameter  ball  race  such  as  has 
never  before  been  used  in  cycle  construction, 
tion. 

This  last  change  greatly  reduces  the  lia- 
bility of  the  forward  gear  springing  out  of 
proper  mesh  with  its  pinion  and  at  the  same 
time  reduces  the  weight  of  material  neces- 
sary to  properly  support  the  parts.     Provi- 


PROORESSOF  WALKER  &  EHRMAN  HFO.  CO 

The  Walker  &  Ehrman  Mfg.  Co.,  Wash- 
ington and  Union  streets,  Chicago,  has 
passed  its  fourth  anniversary  in  the  manu- 
facture of  bicycle  parts  and  fittings  and  is 
justly  proud  of  the  fact  that  it  has  enjoyed 
a  steady  growth  since  its  birth.  The  orig- 
inal W.  &  E.  factory  occupied  but  a  small 
corner  m  a  manufacturing  building  and  em- 
ployed but  half  a  dozen  men  and  boys.  Now 
the  floor  space  occupied  is  nearly  100.000 
square  feet  and  the  pay  roll  includes  nearly 
200  men.  The  proprietors  are  young  men  and 
have  conscientiously  pushed  their  business 
and  honestly  endeavored  to  turn  out  nothing 
but  first-class  work,  with  the  result  that 
W.  &  E.  parts  today  are  widely  recognized 
as  posisessing  unusual  merit  and  reliability. 

The  company's  line  of  hubs  is  quite  no- 
table because  it  not  only  includes  these 
parts  for  singles  and  tandems  of  ordinary 
construction,  but  embraces  as  well  hubs  for 
racing  machines  and  for  triplets,  quads  and 
other  multiplets.  The  W.  &  B.  Special  hub 
is  the  latest  of  the  firm's  creation  in  this 
line  and,  as  will  be  seen  from  the  illustra- 
tion, adjusts  by  means  of  the  cups  which 
screw  into  the  barrel.  The  cones  screw  on 
to  the  axle,  but  abut  against  the  ends  of  a 
light  sleeve  slipped  on  over  the  axle  and 
are  thus  held  from  moving  after  having 
been  once  screwed  tight  into  position.  The 
locking  arrangement  for  the  cups  is  similar 
to  that  which  has  been  used  for  some  time 
on  W.  &  E.  crank  hangers  and  is  positive  in 
its  action,  the  security  of  the  cups  not  de- 
pending upon  the  binding  power  of  locking 
nuts.  The  racing  hubs  are  light,  carefully 
designed,    and    of   standard   three-point    cup 


TiicCrfLCAoc 


and  cone  desigii  and  free  from  contrivances 
which  add  weight  without  lending  ease  of 
running.  The  tandem  hubs  are  furnished 
regularly  in  two  chain  lines  and  will  be 
made  to  order  with  almost  any  chain  line 
desired^  They  are  made  of  the  same  mate- 
rial and  in  the  same  general  manner  as  the 
single  hUDS  and  are  guaranteed  by  the 
company  to  give  the  same  satisfaction. 

The  leading  feature  of  the  W.  &  E.  pedal 
is  the  form  of  the  forged  center  frame,  the 
crosis  bars  of  which  have  a  neat  and  strik- 
ing diamond  shape — a  new  departure  from 
the  usual  round  or  flat  cross  bar.  The  cap 
on  the  outer  end  of  the  barrel  is  knurled 
around  the  edge,  as  well  as  slotted  for  screw 
driver,  so  that  if  desired  it  can  be  screwed 
tightly  into  place  with  the  fingers.  The 
shape  of  the  stamped  frame  plate  Is  orig- 
inal and  enough  different  from  usual  shapes 
to  give  the  pedal  a  distinctive  appearance. 
In  the  line  of  head  and  handle  bar  fittings 
the  W.  &  E.  company  offers  as  original 
products  its  expander  and  its  rear  handle 
bar  clamp  for  single  steering  tandems.  Both 
of  these  fittings  are  here  illustrated.  The 
tandem  clamp  fastens  directly  to  the  rear 
top  tube  of  the  frame  and  has  a  short  up- 
ward projection  which  receives  the  handle 
bar  stem  in  the  usual  manner,  though  in- 
stead of  being  secured  by  bolt  or  set  screw 
the  bar  is  held  by  an  expander,  making  the 
exterior  appearance  of  the  fitting  clean  cut 
and  neat. 

The  company  handles  the  Fauber  one- 
piece  hanger  in  addition  to  selling  its  own 
two-piece  hanger,  and  thus  meets  both  re- 
quirements among  hanger  purchasers.  In 
the  W.  &  E.  hanger  the  left  crank  and  axle 
are  made  in  one  piece  and  the  right  cr&.nk 
is  secured  to  the  end  of  the  shaft  by  means 
of  a  taper  seat  and  end  draw  screw,  the 
head  of  which  comes  flush  with   the   outer 


face  of  the  crank.  The  hanger  is  furnished 
in  both  regular  and  eccentric  brackets.  A 
full  stock  of  standard  handle  bars  and  seat 
posts  is  carried  by  the  firm,  which  also 
makes  a  seat  post  that  may  be  readily 
changed  from  a  front  to  a  rear  L  by  the 
loosening  of  one  screw.  This  post  is  here- 
with illustrated.  In  frame  sets  and  fittings 
a  wide  range  is  offered,  including  parts  for 
building  frames  of  all  of  the  present  popu- 
lar styles.  The  fittings  are  offered  both  in 
machined  drop  forgings  and  in  steel  cast- 
ings. All  the  fittings  for  multiple  frames 
match  the  angles  of  Fauber  hangers.  Shel- 
by tubing  and  front  and  rear  forks  and 
stays  are  carried  in  stock,  as  are  also  the 
Wire  Goods  Co.'s  spokes  and  nipples.  The 
head   fittings   for   singles   and   tandems   are 


all  turned   from   solid   steel   stock   and   are 
intended  for  use  on  high  grade  machines. 

The  company  has  recently  engaged  the 
services  of  J.  E.  Smith,  who  for  several 
years  past  has  acted  as  purchasing  agent  of 
the  Monarch  Cycle  Mfg.  Co.,  and  who  in 
his  new  position  will  doubtless  prove  a  val- 
uable assistant  because  of  his  wide  ac- 
quaintance among  manufacturers  aaid  deal- 
ers in  parts  and  supplies. 


THE  CROWN  DETACHABLE  CHAIN. 

The  breaking  of  a  bicycle  chain  on  a  coun- 
try road  usually  precedes  a  series  of  events 
more  or  less  disagreeable  according  to  cir- 
cumstances, such  as  the  distance  from  the 
nearest  town  or  repair  shop,  whether  or  not 
the  rider  has  a  file  and  punch  and  extra 
links  and  rivets,  and  whether  the  walking 
is  good  or  bad.  All  possibility  of  such  un- 
pleasantness is  obviated  by  the  use  of  a 
chain  composed  of  detachable  links,  like 
the  Crown  Detachable  chain  here  illustrat- 
ed. With  such  a  chain  one  has  but  to 
carry  an  extra  link  or  two,  with  rivets,  to 
be  provided  for  any  emergercy  that  may 
arise  through  chain  accidents,  for  a  broken 
link  may  be  replaced  with  a  new  one  by 
the  use  of  the  fingers  alone,  anywhere  upon 
the  road,  in  the  same  way  it  minimizes  the 
trouble  of  lengthening  or  shortening  the 
chain  when  gJtfring  the  gear  of  the  ma- 
chine, or  of  taking  up  slack  due  to  stretch- 
ing of  the  chain. 

The  principle  of  the  Crown  Detachable 
chain  is  not  a  new  one  and  is  plainly  un- 
derstood from  the  illustration,  but  the 
Thorsen  Co.,  56  Fifth  avenue,  Chicago,  which 
is  selling  agent  for  this  chain,  made  by  the 
Crown  Electrical  Mfg.  Co.,  of  St.  Charles, 
111.,  claims  superior  quality  and  finish  for 
these  chains.  They  are  "all  made  in  B 
block  pattern  with  fiat  tops,  are  3-16  inch 
wide  and  made  in  four  styles, 'as  follows: 
No.  110,  straw  color  hardened  Islocks  bright 
side  plates;  125,  straw  color  hardened  blocks, 
finely  polished,   blue  side  plates,  fine  revol- 


s; 


iz: 


^(^^Xc^S 


z^ 


7h£  (YILC  A6L. 


ver  finish;  130,  white  color  hardened  blocks, 
finely  polished^  blue  side  plates,  fine  revol- 
ver finish;  150,  finely  blued  and  polished 
blocks,  polished  and  nickel  plated  side  plates. 


UNITED  SPECIALTY  CO.'S  TIRE  INFLATOR. 

This  cent-in-the-slot  machine  offers  an  en- 
tirely new  solution  of  the  tire  inflation 
problem,  at  either  high  or  low  pressures, 
and  can  be  made  available  for  the  100  or  125 
lb.  pressures  which  are  used  in  pneumatic 
motor  vehicle  tires  and  are  difficult  to  ob- 
tain by  ordinary  tire  inflating  machines. 

This  inflator  consists  of  a  hexagon  pillar 
rising  from  a  cast  iron  base,  and  surmount- 
ed by  a  copper  cap.  The  sides  are  made  of 
enameled  plates,  blue,  with  white  lettering, 
retained  by  copper  corner  strips.  The  base 
and   middle  band   and  the  cap-support   are 


The  Cycle  Age  and  Trade  Review 


451 


Friend  Builder  of  Bicycles!   you  who  prefer  to  buiid 

from  first-class  component  parts,  which  Fit  to  the  De- 
signs furnished  and  are  True  to  Angles  specified  in 
catalogue ! 


YOU    WANT 

this  complete 
selection: 


HUBS 
HANGERS 
EXPANDERS 
FRAME  FITTINGS 
SEAT  POSTS 
HANDLE  BARS 


FOR 


RACERS 

ROADSTERS 

TANDEMS 

TRIPLETS 

QUADS 

QUINTS 


If  you  want  anything-  else,  we  make  it 
or  furnish  it. 


EVAH    EW 

etelpmoc  siht 
:noitceles 


I 


ETTER  deal  with  one  firm 
which   will  supply  you 
with    ALL    metal   con= 
struction  parts  that  you  may 
want  in  course  of  a  prosper= 
ous  year  as  builder  of  bicycles  and  multiplets! 


ILLUSTRATED   CATALOGUE  SENT  FREE 


Rule  of  Safety 

for  Builders ; 


In  case  of  trouble,  dealing-  with  us,  your  trouble  is  ours. 
We  must  see  that  you  have  none.  We  are  responsible  man- 
facturers.     Dealing  with  several  firms,  your  trouble  is  your 

own  and  remains  so.      This  applies  especially  to  frame  construction. 


WALKER  &  EHRMAN  MFR.  GO. 


WASHINGTON    AND    UNION    STS. 


CHICAGO 


452 


The  Cycle  Age  and  Trade  Review 


bronzed,  giving  the  structure  an  attractive 
appearance.  From  the  front  side  of  the 
machine  a  small  tube  projects;  this  tube  is 
bent  upward  at  right  angles,  and  has  a  cup 
at  the  top  end,  in  which  the  air  valve  tube 
of  the  tire  is  placed  after  removing  the 
cap.  There  is  no  hose  and  screw  connection 
to  be  made  in  bicycle  tire  inflating.  All  that 
is  necessary  is  to  hang  the  cycle  on  the 
pressure  tu'be,  as  shown,  and  then  drop  a 
cent  in  the  slot.  The  machine  blows  a  tire 
up  to  45  lbs.  pressure  in  about  20  seconds, 
and  this  pressure  cannot  be  exceeded.  If 
less  pressure  is  desired  the  wheel  may  be 
taken  off  at  any  time. 

Inside  the  pillar  there  is  a  steel  hottle  of 
liquid  carbonic  acid  gas,  at  a  very  high 
pressure,  and  a  steel  tank,  about  8  in.  in 
diameter  is  connected  to  the  gas  bottle 
through  a  reducing  valve,  this  tank  or  re- 
ceiver being  always  filled  with  carbonic  acid 
gas  at  45  lbs.  pressure  It  is  the  intention 
of  the  United  Supply  Company  to  place  a 
great  number  of  these  inflating  machines 
at  points  frequented  by  cyclists.  No  at- 
tendant is  needed,  as  the  pressure  is  always 
there,  .ind  any  cyclist  can  hang  his  wheel  on 
the  delivery  tube  as  shown  and  drop  a  cent 
in  the  slot,  and  the  machine  does  all  the 
rest. 

By  adjusting  the  reducing  valve,  the  pres- 
sure can  be  made  100  or  125  lbs.,  instead  of 
the  45  lbs.  demanded  for  cycle  tires,  and 
hence  this  charging  machine  becomes  avail- 
able for  motocycle  tire  inflation,  without  the 
slightest  difficulty  of  any  sort.     For  moto- 


nic^fcuAc^ 


cycle  tires,  however,  a  hose  and  screw  con- 
nection will  undoubtedly  be  required. 

The  address  of  the  United  Special  Com- 
pany is  47  Great  Jones  street.  New  York,  and 
as  there  is  no  question  about  the  action  or 
reliability  of  this  new  inflator,  the  machine 
seems  likely  to  be  of  interest  to  many  per- 
sons. 

Carbonic  acid  gas  is  by-product  of  all 
breweries,  and  hence  the  only  cost  of  liquid 
carbonic  gas,  which  is  in  very  common  use 
for  freshening  malt  liquors  on  draught,  and 
can  be  obtained  everywhere.  Is  cost  of  com- 
pressing to  liquefaction.  The  steel  bottles 
are  used  over  and  over  again,  and  empty 
ones  can  he  exchanged  for  full  ones  almost 
a/nywhere  in  the  civilized  world. 

Should  the  pneumatic  tired  motocycle  come 
into  general  use,  this  carbonic  acid  gas  in- 
flator offers  a  very  ready  and  inexpensive 
means  for  obtaining  the  heavy  tire  Inflation 
pressures  which  will  'be  in  demand. 


CHANGES  IN  THE  HUDSON  LINE. 

The  Bean-Chamberlaln  Mfg.  Co.  of  Hud- 
son, Mich.,  announces  by  circular  that  since 
going  to  press  with  the  second  edition  of  its 
advance  catalogue  it  has  made  several 
changes  which  add  to  the  appearance  and 
value  of  the  line.  A  new  30-inch  wheel  ma- 
chine has  been  added  to  the  line,  it  being  of 
the  same  grade  as  the  Lenawee  machines 
and  listing  at  $45.  Other  points  embraced 
In  the  changes  are  the  furnishing  of  the 
company's  special  one-piece  hanger  on  sev- 
eral additional  models  to  those  formerly  cat- 
alogued,   enameling  the   rims    on   all   of   the 


ten  patterns  in  colors  to  match  frames,  and 
the  bringing  out  of  the  new  "Lenawee 
Flush"  handle  bar,  which  will  be  furnished 
regularly  on  four  models  of  the  line.  The 
three  Hudson  patterns  will  be  equipped  with 
either  the  Claus  or  the  Sanger  adjustable 
bar. 


DIRKSEN  ADJUSTABLE  HANDLE  B^R. 

This  handle  bar  is  adjustable  without  the 
aid  of  tools  or  wrench  and  may  be  changed 
from  one  position  to  another  while  the  rider 
Is  on   the  machine.     The   locking  device   is 


original  as  applied  to  bars,  consisting  of  a 
transverse  screw  which  actuates  an  inclined 
plane  block  that  in  turn  raises  or  lowers  the 
binding  block  proper.  The  last  acts  on  the 
annularly  grooved  bar  tube  center.  A  half 
turn  of  the  thumb  screw  to  the  left  un- 
locks the  bar  and  an  equal  turn  to  the  right 
locks  it  in  its  new  position.  The  bar  is  fur- 
nished in  several  of  the  popular  shapes  and 
will  be  supplied  with  stem  of  any  desired 
size.  It  is  manufactured  by  the  Dirksen 
Handle  Bar  Co.    of  Hornellsville,  N.  T. 


CONTRACTS  FOR  HALF  A  HILLION  BARS. 

Some  idea  of  the  immense  volume  of  busi- 
ness done  by  the  Chicago  Handle  Bar  Co. 
can  be  obtained  by  noticing  their  large  pur- 
chases of  Shelby  seamless  tubing.  Another 
car  load  containing  150,000  feet  was  shipped 
from  Shelby  Jan.  31  and  consigned  to  the 
big  Chicago  concern.  This  makes  the  third 
Shipment  for  the  requirements  of  the  cur- 
rent season.  President  "Webster  reports  that 
the  outlook  for  business  is  exceptionally 
good,  contracts  having  been  clcsed  for  up- 
ward of  500,000  bars. 

Speaking  of  brazed  bars,  Mr.  Webster 
says:  "Their  use  will  not  be  satisfactory. 
The  trade  is  becoming  rr>ost  exacting  and 
every  detail  in  the  way  of  equipment  m.ust 
be  beyond  criticism,  particularly  as  to  finish. 
This  applies  as  well  to  cheap  as  to  high 
grade  products.  While  in  no  way  prejudiced 
against  brazed  bars,  or  disinclined  to  fur- 
nish the  trade  with  whatever  may  be  speci- 
fied; yet  experience  will  demonstrate  that 
brazed  bars  cannot  be  made  to  the  standard 
which  the  trade  will  demand.  Moreover, 
there  is  no  material  difference  in  the  actual 
cost  to  the  bar  manufacturer  in  producing 
either,  notwithstanding  that  the  cost  of 
brazed  tubing  is  less  than  one-half  that  of 
seamless  material." 


DRILL  FOR  HAND  OR  BELT  POWER. 

Many  cycle  repairs  shops  now  have  light 
power  such  as  that  afforded  by  gasoline  en- 
gines  or   electric   motors,    and    consequently 


Tilt  (k.lc  /*^£_ 


in  buying  drill  presses  the  proprietors  are 
apt  to  call  for  a  drill  which  has  pulleys  for 
power  driving  but  which  Is  still  small  and 
light  and  not  so  expensive  as  the  pretentious 
machine  shop  drill  press.  To  meet  such  de- 
mands the  Silver  Mfg.  Co.  of  Salem,  O.,  rigs 


up  Its  Advance  drill.  No.  12,  which  is  de- 
signed to  be  operated  by  hand  power,  with 
tight  and  loose  pulleys,  making  it  a  complete 
and  reliable  power  drill  press.  This  drill  and 
its  mate  without  the  power  pulley  attach- 
ment are  shown  in  the  accompanying  draw- 
ings. The  drills  weigh  but  125  pounds  each 
and  may  be  attached  to  a  post  or  side  wall. 
The  spindle  is  one  inch  in  diameter  and 
has  a  run  of  3  inches  and  is  bored  to  take 
%-inch  round  shank  drills  unless  otherwise 
ordered.  The  press  drills  to  the  center  of 
stock  up  to  15  inches  in  diameter,  and  any 
size  hole  up  to  1%  inch. 


SIMPLEX  AUTOMATIC  QAS  LAMP. 

Simplicity,  durahllity,  regularity  of  oper- 
ation, absolute  safety  and  reliability  are  the 
strong  features  claimed  for  this  new  lamp, 
which  is  being  brought  out  by  the  Hine- 
Watt  Mfg.  Co.,  16  North  Canal  stret,  Chi- 
cago, makers  also  of  the  Octagon  gas  lamp 
shown  at  the  Chicago  cycle  show.  The  con- 
struction and  operation  of  the  Simplex  is 
made  plain  by  the  accompanying  sectional 
drawing.  The  cylindrical  body  of  the  lamp 
is  independent  of  the  comhustion  chamber 
and  reflector,  which  are  riveted  to  the  spring 
clamp  that  passes  around  the  cylinder  on 
both  sides  and  fastens  to  the  lamp  bracket 
by  means  of  a  thumb  screw  at  the  back. 
The  cylinder  is  prevented  from  dropping  out 
by  the  engagement  of  the  head  of  the  rivet 
at  the  rear  of  the  reflector  with  a  depres- 
sion formed  in  the  cylinder  and  by  the  bind- 
ing friction  of  the  spring  steel  clamp. 

The  water  reservoir  occupying  the  upper 
half  of  the  body  of  the  lamp  is  provided 
with  a  diaphragm  near  the  top  to  prevent 
the  water  splashing  up  against  the  top  and 
leaking  out.  This  diaphragm  has  a  central 
perforation   to   permit     the     water     poured 


through  the  screw  capped  opening  on  top 
to  find  its  way  downward  into  its  proper 
chamber.  A  needle  valve  of  special  con- 
struction allows  the  water  to  drop  through 
the  central  diaphragm  to  the  carbide  be- 
neath. The  carbide  chamber  is  provided 
with  a  cup  having  a  new  form  of  water  dis- 
tributor, made  of  perforated  metal  plates 
designed  with  a  central  perpendicular  socket 
or  tube  to  fit  over  a  pin  fixed  upright  in  the 
center  of  the  cup  and  covered  with  absorb- 
ent fabric.  This  plate  extends  diametrically 
across  the  entire  cup  and  serves  to  draw 
the  water  by  capillary  attraction  to  the  out- 
ermost edges  of  the  cup.  The  (bottom  of 
the  carbide  chamber  is  closed  in  the  usual 
manner  by  a  screw  cap  or  base  having  a 
rubber  ring  to  ma,ke  the  joint  air  tight. 

It  will  be  noted  that  the  end  of  the  needle 
valve  extends  downward  a  short  distance 
between  the  water  distributing  plates  and  is 
thereby  secure  from  dust  and  dirt  from  the 
dry  carbide,  and  when  the  carbide  cup  is  in 
place  the  surrounding  space  is  also  shut  off 
against  dust,  which  therefore  cannot  enter 
the  burner.  The  gas  tube  enters  this  space 
from  the  outside  and  is  provided'  with  a 
valve  and  a  new  patented  tip  especially 
suited  to  use  in  bicycle  gas  lamps.  The  gas 
tube  connecting  with  this  tip  is  bored  with 
an  orifice  directly  below- and  coincident  with 
the  opening  in  the,  tip  so  that  air  enters 
below  and  mixes  with  the  gas  before  it 
leaves  the  lava  tip,  thus  insuring  perfect 
combustion  and  giving  what  is  claimed  to  be 
the  strongest  and  most  regular  flame  ob- 
tainable with  this  type  of  burner. 

The  reflector  is  of  the  parabolic  type,  con- 
structed on  scientific  principles  and  is  re- 
movably held  in  position  by  means  of  a 
spring  wire  ring.  The  crystal  Is  retained  in 
the  same  manner. 

In  operation,  the  water  valve  is  simply 
opened  two  turns  of  the  handle  at  the  top 
of  the  lamp  and  not  again  changed  until  it 
is  desired  to  refill  the  lamp.    The  size  of  the 


The  Cycle  Age  and  Trade  Review 


453 


A  PAIR  OF  BICYCLES 

THAT  IT  IS  HARD  TO  BEAT 


♦3 


These    bicycles   are    ligfht, 

gfraceful  and  easy  runningf, 

and  we  doubt  if  a  better 

wheel  can  be  produced  at 

the  price.    Our  sales  thus 

far  on  these  models  have 
been  away  ahead  of  anythingf  ever  experienced  by  us  before.  We  would  therefore 
sug-g^est  that  agents  who  are  looking:  for  a  line  to  place  them  in  the  lead  of  their 
competitors  should  write  us  at  once,'  provided  we  have  not  an  ag-ency  in  their  city. 

Our  Handsome  Art  Catalogue  with  full  particulars 
mailed  upon  application. 

The  Barnes  Cycle  Co.,    -    Syracuse,  N.  Y. 


» 


454 


The  Cycle  Age  and  Trade  Review 


flame  is  regulated  by  the  gas  cock,  anfl  the 
length  of  time  the  lamp  will  burn  depends 
on  the  size  of  the  flame.  Water  will  not 
flow  except  when  this  valve  is  open  and  gas 
is  being  consumed,  the  flow  being  auto- 
matically regulated  by  the  pressure  of  the 
gas  in  the  carbide  chamber.  Thus  the  gas 
can  be  turned  off  and  regulated  at  any  time. 
In  charging  this  lamp,  the  carbide  cup  is 
filled  tO'  the  top,  there  being  no  retaining 
or  compressing  springs,  and  it  is  claimed 
there  is  no  difficulty  in  removing  the  ex- 
hausted charge. 


THE  BARNES  COASTER  AND  BRAKE. 

The  Heinz  &  Munschauer  Cycle  Works  of 
Buffalo,   besides  making   the  H.    &   M.    one- 


f^ 


piece  crank  hanger,  the  construction  of 
which  is  shown  in  the  accompanying  illus- 
tration and  which  is  furnished  with  brack- 
ets for  regular  and  three-crownframes  and 
for  various  drops,  is  now  manufacturing  the 
Barnes  coaster  and  brake.  The  exterior  ap- 
pearance of  the  brake  is  illustrated  in  the 
lower  drawing.  The  device  is  so  constructed 
that  a  slight  back  pressure  releases  a 
sprocket  clutch  and  allows  the  machine  to 
run  independent  of  the  cranks.  Further  back 
pedaling  sets  the  brake,  which  acting  on  a 
braking  surface  attached  to  the  front  sprock- 
et instead  of  on  the  tire,  does  not  give  the 
tire  unnecessary  wear.  All  parts  of  the  brake 
are  of  metal  neatly  flnished  and  clustered 
at  the  hanger  in  a  way  that  does  not  mar 
the  appearance  of  the  bicycle.    The  company 


Ji^Cyu-C  Aoc^ 


is  prepared  to  furnish  the  H.  &  M.  hanger 
fitted  with  this  brake,  and  will  quote  prices 
upon  application. 


THE  RALPH  TEHPLE  LINE. 

RalDh  Temple.  204  Thirty-fifth  street,  Chi- 
cago, has  just  returned  from  a  five-months' 
trip  through  European  countries.  In  spite 
of  the  congested  state  of  the  cycle  market 
in  England  and  the  northern  continental 
countries,  he  states  that  he  succeeded  in 
doing  a  more  satisfactory  business  than  the 
average  American  traveler  in  foreign  lands. 
The  experience  gained  through  his  many 
Euronean  tours,  first  as  a  racing  man 
on  the  ordinary  and  later  in  the  fur- 
therance of  his  export  business  as  a  bi- 
cycle maker,  has  been  of  the  greatest 
assistance  and  is  principally  responsible 
for  the  success  he  has  invariably  met 
in  his  recent  trins.  Knowledge  of  the 
language  and  traits  of  character  of  the  peo- 
ples with  whom  the  foreign  traveler  desires 
to  do  business  are  a  distinct  advantage— a 
fact   the    German   manufacturers    are    fully 


cognizant  of  and  which  they  make  use  of  in 
pushing  their   export   business. 

The  Temple  line  of  bicycles  is  comprised 
of  the   following: 

Temple  Extra  Special,  having  three-crown 
frame,  nickeled  joints,  Thor  fittings  but 
with  Fauber  hanger,  built  with  both  28  and 
30-inch  wheels,  but  only  in  diamond  frame 
for  men. 

Temple  Scorcher,  made  in  both  diamond 
and  drop  frames;  three-crown  construction, 
one-piece  hanger.  The  model  for  men  is 
made  in  both  28  and  30-inch  wheel  sizes;  that 
for  women  only  with  28-inch  wheels. 

Superb,  made  only  for  men,  and  fitted  with 
28  and   30-inch  wheels. 

Superba,  for  women,  fitted  only  with  28- 
inch  wheels. 

Faultless,  made  in  both  diamond  and  drop 
frames,  but  fitted  only  with  28-inch  wheels. 

No  list  prices  are  quoted  on  any  of  these, 
but  they  will  be  sold  to  agents  at  a  net  fixed 
wholesale  price,  stripped.  Equipment  will 
be  furnished  if  desired  at  the  factory  cost 
with  the  expense  of  fitting  added. 

In  addition  to  the  above  bicycles,  a  line 
of  pedals  of  the  Record  pattern  and  an 
acetylene  gas  lamp  called  the  Magic  will  be 
put  in  the  market. 


DISTRIBUTORS  FOR  AUTOMATIC  CHAIN  BRUSH. 

The  Cycle  Syndicate,  320  Broadway,  N.  T., 
is  export  agent  and  eastern  and  southern 
distributor  for  the  Automatic  chain  brush 
made  by  the  Automatic  Chain  Brush  Co.,  of 
Chicago,  and  solicits  correspondence  with 
regard  to  it  from  these  sections  of  the  United 
States  and  from  abroad.  This  chain  clean- 
ing device  was  exhibited  at  the  Chicago  and 
New  York  cycle  shows,  where  it  met  with 
much  success,  and  will  be  shown  at  the 
coming  bicycle  exhibitions  in  Philadelphia 
and  Washington.  The  Cycle  Syndicate  is 
confident  that  it  will  prove  a  good  seller. 


NEWARK  NO.  7  STAMPED  CLAMP. 

The  all  steel  stamped  saddle  clamp  here 
illustrated  is  made  by  the  Newark  Cycle 
Specialty  Co.  of  Newark,  N.  J.,  from  14 
gauge  sheet  steel  at  a  saving  in  weight  over 
the    ordinary    clamp    of    from    two    to    five 


THiCrcizAec^ 


ounces.  No  castings  whatever  are  used  and 
very  emphatic  claims  are  made  for  its  supe- 
rior lightness,  strength  and  appearance.  As 
plainly  shown  by  the  engraving,  it  consists 
of  but  three  pieces  and  the  bolt.  It  can 
of  course  be  reversed  to  bring  the  nut  be- 
low the  springs  where  It  will  be  easily  ac- 
cessible. It  has  been  designed,  according 
to  the  makers,  especially  for  use  on  export 
machines,  and  it  is  pointed  out  that  it  will 
increase  the  export  sale  of  the  saddles  on 
which  it  is  used. 


EXERCISERS  AS  A  SIDELINE. 

Bicycle  dealers  who  are  looking  for  side 
lines  which  will  at  once  be  profitable  and 
will  not  make  necessary  large  outlays  of 
capital  will  be  interested  in  the  proposition 
of  the  Manhattan  Web  Co.,  Grand  street 
and  Market  place,  New  York  city.  The  com- 
pany makes  two  styles  of  exercisers,  the 
Manhattan  and  the  Hendrickson.  each  of 
which  is  offered  in  several  patterns  at  dif- 
ferent prices.  It  is  claimed  bv  the  company 
that  this  is  the  only  house  in  the  country 
which  can  make  reliable  first-class  exercisers 
at  the  prices  for  which  its  goods  sell,  be- 
cause it  makes  its  own  elastic  cables. 

In  order  to  obtain  a  country-wide  reputa- 
tion and  sale  for  its  exercisers  the  company 
will  send  on  consignment  to  one  reliable 
dealer  in  each  city  a  fair  sized  and  complete 
stock  of  the  exercisers,  provided  that  the 
dealer  will  agree  to  mail  each  week  to  the 
firm  an  acount  of  stock  on  hand  and  will  re- 
mit for  the  exercisers  sold.  It  is  claimed 
•that  these  make  a  first-clas<5  side  line  because 
if  a  young  man  is  placed  in  the  window  to 
show  the  various  movements  nossible  direcf 
trade  in  exercisers  will  not  oniv  he  obtained 
but  new  customers  for  other  goods  will  be 
drawn  to  the  store.  The  poods  so  consigned 
will,  of  course,  be  subiect  to  the  "can  of  the 
comnanv.  but  will  he  left  with  the  dealer  as 
loner  as  the  very  reasonable  agreements  are 
kept. 

CHAIN  RIVETER  FOR  REPAIRHEN. 

W^hen  a  broken  chain  is  taken  to  the  aver- 
asre  repair  man,  his  only  method  of  heading 
the  rivet  is  by  the  usual  hammering.     This 


sometimes  results  in  bending  the  body  of  the 
rivet  and  causing  the  link  to  bind.  The  Mc- 
Cabe  Hanger  Mfg.  Co.,  540  W.  22nd  street. 
New  York,  has  just  placed  on  the  market 
the  Zamboni  bicycle  chain  riveter,  which  is 
here  illustrated.  It  is  designed  as  a  conve- 
nient, low-priced  tool  for  repairmen,  and 
overcomes  the  difficulties  arising  from  the 
misdirected  blows  of  a  hammer.  The  rivet 
is  flrst  upset  by  the  ram  at  the  left,  by  a 
blow  of  a  hammer.  It  is  then  passed  to  the 
other  ram.  the  die  of  which  is  quartered  and 
cup-shaped,  with  a  lower  die  plainly  cupped. 
This  finishing  ram  has  a  ratchet  cut  wheel 
or  eear.   which,  in  connection  with  the   side 


ThCCYCLC  AOE- 


spring,  turns  the  heading  die  one-ninth  of  a 
complete  turn  at  each  blow,  so  that  the  head 
is  put  on  uniformly.  The  rams  are  lifted 
automatically  by  the  springs  after  each 
blow.  The  riveter  is  formed  so  that  it  can  be 
held  in  the  jaws  of  a  vise. 


COPPERED  AND  NICKLED  SPOKES. 

Spokes  which  "will  not  suffer  in  appearance 
as  a  result  of  inclement  weather  are  now 
being  made  by  the  Excelsior  Needle  Co.  of 
Torrington,  Conn.,  the  western  branch  of 
which  establishment  is  conducted  by  Frank 
Odell  at  204  Lake  street,  Chicago.  After 
many  experiments  on  the  part  of  the  firm's 
chemist,  bicycle  makers  are  now  being  sup- 
plied with  nickeled  spokes  which,  subjected 
to  the  severest  tests,  have  proven  highly 
satisfactory.  The  spokes  are  nickeled  twice 
and  buffed  three  times  on  a  copper  surface. 
Excelsior  spokes  bear  the  firm's  trade  mark 
—Diamond  E.  

STRAUS  ORIP  PROTECTOR. 

The  Straus  Tire  Co.  of  New  York  city  is 
introducing  a  novelty  which  will  be  readily 


Tie&ac^ec^ 


appreciated  by  all  who  have  marred  or  bro- 
ken their  handle  bar  grips  by  letting  the  bi- 
cycle fall  to  the  ground  or  against  a  wall. 
The  article  is  shown  in  the  illustration.  Its 
principal  use,  that  of  protecting  the  end  of 
the  grip,  is  supplemented  by  its  utility  In 
protecting  the  entire  bicycle  at  times  against 
fall.  The  protector  being  made  of  rubber 
will,  when  the  bicycle  is  leaned  against  a 
wall  or  post,  keep  the  machine  from  sliding 
backward  and  falling  to  the  ground. 


FEATURES  OF  NEW  DEPARTURE  OAS  LAMP. 

The  separation  of  the  generator  and  gas 
chamber  from  the  combustion-  chamber,  in- 
suring a  cool  gas  supply  to  the  burner  and 
safety  from  overheating,  is  the  dominant 
feature  of  the  New  Departure  gas  lamp 
now  being  manufactured  by  Joseph  Lucas  & 
Son  Co.  of  Bristol,  Conn.  In  this  lamp  the 
metal  cylinder  containing  the  water  reser- 
voir and  the  carbide  chamber   attaches  by 


The  Cycle  Age  and  Trade  Review 


455 


means  of  spring  clips  to  the  lower  main  tube 
of  the  bicycle  frame,  and  the  reflector  and 
lens  comprising  the  combustion  chamber 
are  supported  adjustably  in  front  of  the 
head  of  the  machine  on  a  gas  tube  leading 
to  the  burner.  The  gas,  generated  in  the 
lower  chamiber  of  the  cylinder,  has  to  pass 
through  the  water  in  the  reservoir  before 
entering  the  burner,  thereby  being  washed 
free  from  impurities,  thus  securing  the  high- 
est illuminating  power  with  the  least  gas. 
Provision  is  made  for  simply,  quickly  and 
effectively  freeing  the  gas  chamber  and 
burner  from  dirt  or  depcsit  by  attaching  an 
ordinary  hand  or  foot  pump  to  a  small  nip- 
ple underneath  the  reflector  hcod  and  forc- 
ing air  through  the  passages. 

Loose  or  broken  carbide  is  used,  no  espe- 
cial form  of  charge  being  necessary,  so 
that  in  operation  this  lamp  is  made  con- 
venient, reliable,  safe  and  economical.  The 
New  Departure  lamp  is  made  of  the  best 
materials  by  skilled  workmen.  It  is  sup- 
plied to  the  trade  by  John  H.  Graham  & 
Co.,  113  Chambers  street.  New  Tork  City. 


IMPORTANCE  OF  "FILLINQ"  A  CHAIN. 

There  Is  as  much  to  be  gained  by  "filling" 
a  chain  as  by  cleaning  it.  When  a  chain  is 
thoroughly  cleaned  by  the  use  of  kerosene 
the  grease  is  not  only  removed  from  the 
surface,  but  from  the  rivets  and  holes 
through  the  blocks.  Graphite  never  reaches 
the  rivets,  and  the  chain  is  dry.  The  fric- 
tion in  the  rivet  holes  of  an  ordinary  dirty 
chain  that  has  never  gone  through  kero- 
sene,   is    probably   not    as   great   before   the 


cleaning  as  afterwards.  The  chain,  of 
course,  was  full  of  grit  between  the  work- 
ing psrts,  but  this  grit  may  not  have 
reached  the  rivets,  although  it  was  cutting 
the  sides  of  the  links,  etc.  The  washed 
chain,  therefore,  that  is  not  filled  with  some 
good  lubr'cant  is  often  not  as  good  a  running 
chain  as  before  it  was  washed.  A  chain, 
therefore,  with  dry  rivets,  is  not  only  a 
hard  chain  to  drive,  but  it  is  a  chain  which 
is  rapidly  wearing  itself  out.  It  is  more  im- 
portant to  lubricate  the  rivets  than  the  out- 
side of  the  blocks  of  the  chain. 

The  problem  is  to  arrest  the  wear  and  re- 
duce it  to  a  minimum.  To  do  this  the  grit 
must  be  removed  by  washing  and  the  chain 
then  lubricated  with  a  heavy  body  grease, 
that  will  remain  in  the  joints  a  reasonable 
time  and  also  form  an  armor  or  protection 
to  the  joints  against  the  readmission  of  grit. 
A  chain,  dipped  in  hot  tallow  and  passed 
through  it  until  the  chain  is  warm,  will 
"fill."  The  tallow  will  also  remain  on  the 
outside  of  the  chain  to  a  considerable  extent 
when  the  chain  is  withdrawn  from  the 
grease.  This  hardens  as  it  cools,  leaving  a 
coating  all  over  the  chain,  as  well  as  fill- 
ing" every  joint. 

The  accompanying  drawings  show  tha 
patent  chain  cleaner,  operated  by  a  crank, 
made  by  the  American  Bicycle  Chain  Clean- 
er Co.,  106  Beekman  street,  New  York  city, 
which  concern  has  given  much  study  to  the 
question  of  chain  wear.  The  apparatus  Is 
intended  to  be  fastened  to  a  wall  or  other 
support.  

AACHINES  AT  JOBBERS'  PRICES. 

In  the  catalogue  of  the  Chicago  Tube  Co., 
which  concern  manufactures  and  jobs  bi- 
cycles, bicycle  materials  and  supplies,  deal- 
ers are  invited  to  pay  attention  to  the  fact 
that  the  firm  supplies  goods  at  jobbers' 
prices,  that  is  to  say,  a  calculation  has  been 
made  concerning  the  price  at  which  the  firm 
would  sell  jobbers  from  one  to  five  thousand 
bicycles  and  the  same  quotation  is  made  to 
agents.     It  is   urged  that  In   order   to  buj' 


good  wheels  at  low  prices  this  season  it  will 
be  necessary  for  agents  to  purchase  from 
first  hands,  jobbers'  profits  being  a  hin- 
drance to  sales.  Frame  sets  and  frames, 
complete  and  stripped  bicycles,  sundries  and 
tools  of  all  descriptions  are  described  in  the 
catalogue. 

RUBBER  NECK  RACING  SADDLE. 

The  Bunker  Saddle  Co.,  65  Milwaukee  av- 
enue, Chicago,  has  just  recently  put  in  the 
market  the   trim   little    form    racing    model 


of  Rubber  Neck  saddle  illustrated  in  the 
accompanying  drawing.  It  comprises  a  metal 
stamned  base,  the  honeycomb  molded  rub- 
ber cushion  which  is  the  distinguishing 
feature  of  all  Rubber  Neck  saddles,  and  a 
leather  top.  The  pummel  is  long  and  nar- 
row, the  seating  surface  of  comfortable 
shape,  and  at  the  extreme  rear  the  cantle 
is  projected  upwardly  to  form  a  high  back. 
The  length  is  11  inches  and  the  width  7%. 
Owing  to  its  peculiar  form  the  saddle  may 
be  placed  more  nearly  horizontal  on  the 
machine  than  the  ordinary  racing  model, 
the  rider  having  the  extension  of  the  can- 
tie  to  push  back  against  when  not  sprint- 
ing. This  model  is  equipped  with  plain  wire 
sorinsrs  unless  coil  springs  are  ordered. 


HATLACK'S  CLEVER  PUBLICITY  WORK. 

Before  the  close  of  the  New  Tork  cycle 
show  the  name  of  Featherstone  was  pretty 
well  known  to  the  thousands  that  thronged 
Madison  Square  Garden.  In  the  center  of 
the  show,  fronting  on  three  aisles,  was 
placed  the  booth  of  A.  Featherstone  &  Co. 
The  platform  was  covered  with  Smyrna 
rugs,  on  which  were  displayed  the  seven 
models  of  the  firm.  Desks,  chairs  and  tables 
lent  additional  elegance  to  the  arrangement. 
Extending  crosswise  of  the  exhibit,  and  sur- 
mounting the  space,  was  an  elaborate  elec- 
tric sign  of  350  miniature  incandescent 
lamps,  comprising  the  well  known  script, 
"Featherstone  bicycles."  During  the  week 
two  pretty  girls  in  cycle  costume  distributed 
10,000  carnation  pinks  to  the  visitors. 

For  the  purpose  of  creating  additional  in- 
terest, J.  C.  Matlack,  who  has  charge  of  the 
eastern  trade,  offered  four  Featherstone  bi- 
cycles, to  be  allotted  on  the  closing  night. 
Coupon  tickets  were  given  to  all  who  wanted 
them.  One  part  was  retained  and  the  other, 
with  name  and  address,  deposited  in  boxes 
at  the  booth.  Over  20.000  of  these  tickets 
were  distributed.  On  Saturday  night  all  the 
tickets  were  placed  in  a  revolving  holder 
and  thoroughly  shaken  up.  A  littlfe  miss  in 
a  pink  frock  was  selected  to  do  the  draw- 
ing. For  fully  thirty  minutes  the  entire  at- 
tention of  the  vast  multitude  present  was 
concentrated  in  the  direction  of  the  Feath- 
erstone booth. 

Not  content  with  that,  Manager  Matlack 
equipped  the  programme  boys  with  caps 
and  coats  bearing  the  name  of  the  bicycle 
and  then  capped  the  whole  thing  by  placing 
small  signs  reading:  "Get  a  Featherstone 
pink,"  in  every  place  in  the  Garden. 


THE  WATSON  AUTOHATIC  SEAT  POST. 

The  accompanying  illustration  shows  the 
latest  pattern  of  the  "Watson  seat  post,  which 
since  its   comparatively   recent   introduction 


has  become  widely  known  and  popular.  By 
the  removal  of  two  screws  the  post  may  be 
readily  changed  from  a  front  to  a  rear  L 
seat  post  or  vice  versa.  The  binding  of  the 
Watson  post,  since  it  acts  equally  for  its  en 
tire  length,  does  not  tend  to  bulge  the  tub- 
ing in  the  seat  mast.  It  is  so  easy  to  loosen 
the  post  from  the  frame  that  a  rider  may  take 
the  saddle  and  post  from  his  machine  when 
leaving  it  in  public  places  and  thus  prevent 
cycle  thieves  from  riding  it  oft  The  ready 
adjustment  also  makes  it  convenient  for  la- 


dies and  others  who,  when  on  a  long  ride, 
desire  to  raise  or  lower  the  saddle  for  the 
purpose  of  resting  the  muscles  by  obtaining 
a  new  limb  movement.  The  scale  on  the 
forward  section  permits  the  removal  and  re- 
placement of  the  post  without  having  to  ex- 
periment in  order  to  get  the  post  in  exactly 
the  same  position  as  before.  Eight  post  di- 
ameters are  furnished.  The  maker  is  the 
Watson  Automatic  Seat  Post  Co.,  9  Warren 
street.  New  Tork  city. 


A  WELL  MADE  MACHINE. 

The  cycle  product  of  the  J.  L,.  Board  En- 
graving Co.,  who  are  makers  of  high  grade 
bicycles  at  182-186  Clinton  street,  Chicago, 
has  been  on  the  market  for  the  past  three 
years  in  a  small  way,  and  has  given  such 
general  satisfaction  that  the  firm  has  now 
decided  to  manufacture  on  a  large  scale.  A 
strictly  first-class  machine  is  being  made  by 
the  firm.  Unusual  care  is  taken  in  the  se- 
lection of  materials,  which  are  jworked  up 
by  special  mechanics.  Already  the  firm  has 
booked  orders  for  75  per  cent,  of  this  sea- 
son's output,  as  calculated  in  advance,  and 
may  be  obliged  to  increase  its  capacity.  An 
advertisement  descriptive  of  the  characteris- 
tic features  of  the  machine  is  to  be  found 
elsewhere  in  the  Cycle  Age. 


HADLEY  SPROCKET  DESIGN. 

G.  W,  Hadlev  of  Chicope©  Falls,  Mass., 
has  been  granted  a  design  patent  on  a  front 
sprocket,  and  the  patent  is  assigned  to  the 
Lamb  Mfg.  Co.,  which  makes  the  Spalding 
bicycle.  The  cutting  out  of  metal  in  the 
sprocket  plate  is  shown  in  the  accompanying 
illustration,  from  which  it  will  be  noticed 
that  the  distinctive  feature  is  the  leaving  of 
a  net   work   of  metal   whose   parts   are   ap- 


nroximatelv  eoual  in  width  and  have  all 
marginal  lines  joined  together  without 
angles. 


WANAHAKER  DISPLAYS  ORIENTS. 

In  order  to  assist  John  Wanamaker,  who 
has  secured  the  agency  for  Orient  bicycles, 
in  making  a  proper  display  of  these  ma- 
chines at  the  big  store  in  Philadelphia,  the 
Waltham  Mfg.  Co.  loaned  its  New  Tork  ex- 
hibit. This  exhibit  comprised  single  ma- 
chines, multicycles  ranging  from  the  tandem 
to  the  seven  seater,  and  the  Orient  electric 
runabout.  In  addition  to  attractively  deco- 
rating the  store,  Wanamaker  advertised  the 
function  in  most  liberal  fashion.  The  ma- 
chines were  displayed  on  the  first  floor  of 
the  establishment.  It  may  be  said  in  refuta- 
tion of  various  comments  on  the  methods  of 
large  stores  in  selling  bicycles  that  Wana- 
maker is  advertising  his  intention  to  main- 
tain prices  on  the  Orient. 


KEIM'S  CYCLE  FITTINGS. 

John  R.  Keim,  successor  to  the  Spauld- 
ing  Machine  Screw  Company,  has  Issued  a 
catalogue  descriptive  of  the  cycle  fittings 
which  he  is  manufacturing  in  Buffalo,  con- 
sisting of  head  clips,  single  piece  heads, 
seat  post  brackets,  frame  tees,  seat  post 
clusters,  handlebar  tees,  seat  post  tees, 
crank  hanger  brackets,  handlebar  clamps, 
brace  tips,  rear  forks,  crowns,  head  shells 
and  flttings,  hub  and  hanger  shafts,  flanged 
shells,  frame  and  stay  braces,  crowns, 
cones,  lamp  brackets,  reinforcements, 
coasters,  sprocket  wheels,  wood  rim  wash- 
ers, brake  spoons,  complete  hubs,  Kensing- 
ton pedals,  Spaulding  and  Genesee  pedals, 
complete  frames,  handle  bars  and  flat  roll- 
ed steel.  The  catalogue  is  thoroughly  de- 
scriptive of  the  goods  which  are  manufac- 
tured, both  in  reading  matter  and  illus- 
trations.   

A  CHANGE  IN  DISCOUNTS. 

The  Chicago  Tube  Co.,  217  E.  Washington 
street,  Chicago,  has  just  issued  a  new  dis- 
count sheet  in  which  some  attractive  price 
combinations  have  been  made  on  the  mate- 


456 


The  Cycle  Age  and  Trade  Review 


rial,  parts  and  fittings  handled  by  the  com- 
pany. The  new  price  sheet,  besides  affect- 
ing sets  of  stock  and  fittings,  applies  as 
well  to  built-up  frames,  either  enameled  or 
unenameled,  and  to  frame  sets.  The  built- 
up  frames  made  by  the  Chicago  Tube  Co. 
are  all  late  popular  patterns  and  are  offered 
both  for  28  and  30-inch  wheels,  with  three- 
crown  or  regular  construction  and  with  ec- 
centric hanger  or  rear  chain  adjustment. 


STERLING  SINGLES  AND  TANDEMS. 

The  recently  Issued  twelve-page  folder  of 
the  Sterling  Cycle  Works  of  Kenosha,  Wis.. 
ls»  distinctive  because  of  two  large  groups  of 
illustrations,  one  showing  the  single  machine 
models  and   the   other   the  various   notable 


Men's  Roadster.    Price,  $50. 


Double  Diamond  Tandem.    Price,  $75. 


Convertible  Tandem.    Price, 


features  in  Sterling  construction  and  equip- 
ment. The  Sterling  line  comprises  the  six 
patterns  here  illustrated. 

The  singles,  while  possessing  many  new 
points,  still  embody  the  short  rear  frame 
which  has  long  been  a  characteristic  of  Ster- 
ling design.  The  catalogue  mentions  the  fact 
that  the  frames  are  now  brazed  by  the  im- 
mersion process  and  states  that  It  is  because 
of  the  surety  of  this  process  that  the  com- 
pany is  enabled  to  use  flush  joints  without 
being  doubtful  of  the  brazing  in  them.  Eng- 
lish Mannesman  tubing  is  used  in  all  pat- 
terns. The  Sterling  special  direct  spoke  hub 
and  the  Sterling  arch  crown  are  retained  as 
valuable  features.  The  rim  used  is  the  Lob- 
dell  one-piece,  striped  to  match  the  frame. 


The  regular  finish  is  as  heretofore,  Sterling 
olive,  striped  and  ornamented.  Plain  black 
is  offered  as  an  option.  Either  Velox  or  Rec- 
ord pedals  will  be  sent  with  machines  as 
desired,  and  in  the  way  of  saddles  the  pur- 
chaser may  have  the  Garford,  Plew,  Wheeler 
or  HoUenbeck  rawhide,  and  for  a  slight  ad- 
ditional charge,  the  Christy.  The  tire  op- 
tions include  the  Hartford,  Palmer,  Kanga- 
roo, Dunlop  or  G.  &  J.  The  single  machines 
have  a  new  pattern  oval  crank,  while  the 
regular  isquare  crank  is  used  on  the  tan- 
dems. Rigid  steel  handle  bars  or  an  adjust- 
able bar  of  new  design  are  offered  on  any 
of  the  patterns.       

CHANGE  OF  PARTNERSHIP. 

The  American  Cycle  Fittings  Co.  of  New 
York  city,  which  has  given  much  attention 
to  the  export  trade  and  established  strong 
connections  in  the  principal  foreign  markets 
through  the  residence  in  London  of  one  of 
its  partners  for  the  past  year,  is  making 
further  bids  for  business  by  a  change  in  its 
arrangements  which  will  be  of  benefit  to  the 
manv  business  firms  it  represents. 

Jos.  Friedenstein  has  disposed  of  his  in- 
terest in  the  company  to  W.  W.  Stall,  in  or- 
der to  devote  his  entire  time  to  European 
business,  having  formed  a  company  in  Lon- 
don under  the  name  of  South  British  Trad- 
ing Co..  Ltd..  with  a  capital  of  $50,000,  of 
which  he  takes  the  managing  directorship. 
Mr.  Stall  will  continue  as  manager  of  the 
American  Cycle  Fittings  Co.  at  New  York. 
This  arrangement  will  give  the  American 
Cycle  Fittings  Co.  new  connections  abroad 
which  will  bring  it  in  closer  touch  with  for- 
eign buyers  and  enable  it  to  increase  its  busi- 
ness by  being  directly  connected  with  the 
largest  houses  in  European  markets. 


makes  it  possible  to  remove  the  spindle  and 
balls  from  the  frame  without  disturbing  the 
adjustment  is  the  particular  point  claimed 
in  the  patent. 

HOLLENBECK  STOCKHOLDERS  PLEASED. 

At  a  recent  meeting  of  the  stockholders 
of  the  HoUenbeck  Saddle  Co.  of  Syracuse, 
Robert  Croasdale  was  re-elected  president, 
and  George  H.  Lloyd,  treasurer  and  general 
manager.  The  stockholders  received  the  en- 
couraging report  that  the  factory  is  being 
operated  day  and  night  turning  out  the  12- 
ounce  Rawhide  saddle  for  which  this  ooin- 
pany  has  a  large  number  of  orders  Ibooked. 


TRANSFER  OF  CHIEF  CYCLE  CO.  PROPERTY. 

The  League  Cycle  Works  of  Milwaukee, 
successors  to  the  League  Cycle  Mfg.  Co., 
purchased  the  balance  of  the  stock,  tools, 
fixtures  and  machinery  of  the  Chief  Cycle 
Mfg.  Co.  of  that  city  last  ^Saturday,  and 
besides  putting  up  about  500  Chief  bicycles, 
is  in  a  position  to  furnish  repair  parts  to 
the  owners  of  the  Chief  machines. 


PERPETUAL  PEDAL  PATENTED. 

The  Perpetual  separable  pedal  manufac- 
tured by  Edmunds  &  Metzel,  115  Monroe 
street.  Chicago,  is  now  fully  protected  by  a 
patent  granted  to  G.  F.  Marchant.  The 
draw-out  feature  of  the  pedal  barrel  which 


nONARCH  AND  DEFIANCE  BICYCLES. 

The  catalogue  of  the  Monarch  Cycle  Mfg. 
Co.  of  Chicago  has  been  issued  and  de- 
scribes fully  the  construction  and  methods 
used  in  the  manufacture  of  the  various  pat- 
terns of  Monarch  and  Defiance  bicycles.  The 
introductory  claim  made  by  the  company 
brings  out  the  point  that  Its  growing  capac- 
ity and  its  established  trade  position  permits 
it  to  turn  out  machines  at  lower  manufac- 
turing cost  and  to  market  them  with  less 
selling  expense  than  would  be  possible  in  a 
younger  and  smaller  factory.  Accordingly 
the  company  is  able  to  reduce  the  list  prices 
of  Monarchs  without  lowering  the  quality 
of  the  machines. 

On  all  but  the  Cooper  Special  racer  two- 
piece  hangers  of  special  construction  are 
used.    In  this  hanger  a  section  of  the  shaft 


■THE  STAR  SCREW  CUTTING  LATHE. 

The  accompanying  illustration  shows  the  latest  lorm  of  Star  screw  cutting  lathe  for  eithpr  foot  or  eneine 
power,  made  by  the  S^-neca  Falls  Mfg.  <  o..  of  Sf  neca  Falls,  N.  Y.  The  head  stock  has  a  t  oUow  spindle,  phos- 
phor bronze  bearings  and  improved  end  thrust  ball  bearings  which  greatly  reduce  friction  in  drilling.  The  tail 
Btock  is  fitted  with  an  adjustable  side  movement  device  useful  in  turnina  tapprs.  A  plain  gib  rtst  is  regularly 
fitted,  though  a  compound  rest  of  laie  construction  is  furnished  as  an  extra  attachment.  The  automatic  triction 
cross  and  longitudinal  feeds  arp  actuated  by  a  phosphor  bronze  worm  on  the  lead  screw  which  is  splined,  and 
for  all  work  except  screw  cutting  it  acts  simply  as  a  feed  rod,  and  therefore  the  ODly  wear  on  its  threads  is  in 
screw  cuttinff.  The  feed  may  be  thrown  in  or  out  of  contact  by  simply  turnifg  a  hand  knob  in  the  apron,  and 
will  feed  in  or  out  right  or  left,  cut  screws  right  or  left,  or  mav  be  thrown  out  of  gear  entirely  by  moving  a  lever 
in  the  head  f-tock,  without  changing  the  motion  of  the  f'Ot  or  driving  power.  The  cross-feed  will  be  found  valu- 
able in  a  large  variety  of  work,  as  it  secures  perfect  accuracy  in  turning  or  facing  up  work,  and  with  the  addi- 
tion of  simple  fixtures,  which  can  be  made  by  any  rrdinary  workman,  light  milline  may  be  done.  The  lead 
screw  is  provided  with  an  open  and  shut  nut,  which  is  thrown  in  or  out  of  contact  by  means  of  a  cam  lever  in 
the  apron.  It  will  cut  all  standard  threads,  from  3  to  64,  i'  elusive,  without  compounding  the  gears,  and  nearly 
all  threads  by  compounding  them.  The  foot  power  attachment  affords  a  walking  motion  and  can  be  started  or 
stoppi'd  instantly  and  may  be  operated  with  both  feet  when  sitting  or  one  foot  when  standing.  Countershaft  is 
furnished  if  desired.    The  lathe  is  lully  described  in  the  company's  catalogue  "B". 


The  Cycle  Age  and  Trade  Review 


457 


Graceful  Staunch  Reliable 


What  yon  get  for  your  money  Is  as  Important  as  the  amount  yon  pay. 


national  Bicycles 


«    ii 


have  an  unblemished  reputation.  They  have  always  given 
dealer  and  rider  satisfaction.  They  have  always  been  sold  at  a 
stable  price.  They  have  always  carried  the  greatest  number  of 
practical  yet  simple  improvements.  They  have  a  market  of  their 
own.  No  National  dealer  ever  suffered  cro=s  competition.  Every 
National  dealer  gets  the  benefit  of  his  efforts  in  increased  sales 
and  a  growing  number  of  satisfied  customers. 


Price  Is  relative.    Profits  are  predicted  by  good  business  men  on  some- 
thing besides  first  cost.    It's  the  NET  profit  you  want. 
Our  catalog  is  readable. 

national  Cycle  mfg.  eo. 

Bay  City.  micb. 

A  NATIONAL  RIDER  NEVER  CHANGES  HIS  HOUNT. 


Plain  Talks  on 
ANDRAE  Cycles 


VIII— Light  Roadster  for  Men,  $50. 

This  is  the  most  handsome  bicycle  built. 

Its  taking  points  have  been  turned  into  selling  points. 

There's  more  money  in  selling  than  there  is  in  talking.  We 
needn't  argue  that  vrith  agents. 

The  Andrae  improved  pattern  frame,  Andrae  rigidity,  quality, 
bearings  sell  the  bicycle  without  talk. 

The  Andrae  hub,  with  sprocket-like  flange  for  direct  spokes  is 
another  selling  point. 

This  light  roadster  is  to  be  shown  to  the  "elite"  of  your  city. 
There  is  no  reason  why  a  man  should  not  buy  an  Andrae  after  he 
sees  it. 

There  are  14  models  in  the  Andrae  line.  Every  one  a  seller  on 
sight.  Write  for  trade  prices  and  our  monthly  paper,  "The 
Andrae  Agent." 


Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 


Mention  The  Cycle  Age 


s*****s***********ss*s 


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The  Welcome  to 

Waverley 

BICYCLES 


This  year  is  phenomenal.  It  is  based  on  the 
good  service  Waverley  Bicycles  gave  their 
riders  all  through  1898,  and  on  the  profitable 
business  that  resulted  to  Waverley  agents. 
This  year  Waverleys  are  better  than  ever, 
with  more  talking  points,  and  yet  their  price 


is  but 


$40 


In  addition  we  provide  for  our  agents  a  lower- 
priced  line,  so  that  they  can  meet  the  de- 
mands of  everybody. 


Ivanhoe  Specials, 
Ivanhoe  Bicycles, 


$35 
$25  and  $26 


Waverleys  and  Ivanhoes  are  the  best  values 
ever  offered  to  the  public,  and  will  make  the 
Waverley  agency  more  desirable  than  ever. 
Write. 

INDIANA  BICYCLE  CO. 

INDIANAPOLIS,  IND. 

We  are  almost  ready  to  talk  about  our  perfected  Electric 

Motor  Vehicles.    Our  announcements  of  the  next 

few  weeks  will  be  interesting. 


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458 


The  Cycle  Age  and  Trade  Review 


Is  forged  together  with  each  crank  and  these 
are  locked  together  with  a  sleeve  having 
threads  of  different  pitch  but  both  right- 
hand,  so  that  when  the  sleeve,  which  also 
serve?  as  a  hub  for  the  sprocket  and  spider. 


Monarch  Chainless.    Price,  $75. 


M 

ik 

■  -A 

w 

^>..„  - 

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i^ 

1  \ 

P 

^im 

Model.70-U.  1).  Tandem.    Weight,  45  lbs.    Price,  975. 


Model  69-Comb.  tanUtm.    Weight,  45  lbs.    Price,  875. 


Model  6«,  Monarch— Weight,  25  lbs.    Price,  $50. 


Model  67,  Monarch— Weight,  25  lbs.    Price,  850. 


Model  64,  Defiance-  Weight,  25  lbs.    Price,  135. 

is  revolved  on  both  shaft    sections   at  the 
same  time  It  draws  them  together. 

A  change  toward  neater  appearance  that 
has  been  made  In  Monarch  patterns  is  In  the 
form  of  the  seat  cluster  lug,  which  Is  now 
clean  cut  and  devoid  of  bulklness.  The  stand- 
ard finish  is  plain  black,  highly  polished. 
Garford   and     Hunt     saddles,    and    Dunlop, 


Hartford  and   Morgan   &  Wright   tires   are 
the    regular   options   in   those   fittings.     The 
racer  will  be  fitted  with  Palmer  tires  if  de- 
sired. 
To  meet  the  popular  demand  for  one-piece 


Model  63,  Defiance— Weight,  26  lbs.    Price,  835. 


Cooper  Special  Eacer.    Wtight,  2l  lbs.    Price,  860. 

hangers  the  Cooper  Special  is  fitted  with 
such  a  hanger  of  the  company's  own  con- 
struction. There  is  no  threading  In  the 
barrel  ends,  the  cups  fitting  into  tapered 
seats,    as    may   be   seen   in   the   illustration 


herewith,  which  shows  the  construction  of 
the  hanger.  Besides  the  regular  line  shown 
here  in  full,  the  company  also  makes  a  pair 
of  up-to-date  machines  to  be  sold  at  popu- 
lar prices.  They  are  styled  the  King  and 
Queen. 

WILL  SUPPLY  BULLIS  GEARS. 

The  Bullls  ball  gear  will  be  handled  in  the 
west  and  south  by  the  Excelsior  Supply  Co. 
of  Chicago.  Considerable  improvement  hafe 
been  made  In  this  gear  since  it  was  first  no- 
ticed in  this  paper.  Drawings  descriptive  of 
the  changes  will  soon  be  supplied  readers. 


WANTS  GOODS  FOR  EXPORT  TRADE. 

The  Violet  Cycle  Co.  of  Westfield,  N.  J., 
has  just  completed  its  new  salesroom  and 
now  wants  quotations  on  goods  for  ex- 
port. Its  store  Is  located  in  the  suburban 
district  of  New  York,  easy  of  access  to 
buyers,  who  are  personally  conducted  to 
the  store  by  representatives  of  the  firm. 


FROST  GEAR  CASE  IN  NEW  HANDS. 

The  American  Mfg.  Co.  of  Indianapolis  has 
purchased  the  entire  business  and  patents  of 
the  Frost  Gear  Case  Co.,  and  Is  now  in  posi- 
tion to  supply  the  trade  with  the  well  known 
Frost  gear  covering. 


TRADE  NOTES. 


The  Miami  Cycle  &  Mfg.  Co.  of  Middle- 
town,  O.,  has  begun  the  manufacture  of 
its  well  known  Racycle  two-piece  crank 
hanger  at  Toronto,  Can.,  under  the  man- 
agement of  W.  E.  Houghton. 


C.  K.  Anderson,  164  La  Salle  street,  Chi- 
cago, 111.,  will  in  the  future  take  care  of  the 
western  sales  of  the  Hollenbeck  Rawhide 
saddle  made  by  the  Hollenbeck  Saddle  Co. 
of  Syracuse,  N.  T. 


Merit  Wins 
Its  Own  Reward 


Never  in  the  history  of  Saddle  man- 
ufacture has  the  record  won  by  the 
famous  Hollenbeck  Rawhide  Saddle 

been  equaled,  and  never  in  the  his- 
tory of  this  popular  saddle  has  the 
demand  for  it  been^so"great.= 


Thirty  high-class  bicycle  makers  are 
fitting  it  to  their  best  wheels,  while 
over  75  wide-awake  jobbers  are  dis- 
tributing the  12-Ounce  Rawhide  Trade 
Winner  at  factory  prices.  There  must 
be  a  reason  for  this  condition,  and 
there  are  several.  No  saddle  made 
combines  the  Lightness,  Beauty, 
Comfort  and  Durability  to  such  a 
great  extent.     Tnvestigafp 

The  Hollenbeck 
Rawhide  Saddle 


HOLLENBECK  SADDLE  CO. 

SYRACUSE,  N.  Y. 


The  Cycle  Age  and  Trade  Review 


459 


Cbe  Standard  Bar 
of  tbe  morld 


Has  15-inch  adjustment  and  25 
positions,  with  no  change  in  pitch 
of  grips,  same  as  demonstrated  at 
the  shows  in  Chicago  and  New 
VorV 


Om  fifty  of  tbe  leading  manufactur- 
ers are  supplying  tbese  Bars  as  tbeir 
regular  equipment.  ««««««•« 


Kindly  say  in  your  letter  Iq 
which  paper  you  saw  this  ad. 


Cbe  H^lly  liandle  Bar 
eotitpany 

Cievelana,  Obio,  U.  $.  J\. 


MjKrAovsii, 


J    fOR  OOUaiE.  TIlBf  Tll'^j 

'  h^LsioR  stppw  ca.""" 


EX€ELSIOI^ 

Our  line  of  Famous  Cements  is  complete. 

Have  you  our  Prices? 


IvFAMOUsi 


siPl-siOR  sDPPDf  ca,  w 


-FOR- 

DOUBLE  TUBf 

TIRES 

i| 

■ACTUREDBy 

ORsuppiyoi 

CHICAGO 


EXCELSIOR  SUPPLY  COMPANY 

CHICAGO,  ILL. 

ESTABLISHED  1876.  Everything  for  Bicycle  Builders. 


Send  us  your  name  and  address 
for  our  new  cata- 
logue. 


fAMOUS 

Wood  riM 
iMENt 


FOR-     j 

•E-CEMENTINB 
DRESIBRIMI 

J  '' 

KWJaCTUREOerll 

Emaoflsumai 

[_  CHICCCO      \ 


1 


-fOR- 

PRESTO  RImI 

f*W;TUBEDBI 

fttQSIOflSUPPUKl 

CHICAGO 


POOD  Rll^ 

IMENI 

i'     -FOR-     ;i| 

|E-CEMENTING 
PRESTO  RIMS 

I^JfACTUREDBr'l 

fKCOSIORSUPPOfCJ 

L  CHICAGO 

h 


460 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


GATHERING  IN  PROVIDENCE 


League  Delegates  Assembling  to  Elect  Officers  and 
Settle  the  Question  of  Racing  Control. 


League  officials  and  state  delegates  have 
been  gathering  in  Providence,  R.  I.,  -dur- 
ing the  first  part  of  this  week  to  take  part 
in  the  annual  assembly  which  convenes 
there  today,  February  8.  President  Pot- 
ter and  a  number  of  other  prominent  ISiew 
York  state  members  arrived  Tuesday,  and 
delegates  from  other  eastern  divisions 
arrived  that  night,  while  later  ones  were 
expected  Wednesday  morning.  Illinois 
delegates  left  Chicago  Saturday  night. 
The  two  Canadian  delegates  from  the  C. 
W.  A.  and  belated  members  from  western 
states  were  looked  for  Wednesday  after- 
noon. 

The  first  day  will  be  devoted  entirely  to 
good  roads  matters  and  reports  on  road 
subjects,  and  there  will  be  a  dinner  at 
night,  given  by  the  Rhode  Island  Im- 
provement Association,  at  which  many 
people  prominent  in  cycling  and  good- 
road  work  will  speak.  It  is  believed  that 
the  complex  racing  situation  may  be 
cleared  somewhat  by  Thursday  night.  The 
tilt  between  the  faction  favoring  the  di- 
vorcing of  racing  from  the  League  and 
those  who  chink  the  League  should  con- 
tinue to  retain  control  of  the  sport  prom- 
ises to  bring  out  something  interesting. 

Election  of  officers  will  occur  on  Fri- 
day and  will  occupy  but  little  time,  there 
being  little  opposition  to  the  various  can- 
didates. 

Pennsylvania  Racing  Circuit  Formed. 

Philadelphia,  Feb.  6. — Local  racing  men 
are  greatly  interested  in  the  announce- 
ment of  the  formation  of  a  six-cornered 
circuit  by  prominent  clubs  in  the  follow- 
ing cities:  Williamsport,  Bloomsburg, 
Wilkesbarre,  Reading,  and  Allentown,  in 
Pennsylvania,  and  Binghamton,  in  New 
York.  Three-year  contracts  have  been 
signed  with  track  owners  in  each  town, 
and  as  at  present  arranged  at  least  four 
circuit  meets  will  be  run  off  at  each 
track.  All  these  towns  are  within  six 
hours'  ride  of  Philadelphia,  and  many  of 
the  Quaker  oity  flyers  have  announced 
their  intention  of  taking  in  the  circuit. 


Banker  Wins  the  Prize  of  Tunis. 

The  principal  event  of  the  race  meet 
run  at  Tunis,  Algiers,  January  22,  on  the 
winter  circuit,  was  the  great  prize  of 
Tunis  race  at  3,000  meters.  It  was  won 
by  George  Banker  in  4:45  by  several 
lengths  from  Tommaselli,  with  Grogna 
third.  The  track  was  small  and  gave 
the  American  a  slight  advantage.  For 
the  first  time  since  handicap  races  were 
inaugurated  on  the  circuit  Banker  was 
badly  defeated,  running  third  in  his 
heat,  with  Chavanne,  70  meters,  first, 
and  Coquelle,  40  meters,  second.  Grogna 
won  the  final  heat  from  15  meters  in 
1:22  1-5,  defeating  Coquelle,  who  ran  sec- 
ond. Banker  and  Tommaselli  won  the 
tandem  race  as  usual,  with  Coquelle  and 
Grogna  second. 

Pushing  Intercity  Path  Scheme. 

Washington,  Feb.  6.  —  The  Maryland 
Cycle  Path  Association  has  been  formed, 
with  the  object  of  promoting  the  con- 
struction of  a  cycle  path  between  Balti- 
more and  Washington,  and  it  is  under- 
stood to  have  good  backing  in  Baltimore. 
During  the  week  Conway  W.  Sams,  chief 
consul  of  the  Maryland  Division  of  the 
L.  A.  W.;  Park  Commissioner  Casey,  R. 


A.  Pfeffenhofer,  and  A.  H.  Harvey,  rep- 
resenting the  new  association,  were  in 
Washington  conferring  with  local  League 
officials  to  secure  the  co-operation  of  the 
Washin#on  wheelmen.  It  is  proposed 
to  capitalize  the  association  at  $5,000, 
consisting  of  5,000  $1  shares.  The  execu- 
tive committee  of  the  association  is  vest- 
ed with  power  to  increase  the  capital 
stock.  It  is  proposed  to  fix  the  initia- 
tion fee  at  ?1,  which  shall  be  in  lieu  of 
the  first  year's  dues.  After  that  there 
will  be  an  annual  fee  of  the  same 
amount.  Every  member  is  to  be  pro- 
vided with  an  emblem,  which,  when 
placed  upon  his  bicycle,  shall  entitle  him 
to  the  use  of  all  paths  built  by  the  asso- 
ciation during  the  calendar  year  for 
which  his  dues  are  paid. 


OPPOSING  STONEHAN'S  BILL 


New  York  Cyclists  Preparing  to  Defeat  Proposed 
Law  Allowing  Towns  to  Regulate  Cycling. 


Road  Training  on  the  Coast. 

San  Francisco,  Feb.  6. — The  middle  and 
long  distance  riders  who  are  now  here 
training  for  the  coming  races  to  be  held 
on  the  coast  by  the  American  Cycle  Rac- 
ing Association  are  doing  some  fast  work 
on  a  three  and  a  half-mile  stretch  of 
boulevard  which  skirts  the  ocean  out  at 
the  Golaen  Gate.  Most  of  the  pacing  is 
done  by  Henry  Fournier  on  his  motor 
pacing  machine,  and  miles  much  under 
two  minutes  have  been  cut  out  day  after 
day.  aller  hangs  onto  the  rear  wheel 
of  the  motocycle  with  a  tenacity  that 
makes  the  other  riders  jealous.  Fred- 
ericks, the  Swiss  rider,  has  been  training 
hard  lately,  and  Miller  says  that  he  is  to 
be  most  feared  of  any  of  the  long  dis- 
tance riders.  Waller  is  also  afraid  of 
the  Swiss.  Miller  has  been  demonstrat- 
ing his  ability  to  ride  unpaced  by  doing 
some  flying  half-mile  sprints,  in  one  of 
which  he  covered  the  distance  in  1:00  1-5. 
The  Kennedy-Michael  aggregation  have 
established  bachelor  quarters  and  en- 
gaged a  Chinaman  as  housekeeper. 


Southern  Cyclists'  Second  Meet. 

New  Orleans,  Feb.  6. — The  Southern 
Cyclists'  Association  held  its  second  Sun- 
day race  meet  here  January  29.  The  east- 
ern professionals  were  in  good  humor, 
and  though  they  knew  that  their  win- 
nings would  not  net  them  a  week's  board, 
each  strove  hard  to  win  the  various 
events.  An  informal  meeting  of  the  mem- 
bers of  the  association  was  held  at  the 
track  and  it  was  decided  to  hold  another 
Sunday  race  meet  February  12,  the  Sun- 
day immediately  preceding  Mardi  Gras. 
The  summaries  of  the  principal  events 
follow: 

Half-mile  open — D.  Kramer,  first;  Miller, 
second;  G.  Kramer,  third.    Time,  1:17. 

One-mile  handicap— Repine,  15  yards,  first; 
Verilhac.  30  yards,  second;  G.  Kramer,  25 
yards,  third.    Time,  2:34. 


No  Memorial  Day  Race  in  Denver. 

The  last  decoration  day  road  race  in 
Denver  under  the  auspices  of  the  Asso- 
ciated Cycling  Clubs  of  that  city  has  been 
run,  the  association  having  voted  at  a 
meeting  held  last  week  to  abandon  the 
race  on  that  day  in  deference  to  the  re- 
quests of  the  G.  A.  R.  Hereafter  the  day 
will  be  left  to  the  old  soldiers  and  an- 
other selected  for  the  annual  road  race. 


Cities  and  towns  in  Massachusetts  are  em- 
powered to  lay  out  and  maintain  cycle 
paths,  and  in  Ohio  the  county  commissioners 
have  been  authorized  to  levy  a  license  tax 
of  $1  a  year  on  bicycles  and  with  the  pro- 
ceeds to  construct  and  keep  in  good  shape 
such  paths  as  may  be  deemed  desirable.  The 
legislature  of  New  York  Is  now  considering- 
a  similar  proposition. 


Representative  Stoneman,  from  Catta- 
ragus  county,  N.  Y.,  is  meeting  with  vig- 
orous opposition  since  he  began  in  the 
state  legislature  to  foster  his  proposed 
enactment  for  the  amendment  of  the 
town  law  in  relation  to  regulating  the 
use  of  bicycles.  Wheelmen  responded 
heartily  to  the  appeal  of  the  New  York 
state  division  of  the  L.  A.  W.  in  its  re- 
cent circular  calling  on  cyclists  through- 
out the  state  to  oppose  the  bill  in  every 
way  possible,  and  if  the  power  of  the 
wheelmen  of  New  York  amounts  to  much 
politically,  the  bill  is  apt  to  meet  an 
early  and  violent  death.  At  least  so  the 
wheelmen  hope. 

Instead  of  proposing  a  law  that  would 
be  universal  in  its  scope,  Mr.  Stoneman 
deems  it  desirable  to  enact  a  law  which 
would  lead  to  confusion  and  constant  dif- 
ficulty because  of  conflicting  ordinances 
in  different  towns  by  providing  that  the 
town  board  of  any  town  may  adopt  ordi- 
nances regulating  the  speed  ot  bicycl'^s 
on  any  highway  in  the  townsliio  outside 
of  a  city  or  village;  requiring  or  prohibit- 
ing the  use  of  bells  or  lamps  on  those 
highways;  prohibiting  riding  on  side  or 
foot  paths,  and  may  prescribe  fines  for 
violation  of  the  above  not  exceeding  $5 
for  each  offense.  One-half  of  each  fine, 
according  to  the  proposed  law,  is  to  be 
given  to  the  person  giving  evidence  of 
the  violation. 

The  bill,  if  it  passes  the  legislature  and 
becomes  a  law,  will  directly  injure  every 
wheelman  in  the  state  who  rides  out  of 
his  own  township,  and  for  tourists  it  will 
cause  untold  annoyance.  One  township 
might  have  a  speed  limit  of  five  miles, 
the  next  a  limit  of  eight  miles,  and  a 
third  of  ten  miles,  and  the  tourist,  un- 
less he  were  familiar  with  the  various 
ordinances  and  knew  exactly  where  one 
township  ended  and  the  next  began, 
would  doubtless  in  the  course  of  a  good 
day's  riding  unconsciously  and  innocent- 
ly violate  several  ordinances  and  make 
himself  liable  to  several  fines.  In  one 
town  there  might  be  an  ordinance  requir- 
ing the  carrying  of  bells  and  in  the  next 
an  ordinance  prohibiting  them. 

It  is  hard  to  conceive  what  good  to 
anyone  the  originator  of  the  bill  believes 
can  come  out  of  it. 


Unpopular  Measure  Defeated. 

When  the  bill  to  prevent  the  trundling 
of  bicycles  along  the  sidewalks  of  Phila- 
delphia, which  was  introduced  into  com- 
mon councils  by  Frank  M.  Riter,  director 
of  public  safety  at  an  annual  pittance 
of  $10,000,  came  up  for  discussion  last 
Thursday,  the  city  solons  poked  all  man- 
ner of  fun  at  the  bill,  one  of  them  even 
going  so  far  as  to  offer  a  jocular  amend- 
ment forbidding  the  riding  of  bicycles 
within  tne  city  limits.  Afterward,  when 
the  time  came  to  vote  on  the  measure, 
not  a  single  ballot  in  its  favor  could  be 
mustered.  The  A.  C.  C,  backed  by  the 
wheelmen  of  the  city  generally,  was  re- 
sponsible for  its  downfall,  and  Director 
Riter  is  breathing  dire  vengeance. 


Boston  Gets  the  Meet. 

It  has  been  officially  announced  by 
Secretary  Abbot  Bassett  of  the  L.  A.  W. 
that  the  result  of  the  mail  vote  of  the 
delegates  on  the  question  of  the  location 
of  the  '99  meet  gives  Boston  the  choice. 


The  Cycle  Age  and  Trade  Review 


461 


r^ww^^^^^w^ 


m'mw^r^^wm'W^n  mm  w^im 


WHEELER  SADDLES 

HAVE  ALWAYS  BEEN  MADE  WITH  THAT 
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:OUR  LINE  FOR  '99  COMPRISES  BUT  FOUR  DISTINCT  MODELS : 
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••SPECIAL"  Roadster  .     .     .     An  ornament  to  any  wheel. 
••CORK-TOP"  Racer     .     .     .     Light  and  Graceful.  Jtjt^ 

These  saddles  are  made  and  finished  in  the  care- 
ful and  stylish  manner  that  has  always  character- 
ized Wheeler  Saddles. 

Send  for  samples  of  the  most  popular  saddle  on 
the  market. 

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1427-1457  Woodward  Ave.,  DETROIT,  MICH. 

Chicago  Distributing  Agents:    HIBBARD,  SPBNCER  &  BARTLBTT. 
New  York  Distributing  Agents:    HARTLEY  &  QRAHAn. 


There  May  Be  Others 

But  they  cannot  beat  the<^<^<^ 

..  1899  .. 

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THE  SIMPLEST  QAS  LAMP  ON  THE  MARKET. 

Place  your  order  early  to  Insure 
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The  Orient  Automobile 

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It's  not  strange  that  the  Orient  factory 
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462 


The  Cycle  Age  and  Trade  Review 


Altogether  there  were  249  votes  cast.  Of 
these,  Boston  received  159  and  Buffalo  90. 


NEWS  IN  BRIEF. 

Denver  cyclists  are  planning  to  petition 
the  Colorado  legislature  to  set  aside  each 
year  a  day  to  be  known  as  "Wheelmen's 
day,"  and  to  declare  it  a  legal  holiday. 

Press  reports  state  that  Jimmy  Michael 
and  his  traveling  fellows  were  recently  in- 
strumental in  removing  two  dying  trainmen 
from  the  debris  of  a  wreck  near  San  Anto- 
nio, Cal. 

The  eastern  racing  men  who  sought  for- 
tune in  New  Orleans  are  sadly  trying  to 
gather  together  $15  firsts  and  |3  thirds  to 
purchase  transportation  to  some  other  part 
of  the  country. 

The  racing  men  who  are  planning  a  trip 
to  the  Argentine  Republic  will,  if  successful, 
follow  "Plugger  BiU"  Martin  to  South  Af- 
rica, where  bicycle  racing  is  in  a  most  flour- 
ishing condition. 

The  amateur  racing  men  of  France,  being 
dissatisfied  with  the  existing  rules  govern- 
ing their  branch  of  the  sport,  are  on  the 
verge  of  organizing  and  formulating  new 
rules.  They  will  not  atetmpt  to  form  a  new 
league,  but  will  ask  the  Cyclists'  Syndicate 
of  Northern  France  to  take  charge  of  their 
interests. 

The  eight-lap  track  which  Jack  Prince  has 
been  building  in  Houston,  Tex.,  has  been 
completed  and  racing  was  begun  on  it  Sun- 
day, February  5,  local  riders  competing.  The 
races  are  scheduled  to  last  until  late  Tn 
April,  and  it  is  probable  that  some  of  the 
men  now  racing  in  New  Orleans  will  go  to 
Houston  in  search  of  better  prizes. 

"Hub  clubs"  are  already  in  existence  and 
in  process  of  formation  among  the  wheel- 
men of  Philadelphia  who  intend  visiting  Bos- 
ton at  the  time  of  the  League  meet.  A  spec- 
ified amount  is  paid  into  a  common  fund 
each  week,  and  by  August  next  the  moneys 
so  paid  will  have  simounted  to  a  sum  suf- 
ficient to  pay  the  expenses  of  the  entire  club 
for  the  trip. 

Philadelphia  wheelmen  are  preparing  to 
dabble  in  politics  a  little  at  the  coming  local 
election.  Thomas  Hare,  president  of  the  As- 
sociated Cycling  Clubs,  has  been  nominated 
for  com-nion  council  in  the  Thirty-second 
ward  on  an  independent  ticket,  and  every 
bicycle  rider  in  the  ward  Is  being  urged  to 


break  party  ties  regardless  of  previous  af- 
filiations and  vote  for  him.  His  chances 
are  considered  good. 

Charles  G.  Kilpatrick,  the  one-legged  trick 
rider  and  globe  trotter,  has  recently  re- 
turned from  a  trip  to  Cuba,  where,  accord- 
ing to  his  own  statement,  he  rode  down  the 
famousi  slope  at  San  Juan. 

The  development  of  bicycle  racing  among 
college  men  has  led  to  the  suggestion  that 
that  form  of  sport  be  conducted  separately 
from  other  college  sports,  and  doubtless 
after  the  regular  annual  meeting  of  the  In- 
tercollegiate association,  to  be  held  the  lat- 
ter part  of  this  month,  a  distinct  organiza- 
tion will  be  formed.  The  Intercollegiate  Bi- 
cycle Association,  if  it  materializes,  may 
work  in  conjunction  with  the  L.  A.  W.,  and 
if  so,  will  prove  a  strong  ally. 


MISCELLANEOUS. 

A<TertlBement8  nnder  thle  head  6  cents  per  word  first 
Insertion,  8  cents  per  word  each  insertion  thereafter.  Cash 
with  order.  Express  orders,  postoffice  orders,  or  stamps 
received. 


WANTED 


"WANTED— A  man  having  full  knowledge  of  the 
manufacture  of  double-tube  bicycle  tires  and  innpr- 
tubes.  Address  G.  H.  R.,  Postoffice  Box  1553,  New 
York,  N.  Y.  1 


WANTBD— Position  with  bicycle  factory;  foreman 
or  contract;  15  years'  experience;  understand  every 
part  of  wheel,  also  horseless  carriages.  Seinfeld, 
209  W.  115th  St.,  New  York. 


MANTTB'ACT'CRBIIS— Gentleman,  trained  en- 
gine r  with  central  London  office,  many  years'  exper- 
ience in  the  cycle  trade,  largt-  connection  amongst 
manufacturers,  factors,  shippers  and  agents,  is  open 
to  take  up  and  thoroughly  work  through  travellers 
and  himself  a  good  sole  agpnoy  for  cycles,  compon- 
ents or  stampings,  etc.;  best  firms  only  entertained. 
R.  M.  P.,  care  Cycle  Age. 


■WANTED— Bicycle  dealers  and  repairmen  to  send 
us  25c  in  stamps  or  otherwise  and  we  will  send  them 
a  receipt  for  making  the  best  and  cheapest  puncture 
proof  fluid  in  the  country;  easily  made  Very  effec- 
tive; prolongs  life  of  rubber.  Ft.  Wayne  Novelty 
Co.,  Ft.  Wayne,  Ind. 


FOR  SALE 


I^OR  BXCHANOB— High  class  hubs  and  two- 
piece  hangers  for  machinery.  Address  C.  H.  B.,  care 
Cycle  Age.  * 


IfOR  SAJiE— A  lot  of  238  high  class  wood  handle 
bars  in  perfect  condition.  The  best  offer  takes  them. 
Address  E.  C.  S.,  care  Cycle  Age. 


FOR  SAI,E— Half  or  whole  Interest  for  patent  in 
cane  covered  grips.  Address  A.  R.  Wiens,  225  Cedar 
St ,  Milwaukee.  1 


GET  THE  GENUINE. 


DIAMOND  E  slir 


and  you  will  find  this  trade  mark 


TRADE 


MARK 


on  every  spoke.     It  is  conceded  to  be  the  most  important  feature  of  the  season. 
Western  Office.  .  EXCELSIOR     NEEDLE    CO., 

204  Lake  St.,  CHICAGO.  Torrington,  Conn. 


THE  HART  &  COOLEY  MFG.  CO.,  So.  Chicago,  111. 


HOT  and  eOLD  ROLLED  STEEL 

Geo.  Nash  &  Co.,  General  Sales  Agents,  35  South  Canal  Street,  CHICAGO. 


NO.  12. 

ADVANCE 

LIGHT 

POWER, 

IZS'LBS. 


Advance 
Drills... 


FOR 

BICYCLE 

REPAIRERS. 

Well  made, 
Light  draft, 
Continuous  auto- 
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and  Styles... 

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to 

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Liquid 

Brazina 

Crucibles 


All  sizes  and  shapes  as  required 
to  fit  any  make  of  furnace, 
made  by  the  original  makers 
of  brazing  crucibles  and  the 
largest  and  oldest  manufactur- 
ers of  plumbago  or  graphite 
crucibles  in  the  world. 


JOSEPH  DIXON  CRUCIBLE  CO., 

Jersey  City,         •        =        =      New  Jersey. 


Its3Ves  from 
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force. 


to... 

BICYCLE 
MANUFACTURERS. 

The  riders  of 1899 
will  Insist  upon 
tbeir  ■wheels  being 
equipped  with 

"The  Star 
Ball  Retainer." 

Send  us  samples  of 
Cups  and  Cones  and 
write  for  prices. 


tmh 


Vol,  XXII— No.  16. 


CHICAGO,  FEBRUARY  16,  1899. 


New  Series  No.  65, 


CANADIANS  WILL  NOT  COMBINE 


Rumor  That  Big  Concerns  Were  About 

to  Pool  and  Save  Home  flarket 

from  Invasion. 


A  week  ago  it  was  whispered  in  some 
of  the  large  manufacturing  centers  thac 
a  plan  was  afoot  to  bring  about  the  con- 
solidation of  half  a  dozen  large  cycle 
making  concerns  in  Canada,  save  in  the 
neighborhood  of  $200,000  annually  in  the 
marketing  of  their  joint  product,  arrest 
or  completely  cTioke  off  the  competition 
which  American  makers  give  Canadian 
manufacturers  in  the  Dominion,  and,  in 
short,  bring  about  a  state  of  affairs 
among  Canadian  makers  which  will  lead 
to  the  return  of  more  prosperous  condi- 
tions than  have  been  reigning  for  the 
past  twelve  months. 

The  Story  Emanated  from  Chicago. 

Upon  presenting  this  information,  as 
it  was  disclosed  through  a  former  Cana- 
dian now  resident  in  Chicago,  to  the 
leading  cycle  manufacturing  concerns  in 
the  Dominion,  it  was  ascertained  that  it 
had  no  foundation.  No  such  project  has 
ever  been  broached  to  Canadian  makers, 
and,  while  they  have  naturally  desired  to 
stem  the  flood  of  machines  exported  from 
this  country  to  theirs,  yet  they  do  not 
see  any  hope  of  accomplishing  such  a  re- 
sult by  pooling.  That  part  of  the  rumor 
which  credits  the  Canadian  makers  with 
a  desire  to  reduce  expenses  in  the  mar- 
keting of  their  products  is  one  which 
has  been  under  discussion  in  every 
quarter  of  the  United  States  and  Canada 
since  the  cycle  industry  began. 

Details  of  the  Alleged  Consolidation. 

As  the  story  goes,  it  was  the  intention 
to  form  a  monster  consolidation  among 
the  Canadian  cycle  makers,  the  prefer- 
red stock  or  aebentures  to  be  issued  ac- 
cording to  the  valuation  of  the  various 
plants  which  desired  to  form  part  of  the 
combination.  Common  stock  was  to  be 
issued  for  good  will.  It  was  hinted  that 
such  a  consolidation  could  be  brought 
about  within  a  period  of  four  months, 

Canadian  Makers  Enter  Denials. 

The  Planet  Cycle  Works,  of  Toronto, 
was  much  surprised  upon  being  informed 
by  the  Cycle  Age  that  gossip  of  the 
nature  above  set  forth  was  current.  The 
firm  emphatically  declared  that  there  was 
not  the  least  chance  of  the  scheme  ever 
being  given  vital  form. 

The  McBurne  &  Beattie  Company,  of 
Toronto,  replied  stating  that  there  was 
no  foundation  for  the  rumor,  that  no 
such  scheme  was  ever  broached  to  the 
Canadian  Manufacturers'  Association, 
of  which  the  firm  is  a  member,  that  the 
scheme  was  impracticable  and  visionary. 

The  Canadian  Typograph  Co.  and  other 
firms  responded  in  similar  vein. 


cycle  board  of  trade  opened  last  Satur- 
day evening  and  was  well  attended  and 
alive  with  local  interest.  More  than  thir- 
ty makes  of  bicycles  were  exhibited  by 
the  respective  local  dealers  handling 
them,  and  in  addition  was  an  exhibition 
of  horseless  carriages  and  motor  tricy- 
cles which  attracted  a  large  part  of  the 
spectators'  interest.  A  feature  of  the 
show  that  is  proving  a  drawing  card 
among  the  cycling  fraternity  is  the  con- 
test for  a  $100  prize  for  the  most  popular 
bicycle  club  in  western  Pennsylvania.  The 
cycle  board  of  trade  is  not  attempting  to 
make  money  out  of  the  show,  being  satis- 
fied to  come  out  of  the  affair  even  with 
expenses. 


SADDLE   PRICES  NOT  TO   RISE 


n,  &  n.  W.  CO.  BURNED  OUT 


Million  Dollar  Fire  Causes  Total  Loss  to  Supply 
Company— Other  Cycle  Stock  Ruined. 


The  Manufacturers  &  Merchants'  Ware- 
house company  of  Chicago  has  been  com- 
pletely burned  out  at  a  loss  of  between 
$100,000  to  $150,000  by  a  terrific  fire  that 
totally  destroyed  the  seven-story  brick 
warehouse  at  10  to  24  West  Water  street 
Tuesday  night. 

Among  the  fifty  or  more  other  firms 
which  sustained  losses  amounting  to  from 
$2,000  to  $100,000  were  Kelley,  Mans  & 
Co.,  bicycles  and  supplies,  $80,000;  H.  E. 
Graves,  bicycles,  $10,000,  and  J.  B.  Bar- 
nett  &  Co.,  bicycle  supplies,  $5,000.  The 
M.  &  M.  W.  Co.  carried  $65,000  insurance. 
Kelley,  Maus  &  Co.,  $100,000,  and  H.  E. 
Graves.  $10,000. 

The  building  was  known  as  the  Traders' 
warehouse  and  was  built  seven  years  ago. 
It  was  of  improved  mill  construction  and 
was  claimed  to  be  the  finest  warehouse  iji 
the  west,  but  within  a  few  hours  after  the 
starting  of  the  fire  at. 9: 15  in  the  morning 
the  walls  had  fallen  and  it  was  a  smolder- 
ing heap  of  ruins. 

Frozen  fire  plugs  hindered  the  firemen 
so  that  it  was  eight  minutes  before  the 
first  stream  of  water  was  playing  on  the 
fire,  and  before  it  was  gotten  under  con- 
trol thirty-five  engines  and  two  fire  tugs 
were  at  work. 

The  fire  started  in  a  pile  of  hemp  lying 
in  contact  with  a  steam  pipe. 


CONTENTS. 


Opening  of  Pittsburg  Show. 

The  cycle  show  now  being  held  in  the 
old   city  hall  at  Pittsburg  by   the  local 


Begins  Tardy  Retrenchment 
Columbus  Agents  Satisfied 
Editorial      -        .        .        =        = 
Brazing  By  Immersion 
Spanners  for  Bicycles 
The  Only  Effective  Protest 
Exports  for  Twelve  Months 
Commerce  in  Foreign  Markets 
Dealers  Feel  Trade  Pulse 
Subjects  of  General  Interest 
War  for  Cheaper  Carbide 
Gear  Generating  Machines 
Motor  Tricycles  in  U.  S. 
Invite  American  Competition 
U.  S.  Motor  Vehicle  Patents 
The  Pastime  and  Sport 
Sailing  on  Skates      .        -        = 
Information  for  Buyers 


Page 
465 
465 
467 
469 
470 
471 
471 
472 
474 
475 
478 
479 
482 
483 
484 
486 
490 
492 


Outline  of  Policy  to  Be  Pursued  By  the 

American  Saddle  Company — Work= 

ing  Capital  Subscribed. 


On  February  8  in  Cleveland,  Ohio,  the 
stockholders  of  the  American  Saddle 
Company,  with  a  capital  stock  of  $1,800,- 
000,  elected  directors,  and  the  latter 
elected  the  following  ofiicers: 

A.  L.  Garford,  president  and  general 
manager. 

S.  S.  Kurtz,  vice-president. 

Heman  Ely,  secretary  and  treasurer 
pro  tem. 

The  following  board  of  directors  was 
elected:  A.  L.  Garford,  J.  A.  Hunt,  S.  S. 
Kurtz,  D.  F.  Prince,  L.  H.  Foster,  M.  B. 
Johnson  and  B.  F.  Yates. 

Mr.  Garford  is  at  the  head  of  the  Gar- 
ford company;  Mr.  Hunt  is  the  active 
force  in  the  Hunt  company;  Mr.  Kurtz  is 
the  ruling  spirit  in  the  Gilliam  company; 
Mr.  Prince  directs  the  fortunes  of  the  P. 
&  F.  company;  Mr.  Foster  controls  the 
affairs  of  the  Wheeler  company;  Mr. 
Jo'hnson  is  a  lawyer  representing  the 
Brown  company,  and  Mr.  Yates  is  the 
representative  of  the  Canadian  factory 
of  the  Wheeler  company  located  at  To- 
ronto. 

The  Men  Who  Will  Excercise  Control. 

The  American  Saddle  Company  will  be 
controlled  by  an  executive  committee 
consisting  of  Messrs.  Garford,  Foster, 
Kurtz  and  Prince. 

Of  the  capital  stock  $800,000  is  prefer- 
red and  the  remainder  common.  The 
Garford,  Hunt,  Gilliam,  P.  &  F.,  Wheeler 
and  Brown  companies  will  continue  to 
manufacture  the  patterns  with  which  the 
name. of  each  establishment  has  been  pe- 
culiarly identified,  but  under  the  direc- 
tion of  general  managers  who  will  be  sub- 
ject to  the  executive  committee  of  the 
new  organization.  The  American  Saddle 
Company  takes  control  of  all  the  plants 
from  January  1  of  the  present  year,  each 
establishment  having  agreed  to  turn  over 
its  business  to  the  new  company  free  of 
incumbrance. 

New  Working  Capital  Subscribed. 

In  the  valuations  put  upon  the  various 
plants  all  quick  assets  were  thrown  in, 
and  only  the  actual  value  of  each  plant 
paid  for  with  stock.  Then  a  new  work- 
ing capital  of  $200,000  was  subscribed  in 
a  single  day.  No  prospectus  was  issued, 
a  fact  which  by  itself  sufliciently  indi- 
cates the  confidence  of  investors  in  the 
new  company. 

It  is  not  improbable  that  all  goods 
shipped  from  the  various  factories  will 
be  invoiced  direct  from  the  mills  instead 
of  from  the  general  offices  of  the  new 
company,  which  are  located  in  the  Ameri- 
can Trust  building  fronting  the  square 
in  Cleveland.  This,  however,  is  a  matter 
which  has  not  yet  been  fully  decided. 

For  the  remainder  of  the  selling  sea- 
son no  noteworthy  changes  will  be  made 
either  in  the  methods  of  selling  or  man- 


464 


The  Cycle  Age  and  Trade  Review 


nei"  of  manufacture.  What  may  happen 
next  year,  however,  is  a  matter  of  such 
considerable  interest  that  it  is  well  to 
let  the  head  of  the  American  Saddle 
Company  talk  to  the  point. 

"It  is  not  the  purpose  of  the  American 
Saddle  Company  to  increase  the  price  of 
saddles,"  says  Mr.  G-arford.  "Such  never 
has  been  the  purpose.  It  is  a  well  known 
lact  that  the  saddle  business  had  got  to 
that  point  where  many  models  were  sold 
for  less  money  than  they  cost  to  manu- 
facture. This  consolidation  of  saddle 
making  interests  will  endeavor  to  reduce 
the  cost  of  manufacture,  and  by  the  eli- 
mination of  the  expense  of  conductiiig 
and  separately  managing  many  concerns 
it  is  hoped,  with  present  prices,  there  will 
be  a  fair  profit  in  future  operations.  It 
is  in  the  saving  of  cost  of  marketing  our 
products,  as  well  as  in  their  manufacture, 
that  we  hope  to  make  our  profit,  and  not 
by  the  raising  of  prices. 

Will  Lessen  Saddle  Patterns. 

"It  Is  our  purpose  to  reduce  the  num- 
ber of  saddle  patterns.  At  the  present 
time  each  concern  in  the  American  Sad- 
dle Company  is  putting  out  from  ten  to 
twenty  different  styles.  This  has  had  a 
tendency  to  confuse  bicycle  makers,  and 
through  the  competition  among  the  bi- 
cycle makers  the  public  has  got  the 
impression  that  there  is  no  end  to  the 
sauale  options  which  they  may  demand. 
As  a  result  saddle  manufacturers  have 
been  compelled  to  make  more  patterns 
than  were  actually  necessary,  and  in  turn 
have  loaded  the  bicycle  makers  with  pat- 
terns which,  if  not  wisely  bought,  have 
proved  very  burdensome.  We  hope  to 
eliminate  a  large  number  of  models  that 
heretofore  have  had  but  limited  sale  and 
leave  only  standard  types.  That  such  a 
plan  is  not  impossible  of  accomplishment 
is  demonstrated  by  what  has  taken  place 
in  tire  manufacture  and  in  other  branch- 
es ot  the  industry  which  are  not  cumber- 
ed with  unnecessary  patterns.  We  will 
therefore  select  from  among  the  con- 
cerns now  in  the  American  Saddle  Com- 
pany the  models  which  are  most  popular 
with  riders  and  endeavor  to  find  demand 
exclusively  for  those  patterns." 

All  the  Year  Round  Hanufacture. 

Every  effort  of  the  American  Saddle 
Company  will  be  bent  toward  that  in- 
dispensable condition  for  really  economic 
production,  namely,  all  the  year  round 
manufacture.  The  undoubted  advantages 
which  the  concern  will  have  in  the  mat- 
ter of  purchasing  stock  will  enable  it  to 
buy  cheaply  and  to  make  metal  parts, 
such  as  clips,  screws,  bases,  plates,  etc., 
mufih  cheaper  than  those  articles  are  now 
being  produced. 

The  commercial  value  of  a  high  pur- 
chasing capacity  is  best  understood  when 
it  is  stated  that  annually  there  is  the  sum 
of  $750,000  to  be  spent  by  the  concerns 
now  consolidated.  If  it  is  found  that  cer- 
tain work  common  to  all  of  the  concerns 
in  the  big  company  can  be  manufactured 
cheaper  in  one  establishment  than  in  an- 
other, the  one  which  can  produce  most 
cheaply  will  be  instructed  to  take  care 
of  the  work.  The  value  of  this  method 
of  distributing  work  will  be  apparent 
even  to  those  who  may  not  coincide  with 
all  the  views  entertained  by  the  Ameri- 
can Saddle  Company,  for  it  is  well  known 
that  the  cost  of  labor  in  the  production  of 
the  cheaper  forms  of  saddles  is  much  less 
in  certain  parts  of  the  country,  where 
conditions  are  favorable  for  manufactur- 
ing, than  in  others,  where  wages  are 
high  and  consequently  cheap  produc- 
tion is  out  of  the  question. 

No  Radical  Change  Till  July. 

It  is  not  the  intention  to  make  any 
very  striking  changes  in  the  prevailing 
methods  of  merchandising  saddles  before 
July  or  August.  By  the  arrival  of  that 
time,  however,  the  true  work  of  the 
American  Saddle  company  will  be  start- 


ed, and  as  fast  as  goods  are  turned  out  of 
the  various  factories  they  will  be  ware- 
housed and  hence  will  be  ready  for  in- 
stant delivery  in  large  quantities  at  any 
time  manufacturers,  jobbers,  agents  or 
riders  may  want  them.  The  fact  that 
the  executive  body  of  the  American  Sad- 
dle Company  considers  that  half  a  dozen 
standard  types  of  saddles  are  sufficient 
to  be  reckoned  as  standard,  and  the  fur- 
ther fact  that  it  is  the  intention  to  con- 
line  manufacture  almost  exclusively  to 
such  standard  patterns,  will  operate  to 
prevent  the  product  from  getting  out  of 
date  unless  some  unlocked  for  change  in 
the  taste  of  the  general  public  should 
take  place. 

Will  Energetically  Seek  Foreign  Trade. 

It  is  highly  probable  that  the  big  com- 
pany will  estaDlish  depots  in  many  of  the 
principal  cities  in  foreign  countries.  Al- 
ready each  of  the  establishments  in  the 
new  company  has  built  up  an  extensive 
foreign  trade  and  several  of  the  mills 
will  send  almost  200,000  saddles  abroad 
this  year.  Just  how  the  product  intended 
for  foreign  countries  will  be  marketed 
is  as  yet  undetermined,  although  it  is 
not  unlikely  that  Markt  &  Company,  who 
have  signalized  their  usefulness  to  seve- 
ral of  the  concerns  in  the  American  Sad- 
dle company,  will  act  as  general  foreign 
distributing  agents  for  the  combined 
interests. 

Plans  for  the  Future. 

Something  more  than  the  mere  con- 
tinuation of  the  present  methods  of 
manufacture  is  intended  by  the  new  com- 
pany, for  negotiations  are  already  afoot 
for  the  purchase  of  the  latest  and  best 
machinery  for  construction  of  all  kinds. 

The  company  lays  special  stress  upon 
the  fact  that  it  owns  most  of  the  valuable 
patents  on  saddle  construction,  and  an- 
nounces its  intention  to  take  aggressive 
steps  for  the  protection  of  its  property. 


OPENING  DAYS  FAVORED 


Dealers  of   Detroit  and   Columbus   Will  flake   Si- 
multaneous Individual  Displays. 


'i  he  Detroit  cycle  board  of  trade  has  de- 
cided to  have  a  general  spring  opening 
of  the  bicycle  stores  of  that  city  on  March 
1,  2,  3  and  4.  Stores  wiil  be  open  day  and 
night  and  will  be  attractively  decorated 
anu  illuminated.  There  are  fourteen 
members  in  the  board. 

Arrangements  for  a  bicycle  show  in 
Springfield,  Mass.,  were  completed  by 
jonn  Adams,  manager  for  the  local  agen- 
cy of  the  Cleveland  firm,  last  week,  and 
the  exhibition  was  to  open  this  week 
Tuesday.  Twenty  booths  were  provided 
and  neatly  trimmed.  Most  of  the  spaces 
were  rented  by  local  firms. 

Special  efforts  to  interest  women  in 
cycling  are  to  be  made  at  the  spring  cycle 
snow,  to  be  held  March  24  to  April  1,  in 
Grand  Central  Palace,  New  York  City, 
under  the  management  of  Allen  S.  Wil- 
liams. The  display  will  include  exhibits 
of  drop  frame  and  women's  diamond 
frame  bicycles,  acessories  for  the  con- 
venience and  comfort  of  women  riders, 
and  ladies'  costumes,  shoes,  etc.  Prizes 
are  to  be  presented  for  the  most  ingen- 
ious and  meritorious  cycle  or  sundry  de- 
vice invented  by  a  woman  and  for  the 
largest  number  of  century  bars  and  rac- 
ing medals  won  by  female  riders. 

The  Associated  Cycle  Dealers  of  Balti- 
more met  repently  and  decided  not  to 
hold  a  show  in  the  spring  under  its  own 
auspices,  nor  to  take  part  in  any  show- 
no  matter  by  whom  conducted.  The  rea- 
son given  for  this  action  was  that  their 
busy  season  is  expected  to  begin  about 
March  1  and  it  would  be  unwise  to  take 
their  time  from  their  stores.  It  was  the 
concensus  of  opinion  among  those  pres- 
ent that  more  bicycles  will  be  sold  this 


year  than  last  and  that  during  the  spring 
and  early  summer  months  at  least  there 
will  be  all  the  business  the  dealers  can 
transact. 

The  Columbus,  0.,  cycle  board  of  trade 
met  last  week  and  decided  to  have  a 
grand  opening  of  their  stores  on  March 
1,  2,  3  and  4,  each  firm  to  have  an  indi- 
vidual display. 

The  New  Haven,  Conn.,  Y.  M.  C.  A.  will 
hold  an  exhibition  of  bicycles  the  last 
three  days  of  this  week  for  the  benefit  of 
the  twenty  cycle  dealers  in  that  city. 

New  Bedford,  Mass.,  is  to  have  a  local 
show  opening  next  Saturday  evening  and 
continuing  until  February  25,  under  the 
management  of  Theodore  Bayliss. 

Retail  dealers  of  Grand  Rapids  assert 
that  nothing  is  further  from  their 
thoughts  than  the  holding  of  a  bicycle 
exhibition  this  spring,  as  proposed  by  W- 
Montague  Perrett,  as  they  expect  to  be  so 
busy  next  month  that  they  cannot  take 
their  goods,  clerks  and  their  own  time 
from  their  stores  to  attend  a  show.  Even 
during  the  winter  they  have  made  sales 
enough  to  make  it  worth  while  to  be  in 
constant  attendance  at  their  respective 
stores.  It  is  said  that  the  show  held  three 
years  ago  proved  a  detriment  to  the  busi- 
ness of  all  who  participated. 

A  movement  is  on  foot  in  Erie,  Pa.,  to 
interest  the  bicycle  dealers  in  a  local  bi- 
cycle show  and  carnival  to  be  held  at  the 
opening  of  the  riding  season  in  March. 


CHANGES  AMONG  DEALERS 


New  Jobbing  Firm  Formed  in  Newark— Westfield, 
Mass.,  Dealer  Declares  Bankruptcy. 


John  Cockburn,  who  carried  on  a 
strictly  jobbing  business  last  year  at  504 
Broad  street,  Newark,  N.  J.,  has  entered 
into  partnership  with  Lindley  Underbill, 
Jr.,  late  manager  of  the  Liberty  Cycle 
Co.  of  567  Broad  street,  same  place,  for 
the  past  five  years.  The  new  firm  will 
job  bicycles,  fittings,  supplies  and  sun- 
dries on  an  extensive  scale,  buying  and 
selling  for  cash  only,  at  the  latter  ad- 
dress, 

W.  D.  Wilmot,  formerly  selling  and  re- 
pairing bicycles  in  the  Casino  building  in 
Pall  River.  Mass.,  has  removed  to  101 
North  Main  street,  in  the  same  city. 

Alanson  A.  Sanborn,  a  Westfield,  Mass., 
bicycle  dealer  who  has  been  in  business 
with  Fred  E.  Gridley  under  the  style  of 
A.  A.  Sanborn  &  Co.,  has  filed  a  petition 
in  bankruptcy  in  Boston.  Total  liabilities 
are  placed  at  $810,  against  assets  of  $285. 

H.  M.  Snyder  &  Co.,  cycle  dealers  in 
Detroit,  have  been  burned  out  ab  a  loss 
of  $2,000  by  a  fire  that  occurred  Febru- 
ary 4. 

Marion  Black  has  retired  from  the  bi- 
cycle business  of  Meyer  &  Black  at  Fort 
Wayne,  Ind.,  and  the  concern  will  in  the 
future  be  known  as  the  Meyer  Cycle  Co. 


Boston  Dealers  Organize. 

The  organization  of  the  Boston  Cycle 
Dealers'  Protective  Association  was  com- 
pleted last  week,  and  J.  F.  Scott  elected 
for  president  and  Albert  King  for  secre- 
tary, each  to  serve  one  year.  Steps  were 
taken  to  establish  a  bureau  of  credits  and 
collections,  which  will  begin  operations 
at  once  and  take  care  of  this  year's  busi- 
ness. An  executive  committee,  consist- 
ing of  D.  S.  Pratt,  W.  S.  Atwell  and  J.  A. 
Cushing,  was  chosen  to  serve  three 
months.  All  dealers  in  cycle  sundries  and 
parts  have  been  invited  to  join  the  asso- 
ciation. 


The  Kirk  Mfg.  Co.  of  Toledo  has  in- 
stalled an  acetylene  gas  generator  in  its 
home  retail  store  and  will  hereafter 
lighten  the  premises  by  this  means  only. 


The  Cycle  Age  and  Trade  Review 


465 


BEGINS  TARDY  RETRENCHMENT 


BASES  HOPE  ON  AUCTION  SALES 


Australia's   Largest  Agency   Struggling 

to  Recover  from  Extravagance  - 

The  Tire  Trade. 


Sydney,  Jan.  16. — The  largest  cycle 
agency  In  Australia,  having  branches  in 
every  colony,  now  finds  itself  compelled 
to  resort  to  auction  sales  and  to  retrench 
expenses  in  various  ways  in  order  to  keep 
alive  after  two  years  of  extravagance. 
This  is  the  Austral  Cycle  Agency,  which 
made  a  huge  effort  to  monopolize  the  en- 
tire trade  throughout  Australia,  but 
failed  signally  in  the  attempt.  The  large 
losses  sustained  during  the  past  two 
years  are  a  matter  of  common  gossip 
among  the  cycle  dealers  of  the  island  con- 
tinent, who  have  frequently  been  heard 
to  say  in  the  past  twelvemonth,  "I'll  give 
them  another  three  months  to  keep 
alive,"  yet  the  firm  is  still  extant. 

Large  Salaries  and  Racing  Expenses. 

However,  the  agency  has  begun  a  policy 
of  retrenchment,  beginning  with  the  ad- 
vertising, and  has  disbanded  its  pacing 
teams,  and  it  is  believed  that  the  racing 
men  under  contract  will  soon  be  given 
notice  to  quit.  At  the  present  time  all 
the  best  racing  men  of  Australia  are  em- 
ployed by  the  firm  and  their  wages  and 
percentage  of  winnings  must  amount  to 
very  nearly  $500  per  week. 

(Xher  examples  of  the  heavy  expendi- 
tures that  have  led  up  to  the  present  la- 
mentable state  of  affairs  are  the  drawing 
of  a  salary  of  $7,500  by  the  director  of  the 
firm  and  of  the  payment  of  salaries  of 
$2,500  to  each  of  the  managers  of  the 
head  depots  in  the  several  colonies. 

Auctioning  Off  Englisli  Machines. 

Great  endeavors  have  been  made  by 
this  agency  to  push  ungainly  and  inferior 
bicycles  of  English  manufacture  on  which 
a  number  of  racing  men  have  sustained 
serious  accidents  on  track  and  road. 
These  machines  sell  in  England  for  $65, 
while  the  Austral  Cycle  Agency  sells 
them  here  for  $140  and  lists  them  in 
western  Australia  at  $150.  Just  before 
Christmas  an  auction  sale  of  100  new  and 
second-hand  machines  of  several  makes 
was  held  in  Adelaide,  at  which  it  is 
claimed  an  average  price  of  $55  was  real- 
ized. If  this  is  so,  it  was  the  best  auc- 
tion sale  that  has  occurred  in  Australia. 
On  Christmas  eve  another  auction  was 
held  in  Melbourne,  at  which  eighty-five 
machines  were  put  up  and  the  majority 
were  disposed  of.  They  were  all  made  in 
England.  The  highest  price  realized  was 
$80  for  a  road  racing  machine,  while  some 
of  the  bicycles  went  as  low  as  $32.  Two 
women's  bicycles  brought  $69  each. 

Today  another  auction  is  being  held 
here  in  Sydney  to  dispose  of  100  bicycles 
of  the  same  make  as  those  sold  in  Ade- 
laide and  Melbourne.  It  is  hardly  possi- 
ble that  this  sale  will  be  as  successful  as 
the  previous  sales,  for  the  cycle  business 
is  none  too  brisk  in  Sydney  and  this  auc- 
tion will  make  it  still  worse. 

Instalment  Sales  Make  Second  Hand  Stock. 

The  Goold  Bicycle  company  and  the 
Sydney  Cycle  company  are  suffering  the 
usual  consequences  of  too  liberal  instal- 
ment sales  and  now  find  themselves  bur- 
dened with  enormous  stocks  of  second- 
hand machines  recovered  from  riders 
who,  having  purchased  them  on  a  first 
cash  payment  of  $10  and  monthly  pay- 
ments of  $5,  rode  them  three  months  and 
refused  to  make  further  payments.  The 
well  known  firm  of  Scott  &  Morton 
wrecked  itself  on  this  same  innocent 
looking  coast  of  easy  payments  a  few 
years  ago. 

Judging  from  the  enormous  profits  re- 
alized from  the  sale  of  doul>le  tube  tires 


in  this  country  at  $15.75  per  pair,  there 
should  be  an  excellent  opportunity  for 
some  American  firm  to  reap  a  harvest  by 
introducing  double  tube  tires  to  sell  for 
about  $12  a  pair.  They  would  have  to  be 
good  tires,  however,  properly  handled, 
and  capable  of  standing  rough  usage  as 
the  Australian  roads,  which  are  very 
rough,  combined  with  the  excessive  heat, 
soon  ruins  and  finds  the  weak  spots  in  an 
inferior  tire.  Eighty  per  cent,  of  the  Aus- 
tralian riders  use  the  double  tube  tires. 

F.  Grimley,  dealing  extensively  in  bi- 
cycles in  Sydney,  is  stocked  almost  to  the 
roof  with  American  machines  of  1897  and 
1898  production.  One  of  these  makes 
which  he  is  pushing  is  being  sold  at  the 
ridiculously  low  price  of  $40.  When  he 
clears  his  stock  he  may  quit  selling  bi- 
cycles and  confine  his  attention  to  the 
sale  of  sundries,  of  which  he  sells  a  large 
quantity. 

Adopting  Wider  Handle  Bars. 

There  is  a  growing  tendency  in  both 
Sydney  and  Melbourne  to  abandon  the 
very  narrow  dropped  handle  bars  in  favor 
of  others  a  little  wider. 

A  firm  of  Canadian  manufacturers 
claims  to  have  sold  1,800  bicycles  in  Vic- 
toria last  season.  If  this  is  correct  it 
sold  as  many  machines  as  any  other  firm 
in  that  colony. 

All  the  Beeston  Humber  bicycles  of  1898 
production  which  were  imported  into 
Australia  were  fitted  with  a  double  chain 
stay,  which  was  said  at  the  time  to  be  a 
permanent  feature.  This  year,  however, 
all  the  new  machines  of  this  make  being 
landed  here  have  only  the  usual  single 
stay.  Riders  found  the  double  stay  sat- 
isfactory when  chain  wheels  of  large  di- 
ameter were  used,  as  greater  power  was 
given  to  resist  the  nigh  strains  of  big 
gears,  but  when  low  gears  were  fitted  the 
least,  slackening  of  the  chain  caused  a 
continued  tapping  on  the  upper  stay 
which  gave  great  annoyance  to  the  riders. 
This  feature  has  therefore  been  discarded, 
so  far  at  least  as  the  Australian  trade 
is  concerned. 


COLUMBUS   AGENTS   SATISFIED 


NO  CALL   FOR  THIRTY   INCHERS 


SUES  THE  BONDSMAN 


A  Columbus  Rider  is  Unable  to  Satisfy  Judgment 
Against  Bicycle  Protective  Company. 


Suit  has  been  brought  by  Lyman  D. 
Wood  of  Columbus.  O.,  against  the  Co- 
lumbus bondsman  of  the  Toledo  Bicycle 
Protective  Association  of  Toledo  against 
which  judgment  was  rendered  some  time 
ago  in  favor  of  the  plaintiff  for"  $52  and 
costs  for  failure  to  make  good  the  loss  of 
a  bicycle  stolen  from  him. 

The  company  failed  to  settle  the  judg- 
ment and  did  not  appeal  the  case,  leaving 
it  to  the  successful  plaintiff  to  recover 
the  amount  as  best  he  could.  There  were 
no  available  assets  of  any  kind,  and  in 
case  there  were  no  local  bondsman  the 
only  recourse  of  the  judgment  holder 
would  be  to  sue  on  the  basis  of  stock  lia- 
bility, which  would  be  very  costly  and 
which  few  would  undertake. 

Execution  was  ordered  February  1  and 
placed  in  the  hands  of  the  sheriff  at  To- 
ledo, who  found  that  there  was  nothing 
available  at  the  offices  of  the  association 
that  would  justify  seizure. 

The  company  is  composed  of  two  law- 
yers and  a  manager.  Efforts  to  learn 
who  the  other  stockholders  are,  if  there 
are  any,  have  been  unsuccessful. 


A  new  process  for  the  manufacture  of 
calcium  carbide  which  will  so  cheapen  its 
cost  that  it  can  be  sold  at  retail  for  3 
cents  per  pound  has  been  invented  by  I. 
S.  Prenner.  The  process  has  been  suc- 
cessfully demonstrated  at  the  Armour  In- 
stitute, Chicago,  and  a  plant  is  to  be 
erected  at  Maquoketa,  Iowa. 


Heavy  Sales  of  High  Priced  Machines- 
Good  Work  Done  By  Local  Board 
of  Trade. 


Columbus,  O.,  Feb.  13. — The  promised 
demand  for  machines  with  30  inch  wheels 
has  not  materialized.  Towards  the  close 
of  last  year  every  dealer  was  led  to  ex- 
pect, from  all  the  noise  which  appeared 
in  the  papers  concerning  these  models, 
that  the  higher  priced  goods  with  28  inch 
wheels  would  be  completely  superseded. 
Such,  however,  is  not  the  case.  A  con- 
stantly increasing  demand  is  noticed  for 
chainless  models,  this  increase  being 
reckoned  by  what  was  discoverable  last 
year.  It  is,  however,  yet  too  early  to 
make  accurate  predictions  touching  the 
sale  of  chainless  models. 

Good  Business  Anticipated. 

From  March  1  to  4  the  members  of  the 
board  will  formally  open  the  retail  sea- 
son, each  dealer  in  his  own  store.  Indi- 
cations point  to  a  very  good  business  for 
the  coming  season.  Many  more  machines 
have  already  been  sold  thus  early  in  the 
season  than  is  usual  in  local  trade,  and, 
strange  to  relate,  the  early  customers  are 
not  seeking  cheap  bicycles,  but  want  the 
better  grades. 

Effective  Organization  Work. 

The  local  cycle  board  of  trade,  which 
now  includes  all  the  leading  dealers  in 
the  city,  has  been  very  successful  in  the 
past  year.  Two  branch  houses  do  not 
affiliate  with  the  board,  but  are,  however, 
in  hearty  sympathy  with  its  general 
aims.  So  much  money  was  lost  in  1897 
by  giving  away  lamps,  bells  and  other 
sundries  in  order  to  encourage  purchasers 
of  bicycles  that  the  board  last  year  strin- 
gently bound  its  members  to  abolish 
this  practice  and  was  very  successful  in 
the  effort,  in  the  case  of  one  firm  having 
been  instrumental  in  saving  almost  $800 
as  a  result  of  abstinence  from  the  prac- 
tice. This  agreement  will  continue  this 
season. 

What  is  Left  Undone. 

A  schedule  of  prices  on  sundries  and  re- 
pairs will  be  adopted.  Last  year  many 
sundries  were  sold  at  cost,  even  less.  No 
effort  will  be  made  to  regulate  the  prices 
of  new  machines,  or  the  trading  prices 
for  second-hand  machines,  of  the  terms 
on  which  machines  may  be  sold.  It  has 
been  found  in  practice  that  the  members 
of  the  board  do  not  view  these  subjects  in 
the  same  light. 

Receiver  for  Invictus  Fittings  Co.    ■ 

The  Invictus  Cycle  Fittings  company  of 
Chicago  went  into  the  hands  of  the  Chi- 
cago Title  &  Trust  company  as  receiver 
last  Wednesday,  upon  application  filed  by 
the  Port  Chester  Bolt  &  Nut  company  of 
New  York,  the  Crosby  &  Mayer  company 
of  Buffalo,  N.  Y.;  the  Hawthorne  Manu- 
facturing company  of  Maine,  Morris  & 
Bailey  of  Pittsburg,  and  Frederick  Voss 
of  Chicago,  who  claim  to  hold  an  indebt- 
edness against  the  Invictus  company  ag- 
gregating $2,600. 


Ewald  Mfg.  Co.  Incorporated. 

The  Ewald  Manufacturing  company  of 
Chicago  has  been  incorporated  with  capi- 
tal stock  of  $15,000  10  manufacture  bicy- 
cles and  fittings.  The  incorporators  are 
G.  H.  Somers,  William  E.  Ewald  and  J. 
Charles  Barker.  The  company  has  for 
some  time  been  making  hangers  and 
other  parts.      

A  bill  has  been  introduced  in  the  Wiscon- 
sin legislature  which,  if  passed,  will  take 
bicycles  out  of  the  class  of  vehicles,  and  by 
so  doing-  cut  off  their  right  of  way  on  the 
road. 


466 


The  Cycle  Age  and  Trade  Review 


The  Record-Breaker  in  Past  Years 
The  Leader  Again  for  1899 


You  estimate  value  by  comparison,  always.    We  invite 

you  to  carefully  examine  our  Crescent  models  and 

compare  them  with  any  other  high  grade 

wheels  on  the  market. 

ADULTS'  CHAIN  MODELS,  $35 


Catalogue  No.  2,  Free  on  Application. 


CHICAGO-WESTERN  WHEEL  WORKS,  Makers— new  york 


r 


NEW    TESTIMONIALS     EACH    WEEK. 


u 


MILNA/AUKEE  TIRES 

^PUNCTURE  PROOF^= 


Pneumatic 


Resilient 


Single  Tube 


COPYRIGHT  1898,   3y  MILWAUKEE  PATENT  PUNCTURE  PROOF  TIRE  CO. 


Easy  Riding 


PRESENTING  TESTIMONIALS. 


CRANE  &  BARKHAUSEN,  Architects  &  Superintendents,  91  Wisconsin  Street. 

Milwaukee,  Wis.,  Dec.  1, 1898. 
Milwaukee  Patent  Punctuee-Proof  Tike  Co.,  Milwaukee,  Wis. 

Gentlemen;— I  have  ridden  one  of  your  tires  for  about  2,500  miles  and 
am  well  pleased  with  it.  Have  had  no  punctures  nor  any  other  trouble 
with  it  and  my  business  takes  me  into  all  sorts  of  places,  alleys,  etc.,  full  of 
glass,  nails,  etc.,  but  I  never  pay  any  attention  to  any  of  them  and  have  had 
no  trouble  as  yet.  Yours  truly,       (Signed)    Chas.  D.  Crane. 


North  Milwaukee,  Wis.,  Dec.  1, 1898. 
Milwaukee  Patent  Punctuee-Proop  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:— Your  favor  of  recent  date  at  hand,  and  in  reply  will  say 
that  I  am  only  too  pleased  to  give  my  opinion  of  the  tire  which  has  carried 
me  over  900  miles  without  a  single  puncture.  I  think  puncturing  your  tire 
is  all  out  of  question.  Furthermore,  I  think  that  they  are  very  much  eEisler 
riding  than  any  other  tire.    I  would  not  be  without  them  at  any  price. 

Yours  truly,  (Signed)    H.  Batch. 


Representatives  Wanted. 


Write  for  Prices  and  Otlier  Information. 


MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO..  MILWAUKEE,  WIS,,  U.  S.  A.   . 


The  Cycle  Age  and  Trade  Review 


467 


Entkbed  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  OflSces,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  82.00  per  year; 
in  foreign  countries  $6.00  per  year. 

AXL  remittances  should  be  made  to  The  Cycle  Age  Company. 


Bicycle  manufacturers  have  always  found  it 
BICYCLES  a  thankless  undertaking  to  attempt  limiting 
WITH  AN  their  customers  among  jobbing  houses  to  any 

ALIAS  given  territory  in  regard  to  the  reselling  of 

the  manufacturers'  products.  A  jobber  iu 
St.  Paul,  Minn.,  and  another  in  St.  Louis,  who  buy  the  same 
manufacturer's  bicycles  under  two  different  names,  but  of  iden- 
tical construction,  are  most  likely  to  clash  in  the  state  of  Iowa, 
for  example;  or  in  any  other  territory  whither  the  traveling 
representatives  of  both  firms  penetrate. 

This  clashing  regulates  itself  so  far  as  the  jobbers  are  con- 
cerned, but  otherwise  for  the  manufacturer  and  for  the  dealer. 
The  latter  who  has  perhaps  given  a  big  order  for  the  Blanque 
bicycle  from  St.  Paul  is  approached  by  the  drummer  from  St. 
Louis  who  offers  him  the  Phoenix  at  a  lower  price,  and  investi- 
gation discloses  the  absolute  identity  of  the  two  models,  barring 
the  nameplate.  It  is  evident  to  him  that  competitors  in  his  own 
and  neighboring  towns  will  be  in  position  to  underbuy  and  to 
undersell  him,  and  he  consequently  straightway  countermands 
his  first  order  if  he  can.  Further  than  this,  he  most  probably 
resolves  to  order  bicycles  henceforth  only  from  those  manufac- 
turers who  sell  to  retail  dealers  exclusively. 

Much  of  the  trouble  arising  from  such  cases  is  manifestly 
due  to  the  two-fold  nameplate.  If  the  manufacturer  would  re- 
fuse his  sanction  to  the  alias — 'freely  translated;  another  name 
in  another  place — jobbers  would  almost  necessarily  manage  to 
steer  clear  of  each  other  and  retail  dealers  would  not  necessarily 
look  upon  the  manufacturer  as  a  culprit  caught,  even  if  they 
are  always  inclined  to  consider  any  manufacturer  who  does  not 
market  his  goods  under  a  system  that  protects  the  retailer,  as  a 
good  man  gone  wrong. 

Says  a  dealer  who  writes  to  the  Cycle  Age  on  this  subject: 

We  have  cancelled  the  order  from  the  former  firm  and  asked  them  what  kind 
of  protection  we  shall  have.  We  are  a  very  small  "fry"  to  be  kicking,  but  how 
would  It  serra  to  be  placed  In  the  retail  trade's  position? 

Is  there  any  other  kindred  industry  in  which  a  financially 
sound  manufacturer  who  sells  to  the  wholesale  trade  does  not 
insist  upon  having  his  manufacture  recognized  under  one  name 
for  one  article  wherever  it  goes?  And  if  he  consents  to  an 
alias,  will  not  his  financial  standing  soon  be  doubted  and  his 
trade  dwindle? 

It  may  be  said  in  favor  of  the  cycle  shows 
DEALERS         which  have  been  held  this  year  and  of  those 

ON  THE  which  will  be  held,  that  they  all  serve  the 

LOOKOUT  purpose  of  reminding  the  retail  branch  of  the 
cycle  trade  of  the  possibilities  which  may  be 
in  front  of  it  in  regard  to  the  retail  marketing  of  motor  vehi- 
cles. 

It  was  learned  from  several  among  the  western  cycle  dealers 
who  visited  the  New  York  show  that  they  would  not  have  under- 
taken the  journey  if  it  had  not  been  for  their  desire  to  investi- 
gate motor  vehicles  and  see  with  their  own  eyes  to  what  extent 
mechanical  wagons  may  be  considered  practical  and  salable  in 
a  community  where  knowledge  of  their  construction,  virtues 
and  shortcomings  is  necessarily  limited  to  hearsay  evidence. 

The  results  arrived  at  are  now  seen  cropping  out  in  the 
columns  of  country  newspapers  in  the  form  of  interviews  with 
the  returned  investigators  in  which  it  is  particularly  pleasant 
to  note  the  tone  of  conservative  intelligence  displayed  by  them. 

They  are  not  by  any  means  blind  to  the  limitations  of  the 
various  types  and,  if  anything,  overestimate  the  troubles  that 
may  arise  from  breakage  and  repairs  of  gas  engine  vehicles.  It 
is  clear  to  them  that  hill-climbing  qualities,  such  as  are  indis- 


pensable for  all-around  travel  in  country  districts,  should  not 
be  looked  for  in  vehicles  in  which  the  driving  power  is  very 
heavy  in  comparison  with  the  "pay  load."  But  after  all  the 
main  conclusions  may  be  summed  up  in  the  words  of  one  of 
these  cycle  dealers  who  is  quoted  as  saying: 

The  dealers  who  ma'e  the  tiip  at  the  same  time  as  myself  are  eagerly  watch- 
ing every  move  in  horseless  carriage  development,  as  we  expect  it  to  prove  the  next 
expausion  of  our  business 

The  Cycle  Age  has  for  nearly  a  year  shared  this  opinion — 
with  all  the  reservations  which  the  financial  condition  of  the 
motor  vehicle  industry  and  the  cycle  trade  call  for — and  has 
given  a  great  deal  of  space  to  preparing  the  trade  for  approach- 
ing the  new  line  with  full  knowledge  of  all  the  problem; i  with 
which  motor  vehicle  builders  must  contend. 

Now  the  time  is  drawing  near  when  the  opportunity  for 
applying  any  knowledge  he  may  possess  to  practical  business 
may  at  almost  any  time  be  offered  the  enterprising  cycle  dealer, 
and  it  is  hardly  necessary  to  advise  him  to  round  off  the  Impres- 
sions Tvhich  he  has  already  received  through  the  pages  of  this 
piiper,  by  following  the  example  of  those  to  whose  jou'neyiiig 
reference  is  made  above. 

The  ideal  condition  for  the  retail  cycle  trade 
SUMMER  would  be  that  which  secured  to  each  dealer 

MONTH  bis   proportionate   share    of  business   and    a 

AGENTS  guarantee  that  his  vocation  would  not  be  ren- 

dered unsafe  by  the  unexpected  appearance  of 
marauders  during  the  active  selling  months.  The  futility  of 
wishing  for  such  a  happy  condition,  however,  is  nicely  illus- 
trated in  the  following  communication  from  a  Pittsburg  agent, 
who  laments  that  he  ever  fancied  the  severity  of  last  year's  com- 
petition would  act  as  a  check  upon  the  enthusiasm  of  aspiring 
newcomers : 

When  the  retail  season  of  1898  was  draviing  to  a  close  there  were  many  deal- 
ers here  who  abandoned  their  stores  and  said  that  they  were  out  of  business  for 
good.  The  few  who  remained  thought  Ihey  would  be  in  clover  this  season  owing 
to  the  retirement  of  competitors,  but  as  it  looks  now  there  will  be  a  lot  of  oew  firms 
engaged  in  the  scramble  for  trade,  at  least  for  four  or  five  months.  Well-established 
dealers  deplore  the  entrance  of  these  new  firms  in'o  a  fi  Id  from  which  others  were 
reluctantly  compelUd  to  retire,  for  they  foresee  a  repetition  of  the  conditions  which 
forced  their  predecessors  to  vacate. 

It  is  from  the  people  who  go  into  busine-s  for  four  or  five  months  the  trade 
suffers  most.  Not  only  are  they  themselves  hurt,  but  those  who  are  In  business  all 
the  year  around  as  well.  If  this  sort  of  thing  is  to  continue  manufacturers  will  get 
the  worst  of  it,  for  they  cannot  depend  for  supiwrt  upon  men  who  hop  into  the 
business  for  a  few  months  and  then  hop  imt  of  it  aeain  for  seven  or  eight  months. 
If  recognition  of  this  evil  is  not  forthcoming  by  makers  in  general  it  is  quite  likely 
that  the  hardware  and  harness  dealers,  who  are  just  now  being  sedulously  culti- 
vated by  traveling  men,  will  leave  the  latter  to  the  more  agreeable  work  of  scratch- 
ing the  acquaintance  of  people  who,  to  say  the  least,  are  unsound  because  they  are 
not  firmly  anchored. 

Overcrowding  of  agents  is  one  of  the  natural  results  of  over- 
crowding of  makers,  each  one  of  whom  is  but  too  anxious  to 
secure  representation  in  a  town  where  others  are  already  well 
entrenched.  Salesmen  from  factories  aim  to  get  the  best  repre- 
sentation possible  for  their  houses,  and  when  their  goods  are 
barred  from  the  floors  of  such  stores  as  command  the  bulk  of 
local  patronage,  they  turn  to  people  who  are  willing  to  enter  the 
lists  of  retail  competition,  and  immediately  there  is  a  weakening 
all  around. 

If  credits  are  carefully  examined  at  the  factory,  no  great 
harm  can  immediately  result  from  an  increase  in  the  number  of 
agents,  provided  the  increase  is  not  out  of  proportion  to  the 
population  and  common  prudence  is  exercised  in  selling.  After 
all  is  said  and  done,  the  much-discussed'  and  much-deplored  in- 
crease in  the  number  of  agents  will  eventually  find  its  own  rem- 
edy— perhaps  in  a  policy  which  in  self-defense  makes  it  compul- 
sory upon  firmly  established  agents  to  handle  many  models  in- 
stead of  a  few. 

:{:  «  ^  ^ 

Probably  it  would  not  injure  the  cycle  trade  if  all  its  manu- 
facturers of  note  should  become  prominently  identified  with  a 
movement  looking  to  something  beyond  profit-mongering  in  the 
narrowest  sense  of  the  word,  and  among  the  propositions  which 
have  been  advanced  the  following,  in  the  words  of  A.  G.  Spald- 
ing, seems  well  worthy  of  attention.    He  is  quoted  saying: 

I  believe  that  the  time  has  arrived  wh»n  the  bicyc'e  manufacturers  of  this 
country,  and  in  fact  I  may  say  the  makers  of  all  vehicles,  should  meet  in  an  annual 
convention  to  consider  ways  and  means  looking  to  the  advancement  of  road  mak- 
ing throughout  the  United  Stales. 


468 


The  Cycle  Age  and  Trade  Review 


BRAZING  BY  IfiriERSION 


Frame  Cleaning  flethods  Are  Wrapped  in  fluch   flystery 
When  Anti=Flux  is  Not  Used 


Whether  frame  joints  should  he  made 
to  suit  the  brazing  process  or  the  brazing 
method  should  be  adapted  to  the  frame 
joint  is  a  question  which  was  answered 
in  favor  of  the  first  proposition  a  couple 
of  years  ago  when  two  or  three  manufac- 
turers found  themselves  compelled  to 
abandon  certain  forms  of  flush  joints  be- 
cause it  proved  impracticable  to  braze 
them  with  any  assurance  that  the  work 
was  done  when  it  appeared  to  be  done. 

Air  Vents  for  Closed  Joints. 

The  same  question  is  now  repeated 
with  reference  to  dip  brazing  as  a  sort 
of  objection  to  the  method,  on  the  ground 
that  certain  forms  of  joints  are  so  con- 
stituted that  air  pockets  will  form  in 
them  and  prevent  the  penetration  of  the 
molten  spelter  unless  special  air  vents 
are  drilled  at  suitable  places  in  the  tub- 
ing, or  that  the  superfluous  spelter  can- 
not flow  back  into  the  crucible,  or  that 
screwthreads  cannot  readily  be  protected 
against  a  spelter   deposit. 

As  a  general  rule  the  same  joints  which 
present  these  diflQculties  with  dip  brazing 
must  be  handled  with  such  extraordinary 
skill  if  flame  brazing  is  employed  that 
the  prospect  of  getting  them  brazed  at  all 
properly  is  much  smaller  than  regard  for 
the  safety  of  cyclists  would  require.  And 
therefore,  if  dip  brazing  otherwise  con- 
tinues to  be  found  desirable  from  the 
points  of  economy  and  workmanship,  it 
seems  much  more  probable  that  the  joints 
which  are  unsuitable  for  the  process  will 
be  abandoned  than  that  a  process  will 
be  abandoned  which  is  preferable  for  all 
other  and  better,  joints. 

Cleaning  Frames  or  Preventing  Deposit. 

Manufacturers  who  have  pinned  their 
faith  to  any  of  the  styles  of  tube  connec- 
tions which  are  troublesome  and  have 
trained  a  crew  of  workmen  to  braze  these 
connections  by  the  old  method  until  An- 
ally obtaining  acceptable  results,  are 
naturally  loath  to  acknowledge  any  vir- 
tues in  a  process  which,  if  adopted  by 
them,  would  render  a  change  of  any  of 
their  favorite  styles  of  joints  advisable, 
but  while  they  are  hesitating  at  the  start- 
ing point,  which  really  presents  no  difla- 
culties,  their  competitors  are  working 
away  at  that  which  is  the  only  really 
serious  problem  in  connection  with  dip- 
brazing,  viz.,  the  economical  removal  of 
the  brass  film  from  the  exterior  of  the 
tubing  or  the  prevention  of  deposit  on 
any  part  of  the  frame  where  spelter  is 
not  required. 

For  these  more  advanced  manufactur- 
ers it  is  already  beyond  question  that 
dipping  makes  by  far  the  most  reliable 
union  and  that  spelter,  molten  and  kept 
at  a  uniform  and  suitable  temperature, 
may  be  absolutely  depended  upon  to  en- 
ter into  the  smallest  as  well  as  the  larg- 
est air  spaces  between  metal  parts  held 
under  the  level  of  the  molten  mass,  if 
only  an  upward  escape  for  air  is  provided 
while  the  spelter  enters  from  below. 

So  firmly  proved  is  this  assumption 
that  some  manufacturers  entirely  dis- 
pense with  flux  and  care  nothing  for 
capillary  attraction,  the  two  factors 
which  are  so  indispensable  for  flame 
brazing  and  yet  so  hard  to  control. 

Not  flux  nor  flow  nor  deposit  of  the 
spelter  troubles  the  dip  brazer  of  experi- 
ence, but  anti-flux,  limitation  of  flow  and 
removal  of  deposit. 

The  accompanying  illustration  shows 
something  of  what  may  be  accomplished 


by  purely  automatic  means  in  the  way  of 
cleaning  a  frame  which  has  been  dipped, 
so  as  to  prepare  it  for  enameling  or 
nickeling  or  both.  The  irame  to  the  fore 
in  the  picture  has  been  subjected  to  an 
alkaline  bath  by  which  most  of  the  ru- 
gosities of  spelter  deposit  have  been  re- 
moved. 

So  says  the  manufacturer  who  dipped 
it;  but  manufacturers  must  be  pardoned 
if  they  don't  tell  all  they  know  on  this 
subject.  If  they  have  reached  results 
which  are  satisfactory  to  themselves, 
they  are  not  anxious  to  give  others  the 
benefit;  and  if  they  are  still  in  the  dark 
they  don't  desire  particularly  to  adver- 
tise that  such  is  the  condition  of  their 
minds.  Mystery  is  their  policy;  filing 
their  last  resort;  and  meanwhile  they  are 


dispense  with  anti-flux  of  any  kind,  ex- 
cept where  it  is  necessary  in  order  to 
protect  screwthreads — as  in  many  styles 
of  bottom  brackets  whose  makers  still 
consider  it  permissible  to  screw  the  cups 
directly  into  the  frame  without  an  inter- 
vening shell  for  the  bearing  posts. 

Whether  anti-flux  is  used  or  not  there 
is  always  some  use  for  the  emery  belt, 
the  steel  brush,  the  sandblast,  the  filer, 
the  buflang  wheel,  or  other  forms  of  me- 
chanical abrasion,  if  it  is  intended  to  do 
enameling  of  high  grade  on  the  frame, 
but  it  may  be  hazarded  as  a  guess  that 
this  work  is  often  reduced  to  a  minimum 
when  a  superfine  finish  is  not  required. 

Pickling  the  frames  in  an  acid  bath  is 
talked  of  considerably  as  the  most  effect- 
ive and  cheapest  method  for  making  the 
filer's  work  easy  and  it  is  contended  that 
any  danger  which  may  be  courted  by  this 
process  in  the  way  of  injuring  the  steel 
tubing  i^  more  than  balanced  by  the  re- 
duced cft^nce  of  injuring  it  by  filing.  It 
is  said  that  in  a  factory  where  fliers 
formerly  touched  elbows  at  the  bench 
they  are  now  about  ten  feet  apart  by  vir- 
tue of  certain  vats  in  which  the  frames 
remain  about  45  minutes  and  from  which 
they  emerge  with  the  spelter  coating  en- 
tirely removed  with  the  exception  of  a 


T-SRe^      ^ 

w 

1   r 

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Ill'lii  ii_yii:iaBLJ:iyy-y"^ 

^■^■^■■HHI^^TSD^s''^ 

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m^m^mmMmMM^ 

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w  \ 

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^—^-^ 

The.  Cy^lc  Aot-,          "* 

The  joints  of  the  outer  frame  in  the  picture  were  cleaned  in  a  bath;  the  joints  in  the  under 

frame  are  coated  with  spelter. 


experimenting  with  every  imaginable  ex- 
pedient for  rendering  filing  unnecessary, 
and  find  it  no  hardship  to  keep  a  stiff 
upper  lip,  inasmuch  as  the  process  of  fil- 
ing the  comparatively  smooth  deposits 
which  result  from  dip  brazing  at  the 
proper  temperature  of  spelter,  is  after  all 
less  costly  than  the  removal  of  clots  and 
lumps  that  usually  remain  around  the 
edges  of  joints  after  the  fiame  brazer  has 
done  his  work. 

The  other  frame  in  the  illustration 
represents  the  condition  before  anything 
has  been,  done  to  smoothen  the  surface 
after  its  spelter  bath.  No  anti-flux  has 
been  used  to  prevent  deposit. 

Anti-Flux  Not  in  Favor. 

The  use  of  anti-flux  in  dip-brazing 
will  some  day,  when  facts  shall  have  been 
learned,  require  a  separate  chapter  in  de- 
scription of  the  art.  At  present  reports 
are  very  contradictory  and  of  a  contro- 
versial character  as  to  the  merits  of  vari- 
ous graphite  preparations.  It  seems  that 
a  majority  of  manufacturers    prefer    to 


small  lump  here  and  there  where  the 
brass  was  thickest.  The  method  should 
certainly  have  the  advantage  of  unifor- 
ity  in  results. 

Electrolytic  baths  have  also  been  con- 
sidered, the  idea  being  to  reverse  the 
method  used  for  electro  plating,  and  cause 
the  spelter  fllm  to  leave  the  tubing  and 
distribute  itself  in  the  bath.  It  is  not 
known  whether  it  is  practicable,  but  it 
appears  that  it  would  be  slow  and  ex- 
pensive. 

For  high  grade  work  in  connection 
with  dip-brazing  a  suitable,  quick  drying 
anti-flux,  which  will  not  scale  off  in  the 
bath  and  which  may  be  easily  removed 
after  the  bath,  still  seems  to  be  the  main 
thing  as  yet  unattained,  and  yet  worth 
attaining. 


The  German  branch  of  Markt  &  Co.  has 
been  sued  by  an  Austrian  concern  for  sell- 
ing Hartford  tires  which  bear  a  trade- 
mark similar  to  that  registered  by  thfi 
complainant. 


The  Cycle  Age  and  Trade  Review 


469 


TMESE.^ 
jTARE     THE 
ONLY 

Ijools  yoi/lU 

NEED. 


tHESE^ 
^ARE    THE 

ONLY 

STOOLS  YOi/llJ 

NEED. 


TRADE 
MARK 


y\.^ 


i^  i^ 


i^  i^ 


=80- 

MANUFACTURERS  ARE  FURNISHING 

Dunlop  Detachable  Cires 

On  that  wheels  AT  NO  EXTRA  COST,  either  wholesale 
or  tetz.il,  ^  ^  ^  ^  ^ 

Agents  should  see  that  the  manufacturers  whom  they  rep- 
resent are  among  this  number.    Write  us  about  it.  ^  ^  t^t  ^  <>* 

08^^  1899  WILL  BE  A  DUNLOP  YEAR^^^ 


CDe  Jfmerican  Dunlop  Cire  Company 

134  Cake  Street,  efticaso.  Belleville,  (nortD  newark)  n.  3.  36-3$  Combard  Street,  toronto. 


^fljf^f^^ 


TRADE 
MARK 


TMESE^ 
^ARE     THE 
ONLY 

Ijools  yoi/ilJ 

NEED. 


THESE^ 
if  ARE    THE 

ONLY 
isJOOLS  YOl/lLj 

NEED. 


The  Sterlin 


t( 


BUILT  LIKE  A  WATCH" 


THE   HIGHEST  TYPE   OF   QUALITY   AND    CONSTRUCTION. 

The  successful  Agent  is  the  one   who   identifies  his  own  reputation 
with  that  of  the  Bicycle  he  represents. 

Securing  the  Highest  Market  Price  for   an   inferior  wheel  makes  a 
sale  but  not  a  friend. 

THE  BEST  LOCAL  ADVERTISEMENT  IS  A  SATISFIED  RIDER 

No  wheel  is  TOO  GOOD  for  the  purchaser  who  pays  for  THE  BEST. 
Our  Proposition  and  Catalog  are  ready  for  Energetic  Agents 


STERUNO  OCLE  WORKS 

KtNOSIIi.WIS.       SENDraBOTAlOOUf 


STERLING  CVCLE  WORKS 


470 


The  Cycle  Age  and  Trade  Review 


SPANNERS  FOR  BICYCLES 


Best     Designs    for    Screwing   and     Unscrewing    Nuts    in 
Cramped  Quarters— Round  Nuts 


To  turn  a  square  nut  with  an  ordinary 
monkey  wrench  it  is  necessary  to  turn 
fully  90  degrees  at  each  grip  in  order  to 
get  a  new  hold,  unless  the  operator  can 
get  at  the  nut  on  all  sides,  and  in  close 
quarters  where  the  handle  of  the  wrench 
cannot  be  turned  around  more  than  90  de- 
grees the  monkey  wrench  is  therefore 
useless.  With  a  hexagon  nut  six  new 
grips  can  be  obtained  without  changing 
the  position  of  the  operator,  and  the  use- 
fulness of  the  tool  is  therefore  increased 
somewhat  by  using  hexagon  nuts  instead 
of  square  ones.  The  bulkiness  of  the 
jaws,  however,  frequently  reduces  the 
angle  over  which  the  wrench  can  be 
turned  to  less  than  60  degrees,  and  the 
tool  is  again  useless.  The  practical  value 
of  a  wrench  or  spanner  for  bicycle  work 
depends  therefore  largely  upon  the  num- 
ber of  new  grips  it  will  allow  for  effecting 
a  revolution  of  the  nut  from  one  position 
of  the  hand.  Square  nuts  should  never 
be  used  except  where  access  to  the  nut  is 
perfectly  free  and  unobstructed  by  the 
contiguity  of  other  parts. 

To  Avoid  Barked  Knuckles. 

A  monkey  wrench  can  only  be  used 
with  satisfaction  when  turned  with  the 
jaws  foremost,  so  that  the  strain  on  the 


loose  jaw  comes  toward  the  stock.  Every 
mechanic  knows  this,  but  riders  often  dis- 
regard it  and  get  marred  nuts  in  conse- 
quence. This  limitation  of  the  adjusta- 
ble wrench  means  something  more,  how- 
ever. It  means  that  a  monkey  wrench 
cannot  be  turned  over  and  applied  with  a 
new  grip  at  a  new  angle  as  can  a  prop- 
erly designed  spanner  with  fixed  jaws, 
and  by  this  limitation  the  monkey 
wrench  becomes  useless  in  all  cases  when 
contiguous  parts  prevent  the  jaws  from 
being  turned  all  of  60  degrees  and  also 
when  it  is  inconvenient  to  turn  the  stock 
60  degrees  at  one  grip. 

Spanners  designed  as  shown  in  Figs. 
1  and  2,  with  the  lines  of  the  working 
jaws  at  an  angle  with  the  main  direction 
of  the  handle,  have  the  great  advantage 
over  those  shown  in  Figs.  3  and  4,  that 
they  may  be  reversed  in  the  hand  after  a 
nut  has  been  turned  an  angle  which  is  4-5 
degrees  for  the  square  nut  and  30  degrees 
for  the  hexagon  nut,  and  may  then  be 
applied  to  the  same  flats  of  the  nut  and 
be  again  turned  45  and  30  degrees,  re- 
spectively, so  that  the  nut  is  turned  90  or 
60  degrees  while  the  handle  is  moved  over 
only  half  of  these  angles.  With  spanners 
of  this  description  nuts  can  therefore  be 
conveniently  turned  on  or  off,  though  the 
space  allowed  for  hand  motion  is  very 
limited. 

In  the  American  bicycle  industry  the 
advantages  of  spanners  have  been  very 


generally  recognized,  so  that  nearly  every 
manufacturer  of  bicycles  has  spanners 
made  specially  for  the  machines  of  his 
make,  but  as  a  rule  it  is  overlooked  that 
these  spanners  might  be  made  more  use- 
ful and  that  the  machines  themselves 
might  be  built  in  a  more  trim  style  if  the 


FIG.  3 


The  CnccAoE^ 
FIG.  4 


reversible  design  shown  in  Figs.  1  and  2 
were  adopted. 

The  disinclination  of  many  riders  to 
carrying  a  toolbag  has  probably  much  to 
do  with  the  preference  shown  for  span- 
ners, as  the  latter  are  lighter  of  weight 
and  more  compact  than  adjustable 
wrenches  and  may  be  carried  more  conve- 
niently in  a  pocket,  but  when  the  manu- 
facturer relies  on  the  spanner  furnished 
with  his  bicycles  to  the  ejjtent  of  placing 
nuts  in  such  manner  that  they  are  inac- 
cessible with  the  ordinary  bicycle 
wrench,  he  probably  commits  a  mistake, 
unless  he  also  supplies  a  leather  cover 
for  the  spanner  and  provides  for  its 
ready  attachment  to  one  of  the  frame 
tubes,  for  every  cyclist  who  habitually 
leaves  his  toolbag  at  home  is  liable  to 
find,  when  a  spanner  is  required,  that  it 
also  has  been  left  at  home  in  his  shed  or 
in  the  pocket  of  other  clothes  than  those 
he  is  wearing.  He  will  then  borrow  a  bi- 
cycle wrench  and  will  in  all  likelihood  fin- 
ish by  marring  the  nuts  which  were  in- 
tended to  be  operated  by  the  spanner 
only,  and  spoil  them  for  all  futurity,  span- 
ner or  no  spanner. 

A  Place  for  One  Tool. 

The  same  class  of  riders  who  object  tc 
the  regulation  toolbag,  because  it  is  large 


versa,  has  made  the  latter  so  as  to  be 
fitted  by  a  spanner  of  simple  design. 

Without  doing  violence  to  any  of  the 
proportions  and  dimensions  of  nuts  on  a 
bicycle,  it  is  quite  within  the  range  of 
possibilities  to  fit  them  all  with  a  single 
spanner  of  the  simplest  design,  if  all  the 
nuts  are  made  round  instead  of  hexagonal 
or  square  and  provided  with  notches  or 
holes  in  the  circumference.  And,  if  the 
holes  are  placed  close  together,  the  fur- 
ther advantage  would  be  gained  by  using 
round  nuts  exclusively  that  they  could  be 
turned  with  a  very  small  angle  of  rota- 
tion for  the  spanner  handle  on  the  prin- 
ciple on  which  an  alligator  wrench  is 
used.  In  other  words  the  manipulation  of 
the  spanner  would  be  made  very  conven- 
ient to  the  cyclist,  for  the  same  reason 
that  makes  the  spanner  of  the  design 
shown  in  Figs.  1  and  2  more  convenient 
tlfan  the  common  kind,  and  makes  a  hex- 
agon nut  more  convenient  to  turn  than  a 
square  nut  when  there  is  small  room  for 
hand  movement. 

The  objection  to  round  nuts  is  chiefly 
that  they  do  not  present  as  finished  an 
appearance  when  new  as  nickeled  hexa- 
gon nuts.  In  regard  to  this  opinions  are 
divided  and  on  the  other  hand  they  will 
look  better  when  old  than  a  marred  hex- 
agon nut.  Another  objection  is  the  im- 
practicability of  operating  them  with  a 
monkey  wrench,  if  the  spanner  should  be 
mislaid,  lost  or  left  at  home.  The  latter 
objection  is  much  reduced  if  a  special  re- 
ceptacle is  provided  for  the  spanner  as 
before  referred  to. 

A  Trial  Design. 

A  design  of  a  spanner  for  round  nuts 
which  would  presumably  fit  as  many  di- 
ameters of  nuts  as  there  is  need  for  on 
any  one  bicycle,  is  shown  in  Fig.  5.  The 
small  end  would  fit  axle  nuts  and  hub 
cones  and  the  large  end  crank  hanger 
cone  and  cone  lock  nut  and  seat  post  and 
handle-bar  expander  nuts.  If  cotter  pins 
were  used,  and  made  no  longer  than  nec- 
essary, the  cotter  pin  nuts  might  be 
kerfed  on  top  and  turned  by  means  of 
two  small  lugs  on  the  small  end  of  span- 
ner. If  cup  adjustment  were  used  the  de- 
sign of  the  spanner  should,  of  course,  be 
modified  to  suit  the  style  adopted,  but  in 
all  cases  it  would  seem  possible  to  devise 
an  instrument  which  alone  would  serve 
all  the  ordinary  requirements  of  the  cy- 
clist for  getting  at  the  mechanism  of  his 
mount,  tires  excluded,  and  which  could 
be  conveniently  disposed  of  on  the  bicycle 
in  a  manner  to  which  the  most  fastidious 
riders  would  not  object. 


French  Puncture  Closing  Compound. 

Another  recipe  for  making  puncture 
closing  liquid  comes  from  Lyons,  France, 
in  the  form  of  tne  specifications  of  a  pat- 


Tfi^CycLC  Aot^        I 


and  unsightly,  would  probably  not  object 
to  a  single  flat  tool  suitably  encased  and 
strapped  to  the  upper  rear  stays.  At  all 
events  it  hao  not  been  shown  that  they 
do  object,  for  the  practice  of  providing  a 
permanent  place  for  a  spanner,  and  for  it 
alone,  has  never  become  general.  Even 
for  those  who  carry  a  toolbag  it  would 
be  a  convenience  to  have  all  the  spanners 
separately  disposed  of,  as  it  is  the  tool 
which  is  most  frequently  in  requirement 
if  the  manufacturer  has  taken  care  to 
make  it  fit  all  adjustable  nuts,  cones,  ex- 
panders, etc.,  on  the  machine,  pr,  vice 


FIG.    5 


ent  granted  by  the  United  States  patent 
oflace  to  Antoine  Lovocat.  The  composi- 
tion is  as  follows:  Gutta  percha,  1  part; 
copaiba  or  other  balsam,  4  parts;  holly  or 
other  bird-lime,  4  parts;  Swiss  or  Bor- 
deaux turpentine,  2  parts;  saturated  so- 
lution of  celluloid,  4  parts;  chloroform  or 
any  other  solvent,  a  quantity  sufficient  to 
dissolve  the  gutta  percha  and  other  sub- 
staoceg  above  mentioned. 


The  Cycle  Age  and  Trade  Review 


471 


THE  ONLY  EFFECTIVE  PROTEST 


SHIPPING     BY     FA^T     FREIGHT 


^yeie  Dealers  Making  Use  of  Their  Only 

Weapon  to  Induce  Lower 

Express  Rates. 


When  corporations  that  are  already 
paying  80  per  cent  annual  dividends  oil 
their  investments  and  doing  busiriess  ten 
times  as  great  in  volume  as  the  anlount 
of  their  actual  capital,  go  to  the  meaii 
extremity  of  forcing  their  overburdened 
patrons  to  pay  the  war  tax  that  was 
obviously  intended  to  be  levied  on  the 
business  of  the  corporations,  and  stub- 
bornly maintain  that  attitude  in  the 
courts,  it  is  evident  that  the  only  protest 
of  their  patrons  against  exorbitant 
charges  that  will  be  effective  is  the 
transference  of  their  business  to  com- 
peting companies. 

This  is  the  conclusion  reached  by  many 
of  the  bicycle  dealers  and  repairmen  with 
regard  to  the  express  companies,  which 
are  virtually  organized  into  a  trust  to 
maintain  extortionate  charges,  and  the 
small  trade  is  changing  very  rapidly  to 
the  fast  freight  service,  which,  while 
slower,  offers  a  very  material  reduction 
in  transportation  charges.  The  senti- 
ments contained  in  the  following  letters 
are  characteristic  of  the  feeling  of  cycle 
dealers  throughout  the  country: 

Coast  Dealers  Would  Benefit  by  Freight. 

I  heartily  endorse  the  plan  of  using'  fast 
freight  rather  than  express  as  a  mode  of 
shipping,  the  difference  in  time  being  greatly 
preferred  to  the  extortionate  charge  of  ex- 
press companiea.  Especially  will  it  benefit 
dealers  on  this  coast  who  are  so  far  removed 
from  the  manufacturers. 

Oregon.  A.  P.  Morse 

Has  Used  Freight  for  a  Year. 

Express  charges  take  at  least  25  per  cent, 
of  the  profit  on  bicycles  and  sundries.  I 
have  been  using  freight  for  about  twelve 
months  as  margins  are  too  low  for  me  to 
pay  present  express  charges. 

South  Carolina.  C.  D.  Coopek. 

Will  Use  Only  Freight  Hereatter. 

The  proposal  to  use  fast  freight  instead  of 
express  meets  with  oUr  approval.  We  used 
express  entirely  last  year,  but  will  use 
nothing  but  freight  this  season  unless  ex- 
jDress  rates  change. 

Iowa.  Alline  Brothers. 

Useless  to  Ask  for  Explanations. 

We  are  "skinned"  un'mercifully  here  by 
the  express  compahies,  and  I  have  been  So 
much  disgusted  with  their  rapacity  that  1 
have  frequently  determined  never  to  send 
another  article  by  express.  The  rates  are 
never  twice  the  same  on  bicycles  from  the 
same  place,  and  it  is  of  no  use  to  ask  ex- 
planations. When  a  package  comes  by  ex- 
press you  might  as  well  pay  the  charges  at 
once  and  be  done  with  it,  as  to  attempt  to 
get  even  handed  justice  done  you.  I  mean 
to  write  to  the  representative  of  this  district 
in  Congress  and  urge  upon  him  the  desira- 
bility of  a  parcels  post.  I  think  you  are  do- 
ing a  good  work  and  am  sure  your  magazine 
is  doing  much  that  will  help  to  right  mat- 
ters for  the  people  against  these  companies. 
Virginia.  J.  R.  Eoff. 

Cheap  Delivery  of  Freight  Shipments. 

My  idea  would  be  to  do  away  with  the  ex- 
press companies  entirely.  Improved  freight 
facilities  and  the  permission  of  the  postal 
department  to  increase  the  size  and  weight 
of  packages  to  ten  or  fifteen  pounds  would 
work  a  great  benefit  to  the  public  and  be 
a  source  ocf  increased  revenue  to  the  gov- 
ernment. The  parcels  post  would  he  a  great 
benefit  to  the  rural  districts  not  now  reach- 
ed by  the  express  companiies,  for  the  cheap- 
ening of  the  rates  of  transportation  would 
create  a  demand  for  goods  which  many  peo- 
ple now  get  along  without. 

The  railroads  are  common  carriers.  The 
government  gives  them  the  right  of  way; 
gives  them  permission  to  go  through  a  man's 
farm  regardless  of  whether  he  wants  them 
to  or  not.  Then,  when  they  have  the 
"cinch,"  they  charge  all  the  traffic  will  bear. 
I  say,  give  the  railroads  fair  pay  for  their 
services,  but  shut  off  their  profits  on  watered 
stock. 

Messrs.  Carpenter  &  Male,  on  page  348  of 
the  Cycle  Age,  say  they  cannot  use  fa^t 
freight  because  the  freight  is  not  delivered[, 


1  have  a  contract  with  a  drayman  to  re- 
ceive and  deliver  my  freight;  then,  when 
the  drayman  presents  my  freight  receipts 
With  his  charges  added,  I  pay  him.  Yes- 
terday he  delivered  three  crated  bicycles, 
today  he  presented  the  receipted  freight  bill 
with  only  10  cents  added  for  his  aervloea. 
My  freight  is  almost  immediately  deliv- 
ered, after  the  arrival  of  the  train  it  is  on. 
If  Carpenter  &  Male  will  have  some  such 
understanding  with  a  drayman  or  teamster 
it  will  help  them  to  patronize  fast  freight 
with  the  rest  of  us. 
South  Dakota.  L.  E.  Stair. 

Varying  Rates  of  Freight  Companies. 

Th6  express  companies  are  not  the  only 
extortionate  chargers,  as  the  railroad  com- 
panies charge  double  first  class  freight  on 
bicycles,  which  is  in  my  opinion  extremely 
exorbitant,  as  the  time  is  four  times  as 
long  by  freight  as  by  express.  To  give  an 
illustration  of  freight  rates  on  bicycles,  I 
wish  to  mention  that  on  December  9  I  re- 
ceived two  bicycles  from  Toledo,  O.,  at  a 
weight  of  90  i>ounds,  and  a  freight  rate  of 
double  first  class,  which  cost  m^e  $3.05,  in 
addition  to  which  cartage  cost  25  cents,  mak- 
ing the  charges  on  the  two  machines  13.30. 
On  January  3  I  received  two  bicycles  from 
Westfield,  Mass.,  nearly  twice  as  far  as  To- 
ledo, total  weight  90  pounds,  freight  $1.65, 
cartage  25  cents,  making  $1.80  for  two  bi- 
cycles. Why  Is  this  and  how  is  it  I  can 
receive  such  low  rates  from  the  far  east 
when  from  the  west  it  is  so  much  more? 
Here  is  an  importanc  subject  for  the  manu- 
facturers to  work  on,  and  I  hope  they  will 
take  hold  of  the  matter  at  once,  and  see 
why  bicycles  cannot  be  shipped  as  simple 
first  class  freight. 
Texas.  March  Cuimobe. 

In  Full  Accord  With  Movement. 

We  are  heartily  In  favor  of  a  concerted 
action  to  bring  down  the  extortionate 
charges  to  a  reasonable  basis.  Whenever  we 
can  do  so  we  have  our  goods  shipped  by 
fast  freight,  avoiding  express  shipments  as 
much  as  possible. 

Indiana.  "        Mueller  &  Watson. 


EXPORTS  FOR  TWELVE  MONTHS 


EAGER  FOR  SHOW  SPACE 


American  Builders  Would  Monopolize  Bicycle  and 
notor  Vehicle  Building  at  Paris  Exposition. 


The  bicycle  and  motor  vehicle  depart- 
ment of  the  Paris  exposition  next  year 
promises  to  be  of  great  importance  and, 
according  to  the  assistant  commissioner, 
the  American  section  will  be  especially 
noteworthy.  No  week  passes  in  which 
applications  are  not  received  from  man- 
ufacturers for  space.  All  the  big  bicycle 
and  motor  vehicle  makers,  including 
makers  of  motors  and  bicycle  parts,  have 
made  requests  for  space  and  if  each 
were  given  all  he  asks  for  there  would  not 
be  an  inch  of  space  left  for  the  other 
nations. 

It  was  at  first  intended  to  have  only 
one  section  devoted  to  bicycles,  motor 
vehicles,  horse  drawn  vehicles  and  har- 
nesses, etc.,  for  which  7,000  square  meters 
were  to  be  set  aside,  half  of  which  were 
to  be  used  for  the  first  two  sections,  but  it 
was  soon  found  that  the  cycle  and  mo- 
tor vehicle  section  would  be  too  small  and 
many  protests  were  made,  with  the  re- 
sult that  it  was  decided  to  erect  a  special 
building  to  be  called  the  bicycle  and  au- 
tomobile building.  This  annex  is  to  be 
erected  at  Vincennes,  adjacent  to  the 
exposition,  but  also  close  to  the  munici- 
pal track  of  Paris,  where  the  interna- 
tional bicycle  races  and  athletic  contests 
are  to  be  held. 

Preparations  for  displays  in  this  sec- 
tion are  already  being  eagerly  made  in 
all  parts  of  Europe.  A  suggestion  is  gra- 
tuitously thrown  out  to  American  man- 
ufacturers that  they  should  be  careful  to 
send  only  their  best  products-,  as  small 
exhibits  of  good  wares  are  preferable  to 
large  displays  of  inferior  goods. 


The  entire  plant  of  S.  A.  Smith  &  Co., 
manufacturers  of  bicycles,  carriages  and 
toys  in  Brattleboro,  Vt.,  was  destroyed 
by  fire  February  1.  The  Smith  factory 
was  insured  for  $16,000,  and  was  totally 
destroyed. 


SMALL  GAIN   OVER   LAST   YEAR 


Shrinkage  In  Australian  Trade— Increased 

Demand  from  Japan,  Argentina, 

Germany  and  France. 


Governmental  returns  on  the  exports  of 
cycles,  parts  and  materials  for  the  twelve 
months  ending  with  December  (1896, 
1897  and  1898  in  comparison)  are  here 
given : 


United  Kingdom   . . . 

France    

Germany   

Other   Europe    

British   N.   America 
Central    America    . . 

Mexico        

San  Domingo   ..: 

Cuba    

Porto  Rico  

Other   West   Indies. 

Argentina  

Brazil    

Colombia    

Other  S.  America  . . 

China    

Brit.  East  Indies  .. 

Hongkong   

Japan     

Australia    

Other   Asia    

Africa    

Other  countries   


1896. 

1897. 

1898. 

$1,306,403  $2,128,491  $1,699,127 

135,202 

283,910 

517,183 

303,096 

1,378,558 

1,636,207 

,   484,731 

1,110.599 

1,362,199 

575,577 

744,889 

608,190 

75,063 

21,295 

7.091 

51,887 

69,391 

57,947 

1,873 

3,939 

631 

4,833 

8,836 

5,286 

8,179 

4,285 

2,631 

66,016 

126,528 

72,46'1 

22,196 

52,244 

131,624 

22,934 

54,082 

99,232 

20,904 

22,091 

7,986 

42,915 

61.303 

54,104 

11,278 

26,300 

27,863 

10,155 

31,583 

155,265 

(a) 

7,118 

9,355 

41,386 

80,874 

128,752 

,   530,339 

445,529 

247,146 

34,784 

65,399 

79,166 

64,266 

174,730 

181,009 

762 

1,739 

Total 


.$3,796,022  $6,902,736  $7,092,197 


Exports  for  the  nonth  of  December. 

The  ofiicial  returns  for  the  month  of 
December  (1897  and  1898  in  comparison) 
are  as  follows: 


1897. 

United    Kingdom    $  87,300 

Prance    24,686 

Germany    178,643 

Other  Europe  47,773 

British  North  America  23,406 

Central    America    727 

Mexico     5,450 

San  Doming'o   24 

Cuba 574 

Porto  Rico   317 

Other  West  Indies  8,771 

Argentina    6,046 

Brazil    9,071 

Oolomibia    2,131 

Other  South  America  4,687 

China   874 

British  East  Indies   3.878 

Hongkong   289 

Jajpan    8,450 

Australia  21,091 

Other   Asia    2,340 

Africa    21,148 

Other    countries    


1898. 

$  67,913 

37,947 

161,930 

177,594 

27,709 

404 

3,129 

33 

790 

70 

6,941 

18,598 

5,494 

614 

6,916 

1,542 

12,831 

66 

3,127 

26,439 

10,051 

16,238 

40 


Total 


The  Week's  Exports. 


.$457,674    $586,416 


Exports  of  bicycles  and  bicycle  mate- 
rials from  the  port  of  New  York  for  the 
week  ending  February  7  are  recorded  as 

follows: 

Bicycles.  Mtls. 

$24,450    $  3,9?1 

8,095 


France    

Germany    .    . 

Russia    

Canada  .  . . . 
England  .  . . 
Holland  .  ... 
Sweden  .  . . . 
Denmark  .  . 
British  West 


9,235 


4,527 

6,977 

2,508 

820 

Indies    1.170 


Argentine  Republic  1,612 

Scotland 


British   East  Indies   . 

Belgium  

British  Africa 

British   Guiana ■ 

Mexico   

Dutch  Guiana 

Uruguay  

Brazil  

Austria    

New  Zealand  

Central   America 

Porto   Rico   

Other  South   America 
Ireland   


530 
257 
438 
353 
737 
304 
320 
297 


11,924 
10,336 
16,097 

3,616 

2,058 
701 

2,058 
847 
169 

1,466 
500 
740 
421 
567 
ISO 


268 
81 
73 


70 
73 
18 


13 


Totals  $62,791    $56,075 


Steel  Bands  Instead  of  Chains. 

The  English  cycle  trade  is  just  at  pres- 
ent deep  in  the  throes  of  a  discussion 
concerning  the  merits  of  a  steel  band  as 
a  means  of  power  transmission  in  bi- 
cycles. 


472 


The  Cycle  Age  and  Trade  Review 


COnnERCE  IN  FOREIGN  HARKETS 


OUR 

BICVCtES  IN 

RUSSIA 


A  report  upon  cycles  from 
and  were  quite  satisfac- 
were  of  English  make 
first  brought  iuto  Odessa 
Russia  states  that  those 
tK-y,  except  as  to  price.  Soon  the  better 
class  of  American  machines  made  their 
appearance,  and  later  the  cheaper  Ger- 
man goods  came  in.  Large  numbers  of 
the  German  bicycles  are  being  sold,  most 
ly  on  the  installment  plan.  American  ma- 
chines are  much  liked,  but  as  only  the 
high-priced  ones  have  been  introduced  so 
far,  the  cheaper  goods  of  German  manu- 
facture find  more  purchasers.  In  St. 
Petersburg  American  bicycles  are  the 
most  popular,  those  from  Germany  stand 
ing  second,  and  those  from  England  third 
in  favor.  The  most  popular  machines  in 
Moscow  are  English. 

The  ruling  prices  at  retail  for  machines 
made  in  Russia  vary  from  $80  to  ?95;  for 
English  machines,  $90  to  $110;  German 
$70  to  $90,  and  American,  $50  to  $100! 
Most  of  the  imports  of  cycles  are  from 
Germany  and  Great  Britain.  The  greater 
part  of  the  business  is  done  in  March  and 
April. 

The  roads  in  Russia  are  rough,  and  the 
report  states  that  extra  strong  pneumatic 
tires  should  be  placed  on  all  grades  of 
machines.  They  should  also  be  equipped 
with  mudguards  and  brakes  to  suit  the 
Russian  trade.  It  is  absolutely  necessary 
that  catalogues,  price  lists,  etc.,  be  print- 
ed in  Russian  if  it  is  desired  that  they 
should  be  read.  The  metric  system  should 
also  be  employed. 

The  number  of  representatives  of 
American  firms  and  corporations  that 
visit  Russia  is  increasing  annually. 
Among  those  more  prominent  who  wer^ 
represented  during  the  past  year  were 
Pratt,  Whitney  &  Co.,  Indiana  Bicycle 
Co.,  H.  A.  Lozier  &  Co.,  Stover  Mfg.  Co. 
and  other  bicycle  companies,  who  car- 
ried home  large  contracts  and  expressed 
satisfaction  with  the  results  of  their  vis- 
its. 

Bicycles  are  largely  used 

AUSTRIAN  in  Austria,  but  their  use 

CYCLE  TRADE        is   not  SO  general   as  in 

CONDITIONS  England  or  America.  The 

condition  of  the  roads 
varies  according  to  the  seasons,  and  when 
the  weather  is  favorable  they  are  very 
good.  There  are  some  domestic  manu- 
facturers of  bicycles.  Machines  are  also 
imported  from  Germany,  England,  Prance 
and  the  United  States.  The  receiving  port 
is  Trieste.  Port  charges  are  about  one 
cent  per  100  pounds  and  clearance  papers 
cost  about  8  cents.  The  number  of  bi- 
cycles cleared  does  not  increase  the 
charge.  There  are  bonded  warehouses 
in  Trieste.  Goods  sent  there  should  be 
securely  packed  in  closed  cases  and 
bright  parts  should  be  well  greased  to 
prevent  rust.  Bicycles  should  be  packed 
three  in  a  crate,  wheels  detached.  The 
American  bicycles  sold  in  Trieste  are  as 
follows:  Cleveland,  Eldridge,  Rambler 
and  Monarch. 

The  progress  in  many  of 
ORIGIN  OF  the  leading  branches  of 
SLUR  ON  manufactures   which   has 

GERMAN  GOODS  taken  place  in  the  Ger- 
man empire  during  the 
last  decade  is  wonderful.  Germany  is 
making  enormous  strides,  notably  in 
those  manufactures  in  which  superior 
knowledge,  technical  skill,  and  the  agency 
of  the  expert  in  cnemistry  or  other  sci- 
ences can  be  brought  to  bear.  This  is 
true  to  a  remarkable  degree  in  the  elec- 


trical trades  and  in  the  cognate  branches 
of  electrical  engineering.  '\ 

The  foreign-'trade  policy  of  the  general 
government  had  hardly  commenced  to 
develop  twenty-five  years  ago,  if  it  can  be 
said  that  it  existeu  at  all.  When  the  at- 
tempt was  made  at  something  of  an  ex- 
hibit at  Philadelphia  in  1876,  the  director 
of  the  Berlin  -  Charlottenburg  technical 
high  school,  upon  his  return,  reported 
German  manufactures,  in  comparison 
with  those  of  other  countries,  cheap  and 
poor  in  quality,  which  gave  rise  to  the 
expression  "cheap  and  shabby"  and 
brought  down  upon  h±s  honest  head  fierce 
criticism  by  the  German  press.  But  the 
German  manufacturers  who  had  visited 
Philadelphia  felt  the  truth  of  his  judg- 
ment, and  his  words  proved  the  sharpest 
spur  for  renewed  efforts  to  the  better. 

Tariff  charges  on  Ameri- 
TARIFFS  ON  Can    bicycles    and    parts 

CYCLES  are  shown  in  the  append- 

AND  PARTS         ®d  table.     In  such  coun- 
tries as  the  duty  on  parts 
is  not  specifically  given  it  is  to  be  under- 
stood that  the  tax  on  bicycles  applies  to 
parts,  etc. 

Antigua 10  per  cent  plus  331-3 

per  cent  of  duty. 

Argentina  25  per  cent  ad  val. 

Austria  112.50  per  cycle. 

Austria   $6.09  to  .^C.DO  per  220  lbs 

parts. 

Bahama  Islands $1.25  per  cycle. 

Barbadoes  10  per  cent  ad  val. 

Bavaria  3  cents  per  lb. 

Belgium 12  per  cent  ad  val.  cy- 
cles. 

Belgium 15    per    cent    ad    val. 

lamps. 

Bermuda $2.41  per  cycle. 

British  Guiana 10  per  cent  ad  val. 

British  Honduras  ...  10  per  cent  ad  val. 

Bohemia  $12  per  cycle. 

Bolivia 35  per  cent  ad  val. 

Brazil   $7  per  cycle. 

Bulgaria  8%  per  cent  ad  val. 

Caicos,  W.  I Free. 

Canada  30  per  cent  ad  val.  cy- 
cles. 

Canada   25    per    cent    ad    val. 

tires. 

Canada  30    per    cent    ad    val. 

bells  and  lamps. 

Cape  Colony 9  per  cent  ad  val. 

Ceylon 6%  per  cent  ad  val. 

China Free. 

Colombo 3  cents  per  lb. 

Congo  Free  State 6  per  cent  ad  val. 

Costa  Rica 20  per  cent  ad  val. 

Cuba  $4  per  cycle. 

Cyprus  8  per  cent  ad  val. 

Denmark 10  per  cent  ad  val. 

Dominican  Republic.  $10.05  per  cycle  (men). 

Dominican  Rejjublic.  $5     per     cycle      (chil- 
dren). 

Dutch  Guiana Free. 

Ecuador  5  cents  per  lb. 

Egypt  8%  per  cent  ad  val. 

Fiji  Islands 5  per  cent  ad  val. 

France  22c  per  lb. 

Gambia,  W.  Africa...  7%  per  cent  ad  val. 

Germany $5.71  per  220  lbs. 

Gold  Coast,  W.  Africa  Free. 

Greece  $1-93  per  cycle. 

Grenada '?%    per    cent    plus    10 

per  cent  of  duty. 

Guatemala 15  cents  per  lb. 

Hawaii  10  per  cent  ad  val. 

Holland  5  per  cent  ad  val.  cj'- 

cles. 

Holland  5    per    cent    ad    val 

parts. 

Honduras  .   6  cents  ner  lb. 

India 5  per  cent  ad  val. 

Italy  $8.12  per  cycle. 

Jamaica 12  per  cent  ad  val. 

Lagos,  W.  Africa  5  per  cent  ad  val. 

Liberia  12%  per  cent  ad  val. 

Japan  25  per  cent  ad  val. 

Korea  7%  per  cent  ad  val. 

Luxemburg 3  cents  per  lb. 

Mauritius  10  per  cent  ad  val. 

Mexico  2  cents  per  lb. 

Montserrat  10  per  cent  plus  15  per 

cent  of  duty. 

Morocco  10  per  cent  ad  val. 

Natal  5  per  cent  ad  val. 

Newfoundland 30  per  cent  ad  val. 

New  South  Wales Free. 

New  Zealand 20  per  cent  ad  val. 

Nicaragua $1.90  to  $2.15  per  cycle. 

INorthern  Territory  ..  15  per  cent  ad  val. 


Norway $8.10   per  cycle;  juve- 

^  niles,  67  cents  each. 

Norway  34    cents    per    lb.    fin. 

parts. 

Nova  Scotia 30  per  cent  ad  val. 

Persia  5  per  cent  ad  val. 

Peru  45  per  cent  ad  val. 

Philippine  Islands   ...  $4.50  per  cycle. 

Portugal  27  per  cent  ad  val. 

Queensland 15   per    cent    ad   val.; 

parts  free. 

Roumania  $1.55  per  cycle. 

Russia $9.24  per  cycle. 

Russia 16  2-3  cents  per  lb.  de- 
tached parts. 

Salvador  25  cents  per  lb. 

Saxony 71    cents    to    $1.19    per 

cycl6. 

Servia  $5.79  per  cycle. 

Slam 3  per  cent  ad  val. 

Sierre  Leone 10  per  cent  ad  val. 

South  Australia 25  per  cent  ad  val. 

St.  Christopher lo  per  cent  plus  10  per 

.  cent  of  duty. 

bt.  Lucia 15  per  cent  plus  15  per 

•  C4.  ,,-.  *^®"t  of  duty. 

bt.  Vincent 10  per  cent  plus  10  per 

„     ,  cent  of  duty.  ^ 

''Paln  61/2  per  cent  per  lb.  " 

Sweden $6.70  per  cycle.  i 

Sweden 25  cents  per  lb.  parts. 

bwitzerland 7  cents  per  lb. 

'^a-liiti  32  per  cent  ad  val. 

Tasmania 20  per  cent  ad  val. 

Tobago    5  per  cent  ad  val. 

Trinidad 5  per  cent  ad  val. 

iransvaal  27  per  cent  ad  val. 

Turk's  Island Free. 

^™is  8  per  cent  ad  vaL 

?>r}^ey      ...    8  per  cent  ad  val. 

United  Kingdom Free 

Uruguay  40  per  cent  ad  val. 

Venezuela  7  cents  per  100  lbs. 

Victoria 10    per    cent   ad   val.; 

„  ■■     T  ,      ,  parts  free. 

Virgin  Islands 10  per  cent  ad  val. 

west  Australia 15  per  cent  ad  val. 

In   all   cases  postage  on 
SENDING  letters,      circulars,      etc 

CATALOGUES  TO      should     be     fully     paid! 
GERMANY  When  not  fully  paid  the 

, ,       ^  recipient  is  charged  dou- 

ble rates  on  the  amount  due,  and  this  often 
results  in  his  refusal  to  accept.  Letters 
should  be  plainly  addressed,  for  very  few 
of  the  German  postofllce  oflacials  can  read 
English,  and  addresses  ought  therefore 
to  be  as  plainly  written  as  possible  so  as 
not  to  increase  the  difficulty. 

The  German  will  purchase  his  home 
product,  unless)  our  people  can  offer  him 
unusual  advantages  in  the  way  of  price 
or  quality.  Just  now,  he  is  a  little  sore 
because  a  large  American  trade,  built  ud 
under  the  Wilson  tariff,  has  been  sadly 
reduced  by  the  Dingley  tariff  and  the 
war,  and  he  is  not  disposed  to  buy  where 
he  can  not  sell;  but  the  feeling  can  be 
overcome.  The  hostility  felt  toward 
Americans  during  the  war,  as  expressed 
m  the  newspapers,  is  being  replaced  by 
a  more  friendly  feeling. 

The  directors  of  the  Phil- 
SPACE  AT  adelphia    Exposition    Co. 

PHILADELPHIA'S  recently  held  their  an- 
EXPOSITION  nual  meeting  and  decid- 
ed to  open  the  exposition 
on  or  about  September  15  next  and  close 
it  on  or  about  November  10,  the  exact 
date  being  left  to  the  discretion  of  the 
executive  committee.  Another  important 
action  was  the  fixing  of  the  price  to  ex- 
hibitors for  space  in  the  exposition  build- 
ings at  an  average  of  $1  per  square  foot. 
It  was  stated  that  good  progress  is  being 
made  in  procuring  su  ascriptions  toward 
the  $50,000  which  is  to  be  added  to  the 
$250,000  obtained  from  the  city  of.  Phila- 
delphia and  the  state  of  Pennsylvania. 
When  this  sum  is  raised  an  appropria- 
tion of  $300,000,  conditionally  made  by 
Congress,  will  become  available. 


The  Berlin  parcel  post  is  largely  dis- 
tributed by  tricycle. 


The  Cycle  Age  and  Trade  Review  473 


BICYCLE  MANUFACTURERS 

ACKNOWLEDfiE 


that  it  costs  in  labor  and  waste 


40 

where  a  substitute  is  used  for 

SEAMLESS  TUBING. 

That  is  one  reason  for  the 

large  demand  for 

Shelby  Seamless  Tubing 


^ 


WRITE  FOR  1899  CATALOGUE  OF 
TUBING  AND  SPECIALTIES  J^  ^  ^ 


^ 


Shelby  Steel  Tube  Co. 

General  Sales  Offices:    CLEVELAND,  OHIO,  U.  S.  A, 
BRANCH  OFFICES 


No.  J44  Chambers  Street,  No.  135  Lake  Street,  No.  29  Constitution  Hilf, 

NEW  YORK,  N.  Y.  -  CHICAGO,  ILL.  BIRMINGHAKt  ENG, 


474 


The  Cycle  Age  and  Trade  Review 


DEALERS  FEEL  TRADE  PULSE 


Lowered  Prices  of  Standard  Bicycles  Will  Increase  Sales, 

Especially  in  the  Country 


One  effect  of  the  reduction  of  list  prices 
on  the  standard  bicycles  made  by  reputa- 
ble firms,  as  noted  two  weeks  ago,  will  be 
the  increased  sale  of  the  better  class  of 
machines  in  proportion  to  the  cheaper 
and  less  reliable  goods,  according  to  the 
consensus  of  opinion  of  the  agents 
throughout  the  country.  Another  result 
quite  as  important  is  the  effect  the  reduc- 
tion will  have  on  country  sales.  Hereto- 
fore the  farming  element  has  practiced 
economy  and  largely  bought  second  hand 
and  low  priced  machines  rather  than  pay 
$75  to  $100  for  the  best  makes.  This 
year,  however,  the  difference  between  the 
prices  of  standard  reputable  makes  and 
bicycles  without  nameplates  is  so  small 
that  the  country  folk,  now  in  better  finan- 
cial condition  than  for  a  number  of  years, 
will  prefer  to  pay  the  difference  and  feel 
that  they  are  riding  as  good  bicycles  as 
are  made.  This  is  the  belief  of  many 
dealers  located  in  the  west  and  northwest 
who  are  in  the  best  position  to  anticipate 
the  country  trade  of  the  coming  season. 

The  following  letters  show  the  feeling 
among  the  retail  trade  in  various  states:  ~ 

Prospects  Decidedly  Encouraging. 

I  think  more  bicycles  will  be  sold  this 
season  than  in  "93;  because  there  seems  to 
be  more  money  in  the  country  at  present 
than  there  was  at  this  time  last  year;  also 
collections  are  coming  in  better  and  more 
mortgages  have  been  cleared.  The  lowered 
list  prices  will  increase  the  demand  be- 
cause we  can  get  people  to  buy  at  $35  thajt 
would  not  at  $50  or  $75.  Dealers  are  buying 
more  freely,  according  to  the  statements  of 
the  traveling  salesmen. 
Ohio.  H.  F.  White. 

Industrial  Conditions  Will  Help  Sales. 

We  believe  that  people  in  this  tcwn  will 
buy  miore  bicycles  than  last  year  because 
work  is  more  plentiful  and  people  have 
more  money.  The  price  is  now  getting  to 
where  it  ought  to  be,  and  will  no  doubt  help 
the  sale  of  bicycles.  So  far  as  we  know, 
dealers  are  not  buying  any  larger  quantity 
to  start  out  witn. 
Ohio.  Frank  H.  Snyder, 

Lower  Prices  Will  lufluence  Buyers. 

My  trade  In  '98  was  good,  and  from  all  ap- 
pearance I  do  not  think  it  will  be  any  better 
this  year,  although  I  expect  to  make  as 
many  salesi  The  lowered  list  prices  will 
help  the  trade  by  bringing  bicycles  within 
the  reach  of  all  and  enabling  them  to  pur- 
chase. I  do  not  believe  that  for  the  first 
purchase  dealers  are  buying  any  more  than 
usual. 

Indiana.  A.  R.  Gbove. 

Public  Understands  Bicycle  Values. 

In  my  judgment  the  number  of  machlnei 
sold  will  be  greater  during  1899  than  last 
year,  or,  in  fact,  any  former  year.  All 
grades  of  machines  are  cheaper,  and  while 
I  do  not  claim  that  the  general  prosperity 
is  unloading  money  in  the  laps  of  all  the 
people,  I  still  think  the  greater  purchasing 
power  of  money  in  this  line  of  trade  will 
make  it  easier  for  all  the  people  to  buy. 
The  lower  prices  on  the  first-class  goods  is 
having  its  effect  in  the  sale  of  reputable 
machines,  and  I  find  that  I  have  already 
sold  more  machines  up  to  date  than  I  ever 
sold  before  so  early  in  the  season,  and  all  of 
them,  or  nearly  all  of  them,  of  the  better 
grades.  The  people  are  now  well  educated 
in  the  values  of  the  different  makes  of  bi- 
cycles sold  in  this  city.  I  cannot  see  that 
my  competitors  are  buying  more  freely  than 
in  former  years,  but  I  certainly  am  doing 
so.  as  I  wish  to  get  well  stocked  up  early,  so 
as  to  be  "in  out  of  the  wet." 

Michigan.  E.  C.  Adams. 

Trials  of  Dealers  in  Small  Towns. 

I  think  the  sales  will  not  exceed  those  of 
last  year;  very  likely  they  will  be  about  the 
same.  I  know  of  some  instances  in  which 
old,  experienced  agents  have  gone  out  of  the 
business,  where  they  were  situated  so  they 
could  do  so,  on  the  ground  that  there  are 
not  sufficient  returns  for  the  bother  and 
express  on  broken  parts  and  other  expenses. 


which  sometimes  have  to  be  borne  by  the 
agent,  because  of  the  low  prices,  which 
compei  the  agents  in  towns  of  less  thaxi  10,000 
to  carry  bicycles  as  a  side  line  only.  To 
hold  customers  for  other  trade  they  are 
obliged  to  stand  repairs  ajid  expense  which 
they  ought  not  to.  This  has  a  very  de- 
moralizing effect  on  the  whole  trade  and  the 
large  manufacturers  who  are  making  efforts 
to  squeeze  the  small  ones  out  are  not  going 
to  get  off  entirely  free  from  the  effects  of 
their  own  efforts.  Dealers  seem  to  be  buy- 
ing about  the  same  as  last  season.  People 
here  seem  to  look  with  suspicion  on  the 
cheap  machines. 
Michigan.  C.  B.  Buckbee  &  Co. 

Cheap  Bicycle  Trade  Will  Suffer. 

I  am  now  out  of  the  bicycle  business  my- 
self, but  I  still  feel  a  friendly  interest  in 
the  old  line.  Dealers  here  are  buying  less 
Stock  than  a  year  ago,  and  I  hear  little  talk 
about  the  new  lines.  My  impression  is  that 
fetail  trade  will  be  less  than  in  other  years. 
The  new  prices  on  old  standbys  will  cut 
seriously  into   the  new  cheap  bicycle  trade. 

Michigan.  F.  L.  Colby. 

Anticipates  Fewer  Sales. 

I  think  the  sales  of  bicycles  will  be  less 
this  season  than  last,  though  it  is  hard  to 
tell.  There  does  not  seem  to  be  as  much 
bicycle  talk  as  heretofore.  The  lowered  list 
prices  should  have  a  good  effect,  judging  by 
the  way  people  have  bought  here  in  the 
past,  having  purchased  mostly  cheap  ma- 
chines. Dealers  are  buying  about  the  same 
as  usual. 
Michigan.  c.  H.  Parsons. 

Expects  Trade  to  Remain  Constant. 

,  I  think  the  saies  will  be  about  the  same  as 
in  98,  but  on  account  of  the  lowered  list 
prices  there  may  be  a  few  more  machines 
sold.  The  poorer  classes  can  afford  bicycles 
now,  when  they  could  not  before.  Dealers 
will  buy  about  the  same  this  season  as 
usual. 
^"™ois.  c.  B.  Butler. 

Is  Early  to  Estimate  Sales. 

It  is  hard  to  determine  so  early  in  the 
season,  but  I  have  no  reason  to  think  that 
sales  will  be  less  than  in  '98.  As  the  price  is 
lower,  I  think  they  may  be  greater.  The 
season  is  young,  and  I  do  not  know  of  any 
purchases  as  yet.  I  have  some  sales  in 
view,  but  have  not  bought  any  goods  yet. 

Il'inois.  g  H.  Creet. 

Think  Purchasers  Are  Well  Supplied. 

PerOiaps  sales  will  not  be  as  large  this 
year  as  last.  The  lowered  price  list  will 
have  practically  no  effect  in  this  locality, 
and  dealers  are  not  buying  any  more  freely 
than  usual.  There  have  been  very  large 
sales  of  bicycles  here  for  several  years  and 
It  would  seem  as  though  almost  everybody 
must  have  been  supplied.  There  has  been 
small  sale  here  for  high  priced-  machines- 
people  are  satisfied  with  the  $35  to  $40 
goods.  ' 

Kansas.  B.  h.  Roys  Cycle  Co. 

Lower  List  Will  Sell  Better  Quality. 

Sales  will  be  as  good,  if  not  better  this 
year  than  last  year.  The  lowered  list  prices 
will  create  a  larger  demand  for  high  grade 
goods.  Dealers  are  buying  more  freely  than 
last  year.  •' 

Texa^-  Geo  W.  Beabdsley. 

Dealers  Buying  Conservatively. 

_  Sales  at  this  point  for  the  coming  season 
in  our  judgment,  will  not  exceed  those  of 
last  year,  the  effect  of  lower  prices  beins  to 
lust. about  bring  the  total  to  balance  the 
previous  year's  sales.  The  dealers  in  this 
neighborhod  are  very  conservative  regard- 
ing -99  purchases.  There  is  little  competi- 
tion  here   and   we   are   taking   things   very 

"^^^^^^  Ennis  Cycle  Co. 

Preparing  for  Better  Business. 

The  sale  of  bicycles  will  be  greater  this 
year   than   m  -38,   as   effect  of   lowered   list 

^rS^^*^^^^  ^^  *^^*  ^^'^^  people  believe  now 
that  they  can  buy.  Wo  have  been  buying 
more  freely  this  season,  but  don't  kno^ 
about  the  other  dealers. 

Diamond  Supply  Co. 


representing  a  long-time  Jobbing  house 
succeeds,  by  the  inducements  of  post-dat- 
ing and  four  months'  time,  in  selling  the 
retailer  about  twice  as  much  as  he  ought 
to  buy.  Too  frequently  the  retailer  does 
not  recognize  this  fact  until  he  has  re- 
ceived the  invoice.  Then  he  becomes 
alarmed.  He  is  seized  with  the  fear  that 
he  will  not  be  able  to  dispose  of  enough 
goods  to  be  able  to  pay  the  bill  by  the 
time  it  falls  due.  In  his  anxiety  of  mind 
he  takes  risks.  He  sells  to  customers  on 
time,  even  making  credit  sales  that  he 
would  not  have  thought  of  making  had 
he  bought  his  goods  as  he  needed  on 
short  time  or  for  cash.  The  usual  result 
is  that  when  the  post-dated  bill  falls  due, 
the  merchant  has  neither  the  money  to 
pay  it,  nor  yet  the  goods  on  hand.  Accord- 
ingly, he  is  either  compelled  to  ask  for 
an  extension  or  to  borrow  the  money 
with  which  to  pay  the  bill.  The  long- 
time, post-dating  wholesale  houses  are  an 
actual  injury  to  the  trade,  and  the  real 
enemy  of  the  average  retail  merchant, 
while  on  the  other  hand  the  cash  houses 
are  his  true  friends.  The  retailer  that 
buys  for  cash  and  sells  for  cash  seldom 
fails. 


Dealers  Oppose  Cycle  Tax. 

Washington,  Feb.  11. — Local  bicycle 
dealers  are  vigorously  opposed  to  any 
legislation  looking  to  the  imposition  of 
a  tax  on  bicycles,  and  have  prepared  a 
letter  setting  forth  their  views  on  the 
subject.  In  the  course  of  their  letter  the 
dealers  say:  "In  our  opinion,  a  tax  on  bi- 
cycles is  an  unfair  and  unjust  discrimi- 
nation against  the  owners  of  such  ve- 
hicles. We  consider  any  public  or  pri- 
vate conveyance  much  more  amenable  to 
such  a  tax,  as  horses  and  wagons  cer- 
tainly inflict  greater  injury  on  streets 
and  roadways  than  the  bicycles.  A  tax  of 
$1  each  would  be  entirely  out  of  propor- 
tion to  the  value  of  the  bicycles  now  in 
use,  considering  the  lower  list  prices  and 
changed  conditions  of  the  trade.  As  deal- 
ers, we  have  further  ground  for  objection 
to  such  a  bill,  considering  the  fact  that 
we  require  the  bicycles  for  trial  purposes, 
employees'  use,  and  rental  stock;  this  be- 
ing (the  case,  a  tax  imposed  on  bicycles 
would  force  us  to  contribute  more  than 
eur  share  toward  the  revenues  of  this 
District.  We  are  required  to  pay  on  per- 
sonal property,  so  that  if  this  bill  should 
become  a  law  we  would  be  paying  double 
tax  on  the  same  articles." 

The  dealers  have  appointed  a  commit- 
tee to  wait  upon  the  District  commis- 
sioners and  represent  their  views  on  the 
contemplated  legislation.  Many  promi- 
nent cycle  manufacturers  have  given 
their  support  to  the  movement  to  defeat 
the  proposed  legislation.  In  accordance 
with  the  usual  practice  of  the  commis- 
sioners, a  hearing  will  no  doubt  be  grant- 
ed to  the  dealers. 


Post  Dating  and  Long  Credits. 

The  dealer  is  frequently     injured    by 
post-dating  and  long  credit.    A  salesman 


Cleaning  Store  Windows. 

A  correspondent  advises  the  Iron  Age 
in  regard  to  a  method  of  cleaning  win- 
dows which  experience  has  taught  him 
is  far  ahead  of  the  window  brush  and 
rubber  idea.  The  plan  is  to  put  into  a 
cheese  cloth  sack  about  %  pound  of 
whiting.  A  clean  cloth  wet  enough  to 
hold  in  the  hand  without  dripping  water 
and  a  clean  old  muslin  cloth  are  the 
other  requirements.  The  whiting  bag  is 
drawn  over  the  window,  followed  by  the 
damp  cloth,  when  the  window  is  polished 
with  the  clean  cloth.  The  description  of 
the  three  applications  may  leave  the  im- 
pression, he  remarks,  that  it  will  take  a 
long  time  to  clean  the  windows,  but  his 
experience  has  been  that  the  ordinary 
boy  who  requires  from  one  to  two  hours 
for  cleaning  a  pair  of  windows  with  a 
brush  and  rubber  can  do  the  same  job 
by  the  above  method  in  from  twenty  min- 
utes to  half  an  hour. 


The  Cycle  Age  and  Trade  Review 


475 


SUBJECTS  OF  GENERAL  INTEREST 


The    construction   of  the 

THEORY  OF         Egyptian  pyramids  could 

PYRAMID  have  been  performed  by 

CONSTRUCTION  means  of  inclined  planes 
of  earth.  Let  us  suppose 
that  each  of  the  stone  blocks  used  had  a 
rectangular  base,  being  half  as  thick  as 
wide,  and  that  they  were  moved  from  the 
quarry  on  rollers.  Other  stone  blocks 
could  then  have  been  transported  along 
the  surface  of  the  ground  in  the  same 
manner  and  so  could  the  other  stones  in 
the  same  tier.  An  embankment  at  a  20 
or  30  per  cent,  grade  could  then  have 
been  constructed  by  carrying  earth  from 
pits  beyond  the  continuation  of  the 
boundary  lines  of  the  base  of  the  pyra- 
mid. Over  the  surface  of  this  plane,  ex- 
tended toward  the  quarry,  the  second  tier 
of  stones  could  then  have  been  put  in 
place;  a  new  embankment  could  then 
have  been  constructed,  and  new  blocks 
and  those  behind  them  being  put  in  place; 
and  so  on,  by  the  aid  of  the  additions  to 
the  embankments,  the  remaining  stones 
could  have  been  put  in  position. 

The  highest  embankment  necessary 
when  the  workmen  reached  the  top 
course,  assuming  that  a  20  per  cent,  grade 
was  adopted,  would  have,  been  750  yards 
long,  containing  about  7,500,000  cubic 
yards,  if  the  sides  of  the  earth  embank- 
ment would  stand  at  an  agle  of  30  de- 
grees, which  is  not  at  all  improbable. 

Assuming  that  one  laborer  could  have 
placed  two  and  one-half  yards  (about 
twenty  barrow  loads)  of  earth  on  an  av- 
erage each  day  on  this  embankment,  10,- 
000  men  could  have  built  it  in  twelve 
months  of  twenty-five  working  days.  It 
is  stated  that  100,000  men  were  employed 
for  twenty  years  in  the  whole  work,  so 
that,  according  to  this  calculation,  the 
construction  of  this  embankment  would 
have  occupied  only  a  small  portion  o*  the 
total  time  consumed". 

The  false  work  to  support  the  walls  of 
the  interior  chambers  of  the  pyramids 
could  also  have  been  made  of  earth  rath- 
er than  of  timber. 


A  most  unusual  kind  of 

SCHOOLHOUSE       schoolhouse  is  owned  and 

ON  operated  by  the  Westing- 

WHEELS  house  air  brake  company. 

It  is  made   up   of    three 

cars  and  has  traveled  more  than  fifty-five 

thousand  miles.     It  is  fitted  with  every 

appliance  for  instructing  the  pupils  in  the 

use  of  the  Westinghouse  brake  system, 

and  has  its  principal  and  its  competent 

teachers. 

When  the  Westinghouse  brake  was  in- 
vented and  applied  to  steam  railroads  it 
was  found  to  be  the  best  thing  of  its  kind 
ever  invented,  provided  it  was  properly 
handled.  It  is  automatic  in  its  action, 
but  the  best  results  could  not  be  ob- 
tained without  a  competent  man  at  the 
throttle,  who  understood  perfectly  just 
what  results  would  be  obtained  with  a 
certain  amount  of  pressure.  It  was  this 
fact  that  led  to  the  establishment  of  the 
schoolhouse.  It  was  the  idea  of  getting 
the  best  results  out  of  the  brake,  and 
therefore  insuring  greater  safety  to  the 
passengers  and  a  saving  of  property  to 
the  railroads  and  shippers,  that  was  the 
inspiration  of  this  remarkable  school. 

The  instruction  car  is  equipped  with 
the  full  number  of  air  brakes,  number  of 
feet  of  piping,  couplings,  auxiliary  reser- 
voirs, etc.,  to  equip  a  freight  train  of 
thirty  cars;  and  also  to  equip  a  passenger 
train  of  fifteen  cars  fitted  with  the  whistle 
signaling  device.     The     instruction     car 


weighs  135,000  pounds,  and  is  one  of  the 
heaviest  cars  that  ever  traveled  the  rails 
of  a  railroad.  More  than  112,000  railroad 
men  have  received  instruction  and  have 
been  examined  as  to  their  competency. 


MARVELOUS 
BROAD 
JUMPER 


Athletes  have  been  star- 
tled by  the  wonderful 
broad  jumping  perform- 
ances of  W.  J.  M.  New- 
burn.  This  athlete  now 
holds  the  record  of  the  world,  twenty-four 
feet  six  and  three-quarters  inches.  Had 
it  not  been  for  the  fact  that  this  great 
athlete  cleared  over  twenty-four  feet  in 
public  six  times  last  summer,  on  different 
grounds  and  under  different  conditions,  it 
is  doubtful  if  on  this  side  of  the  Atlantic 
athletes  would  admit  the  genuineness  of 
his  best  performance.  There  are  only 
about  eight  jumpers  who  have  ever 
cleared  twenty-three  feet  or  over. 

Newburn  stands  6  feet  6  inches  in 
height  and  weighs  208  pounds.  He  starts 
with  his  run  about  150  feet  back  from 
the  take-off,  and  approaches  rather  slow- 
ly a  certain  mark,  about  ninety  feet  away 
from  the  take-off.  On  arriving  at  this 
mark  he  has  given  enough  momentum  to 
his  body  to  have  quickened  his  speed, 
which  he  does  after  getting  the  foot  with 
which  he  jumps  at  this  mark.  His  strides 
after  leaving  this  mark  increase  in  length 
as  his  speed  increases,  and  the  last  three 
or  four  measure  over  ten  feet  in  length, 
for  by  this  time  he  is  going  at  his  utmost 
speed.  The  stride  just  in  front  of  the 
take-off  is  not  over  seven  feet  long,  for 
he  must  gather  himself  then  for  the  jump, 
and  if  he  put  his  jumping  foot  too  far  in 
front  of  him  he  would  more  or  less  retard 
his  momentum.  When  Newburn  leaves 
the  ground  he  gets  a  great  "rise"  and  lit- 
erally sails  through  the  air.  Just  before 
landing  it  would  seem  that  his  feet  were 
going  to  touch,  when  he  tucks  them  un- 
der him,  and  their  being  handled  so  gives 
the  uninitiated  an  impression  that  he  is 
taking  a  second  spring.  Then  when  his 
head  and  shoulders  are  so  close  to  the 
ground  that  he  can  postpone  the  inevi- 
table no  longer  he  shoves  his  feet  in  front 
of  him,  and  the  momentum  of  his  whole 
body  carries  him  forward  and  prevents 
falling  back. 

Like  nearly  all  of  the  best  running 
broad  jumpers,  Newburn  is  a  fast  sprint- 
er, and  has  been  credited  with  running 
106  yards  in  ten  seconds.  His  stride  when 
running  his  fastest  in  this  race  is  from  10 
feet  3  inches  to  10  feet  5  inches,  and  he  is 
the  longest  striding  athlete  ever  heard  of 
since  athletic  sport  has  been  chronicled. 
He  is  a  professor  in  Claremont  college, 
Dublin,  and  practices  his  athletics  solely 
for  health. 

What     is     described     as 
ENGLANDS         John     Bull's     Christmas 
IMPERIAL  PENNY     present  to  the  world,  or 
POST  more  particularly  to    the 

British  Empire,  is  the  in- 
auguration of  the  imperial  penny  postage, 
which  occurred  on  Christmas  day  in  ac- 
cordance with  a  treasury  warrant  pub- 
lished in  the  Official  Gazette,  establishing 
a  jate  of  Id  (2  cents)  per  half  ounce  or 
fraction  of  half  ounce  on  letters  posted 
in  the  United  Kingdom  for  transmission 
to  specified  British  colonies  and  posses- 
sions. 

Cape  Colony  is  not  included,  although 
Natal  is,  nor  have  the  Australasian  colo- 
nies been  brought  into  line  as  yet;  but  it 
is  generally  believed  that  a  continuation 
of  the  5-cent  rate  with  the  colonies  which 


are  now  exceptions  to  the  general  rule 
will  be  but  temporary. 

Mr.  Henniker-Heaton,  the  champion  of 
postage  reform  in  England,  points  out  that 
every  boat  belonging  to  the  steamship 
Imes  communicating  with  the  British  col- 
onies will  be  "fioating  British  postoffices," 
and  will  carry  an  abundant  supply  of 
penny  stamps  for  sale.  Moreover,  he 
states  that  every  squadron  and  every  na- 
val vessel  in  any  part  of  the  world  will 
be  a  "portion  of  the  British  postal  terri- 
tory," and  everybody  serving  thus  under 
the  British  flag  will  have  his  letters  for- 
warded by  the  shortest  and  swiftest  route 
to  its  destination  for  1  penny. 

The  day  the  new  rate  went  into  effect 
the  mail  that  left  Canada  for  England 
was  the  largest  that  ever  left  the  domin- 
ion. 

Russian  industry  is  mak- 

RUSSIA  ing  rapid  progress.  With- 

IS  MAKING         in  the  last  few  years  cot- 

PROQRESS  ton  mills  have  sprung  up 

in  all  parts  of  the  em- 
pire. Where  at  one  time  Russians  were 
content  with  English  goods,  the  German 
gradually  crept  in  with  the  cheaper  arti- 
cle, better  adapted  to  tastes  and  require- 
ments. Presently  their  ambition  rose 
above  this,  and  they  asked  why  they 
should  not  themselves  become  producers. 
Factories  were  started,  English  machin- 
ery imported,  and  English  foremen  and 
engineers  placed  in  control.  Then  the 
English  engineer  was  supplanted  by  the 
German,  the  machinery  perhaps  got  out 
of  order,  and  the  introduction  of  Ger- 
man machinery,  accompanied  by  Ameri- 
can, naturally  followed.  By  this  time 
Russia  had  started  schools  for  the  train- 
ing of  a  special  class  as  engineers.  They 
are  supplanting  American,  German,  and 
English  in  their  own  country  and  are  be- 
ginning to  turn  out  machinery  of  their 
own  design. 


LESSON 
IN  PUBLIC 
ECONOMY 


The  burning  of  refuse  by 
the  Shoreditch  parish,  of 
London,  to  supply  elec- 
tricity for  lighting 
streets,  dwellings,  and 
public  buildings  has  aroused  considerable 
discussion  in  the  electrical  press.  Before 
the  new  plant  was  in  operation  the  par- 
ish had  to  pay  about  $30,000  a  year,  for 
carting  the  refuse  to  barges  on  the 
Thames  and  towing  it  to  a  dumping  place 
in  the  sea,  and  about  $20,000  annually 
was  spent  for  gas  for  lighting  the  streets 
and  parish  buildings.  Sixty  thousand 
dollars  was  expended  for  an  electrical 
plant.  The  funds  were  obtained  by  tax- 
ing the  people.  The  plant  ran  all  the 
time  during  week  days  and  twelve  hours 
on  Sunday,  furnishing  electric  power  for 
small  manufacturers  during  the  day  and 
for  illuminating  purposes  at  night.  The 
street  sweepings  have  furnished  all  the 
fuel  necessary,  only  $432  being  expended 
for  coal.  The  total  expenditures  for  the 
first  year  were  $19,070  for  wages,  sup- 
plies, insurance,  repairs,  etc.  The  inter- 
est, sinking  fund,  rents,  depreciation,  etc., 
were  $10,205,  making  a  total  of  $29,275. 
The  gross  receipts  for  the  sale  of  light 
and  power,  including  a  credit  equal  to  the 
average  charge  for  street  lighting  by  gas, 
was  $45,205,  thus  leaving  a  net  profit  of 
$15,930.  This  will  be  used  in  enlarging 
the  plant.  Of  course,  by  street  sweepings 
must  be  understood  cinders,  manufactur- 
ing wastes,  etc. 


An  old  roller  skating  rink  in  Newton,  Kan. 
is  about  to  be  reopened  as   a  cycle  skating 
academy. 


476  The  Cycle  Age  and  Trade  Review 


^ 


J^5S^  OPERATING  THE  FORMER  ^^Z^% 

fP  ^^  FACTORIES  OF  £f 

GARFORD  MFG.  CO. 

OF  ELYRIA,  OHIO 

HUNT  MFG.  CO. 

OF  WESTBORO,  MASS. 

WHEELER  SADDLE  CO. 

OF  DETROIT,  MICH. 

WHEELER  SADDLE  CO. 

OF  TORONTO,  ONT. 

GILLIAM  MFG.  CO. 

OF  CANTON,  OHIO 

P.  &  F.  MFG.  CO. 

OF  READING,  PA. 

Offices:  6o$»6i3  jmierican  Crust  Building 

•  ••  Cleveland,  Oftio  ••  • 


The  Cycle  Age  and  Trade  Review  477 


Co  iU  trade 


ti  ti 


D 


HE  American  Saddle  Co.  begs  to  announce  that  its 
organization  has  been  completed,  and  that  its  gen- 
eral offices   are    located  in  the  American   Trust 
Building,  Cleveland,  Ohio, 

The  American  Saddle  Co.  has  acquired  the  properties 
and  business  of  the  following  named  companies: 

THE  GARFORD  MFG.  CO.,  Elyria,  Ohio 
THE  WHEELER  SADDLE  CO.,  Detroit,  Mich. 
THE  WHEELER  SADDLE  CO.,  Toronto,  Ont. 
THE  GILLIAM  MFG.  CO.,  Canton,  Ohio. 
THE  HUNT  MFG.  CO.,  Westbor o,  Mass. 
THE  P.  &  F.  MFG.  CO.,  Reading,  Pa. 

and  a  controlling  stock  interest  in  the 
BROWN  SADDLE  CO.,  Elyria,  Ohio. 

The  primary  purpose  of  the  new  organization  is  to 
arrest  the  calamitous  conditions  which  have  governed  the 
saddle  industry  for  the  past  two  seasons,  and  which  have 
deprived  the  makers  of  fair  returns  on  their  capital  invested. 

This  it  will  strive  to  accomplish,  not  by  the  advance- 
ment in  price  of  its  product  to  the  trade,  but  by  the  reduc- 
tion of  expenses  and  the  cost  of  manufacture  through  con- 
centrated management  of  its  business  and  the  employment 
in  its  several  mills  of  the  best  special  machinery  and  me- 
chanical appliances  known  in  the  art  of  saddle  building. 

It  will  constantly  endeavor  to  better  the  grade  of  its 
product,  and  by  increased  facilities  extend  better  service 
than  has  heretofore  been  possible. 

All  communications  should  be  addressed  to  the  com- 
pany at  Cleveland,  Ohio. 


^ 


tbe  Jlinerican  Sadaie  €otitpany 


By  A.  L.  GARFORD,  President. 


478 


The  Cycle  Age  and  Trade  Review 


WAR  FOR  CHEAPER  CARBIDE 


Plans  Afoot  for  Co=operative  Action  By  Makers  of  Gener- 
ators— New  Processes  Proposed 


In  nearly  all  minor  towns  where  acety- 
lene lamps  and  gas  generators  for  house 
or  store  lighting  are  sold,  the  trade  in 
these  new  commodities  has  by  natural  se- 
lection fallen  into  the  hands  of  bicycle 
dealers  and  hardware  men,  but  more  or 
less  difficulty  is  experienced  in  introduc- 
ing the  goods,  partly  on  account  of  their 
novelty,  but  also  partly  on  account  of  the 
restrictions  to  which  the  trade  is  sub- 
jected. 

Manufacturers  of  acetylene  gas  gener- 
ator machines  are  split  up  into  two 
camps,  comprising  on  one  side  those  who 
expect  the  smoothest  sailing  by  submit- 
ting to  the  existing  order  of  things  and, 
in  opposition,  those  who  dearly  love  a 
little  warfare  for  free  competition  and 
unrestricted  trade.  The  restrictions  com- 
plained of  have  reference  to  fire  insurance 
regulations  which  hamper  construction  of 
generators  and  to  the  production  of  cal- 
cium carbide  by  a  single  producer. 
Will  Resist  Underwriters'  Regulations. 

The  Western  Union  of  Fire  Underwrit- 
ers, the  National  Board  of  Underwriters 
and  various  state  boards  of  underwriters 
form  the  regulating  factor  whose  rulings 
make  or  mar  the  business  of  the  gener- 
ator manufacturers,  or,  more  correctly, 
would  do  so  if  individual  insurance  com- 
panies did  not  see  fit  to  deviate  from 
these  rulings  at  their  own  option.  The 
underwriters  have  set  up  the  rule  that  a 
generator  maker  must  obtain  their  ap- 
proval of  his  pattern  of  gas  machine  be- 
fore the  latter  may  be  placed  on  prem- 
ises covered  by  a  policy  issued  by  any  of 
the  insurance  companies  which  operate 
under  the  board  regulations,  and  they 
have  allowed  themselves  a  liberal  fee — 
$100 — for  passing  judgment  on  each  gas 
machine.  If  this  is  not  paid  the  machine 
is  tabooed,  and  its  maker  finds  more  or 
less  difficulties  in  selling  it.  It  is  now 
charged  in  several  quarters  that  the  pay- 
ment of  the  fee  is  of  much  greater  conse- 
quence for  securing  the  underwriters' 
stamp  of  approval  than  any  consideration 
of  the  mechanical  construction  of  the  gas 
machine;  and  in  the  objectors'  opinion 
construction  should  alone  determine 
whether  there  is  created  any  additional 
fire  risk  by  its  installation  in  a  building. 
In  other  words,  it  is  contended  that  the 
stamp  of  approval  has  been  put  on  ma- 
chines of  inferior  construction  and  that 
the  underwriters  have  theretoy  stultified 
themselves  to  such  an  extent  that  gener- 
ator makers  whose  ideas  of  construction 
are  of  a  different  order,  may  do  better  jus- 
tice to  themselves  and  the  public  by  balk- 
ing against  the  rules  than  by  submitting 
to  them.  The  threatened  warfare  con- 
sists partly  in  an  attempt  at  organizing 
as  many  generator  manufacturers  as  pos- 
sible in  resistance  of  the  rules,  so  as  to 
either  bring  about  a  revision  of  the  same 
or  induce  individual  insurance  companies 
to  disregard  them.  It  is  stated  that  a 
number  of  insurance  companies  are  al- 
ready quietly  doing  so. 

To  Fight  Carbide  Combine. 

The  other  side  of  the  rebellion  is  one  of 
greater  general  interest  and  one  which 
promises  livelier  developments.  It  is  di- 
rected against  the  Union  Carbide  Com- 
pany, which  at  present  controls  the  pro- 
duction of  calcium  carbide  in  United 
States  and  turns  out  all  the  carbide  con- 
sumed in  bicycle  lamps,  as  well  as  for 
house,  store  and  town  lighting,  at  its  two 
large  plants  at  Niagara  Falls,   on  both 


sides  of  the  boundary,  and  at  Sault  Ste. 
Marie,  Mich.  The  production  of  this  com- 
pany is  conducted  under  the  Wilson  pat- 
ents, which  describe  the  first  process  for 
making  calcium  carbide  on  a  commercial 
scale  by  passing  a  mixture  of  pulverized 
coke  and  burned  limestone  through  an 
electric  furnace.  The  lowest  quotations 
which  have  been  made  for  the  product  is 
said  to  have  been  $3.75  per  100  lbs.  in 
ton  lots,  and  the  usual  price  has  been  $80 
per  ton. 

Degeneration  Under  Ilonopoly. 

At  these  figures  the  lowest  price  which 
makers  of  generators  could  quote  for 
their  customers  has  been  five  cents  per 
pound  and,  assuming  that  each  pound 
will  make  five  cubic  feet  of  gas,  this 
makes  acetylene  gas  cost  the  consumer 
ten  dollars  per  thousand  feet  as  against 
one  dollar  per  thousand  feet  of  coal  gas. 
The  illuminating  power  of  acetylene  gas 
being  about  eleven  times  that  of  coal  gas, 
the  two  means  of  illumination  are  there- 
fore at  present  of  equal  cost  to  the  con- 
sumer. This  is  bad  for  the  generator 
makers,  who  would  like  to  show  a  great 
saving  by  using  acetylene,  but  it  is  made 
much  worse  if  the  calcium  carbide  fur- 
nished fails  to  reach  that  standard  of  pu- 
rity at  which  it  produces  five  cubic  feet 
of  gas  to  the  pound  of  carbide.  European 
makers  of  carbide  produce  the  highest 
grade,  but  the  American  monopoly,  it  is 
alleged,  has  allowed  the  quality  to  degen- 
erate until  frequently  no  more  than  two 
and  one-half  feet  of  gas  can  be  produced 
from  the  material  placed  on  the  market. 

It  is  against  this  alleged  condition  of 
affairs  that  certain  makers  of  acetylene 
generators  have  risen  in  protest. 

Scheme  for  Manifold  Benefits. 

George  Harden  of  Toledo,  who  is  known 
to  the  bicycle  trade  as  the  patentee  of 
the  Harden  bevel-gear  bicycle  with  driv- 
ing gears  on  both  sides  of  the  crank  shaft, 
and  who  is  the  manufacturer  of  an  acety- 
lene generator  which  is  marketed  inde- 
pendently of  the  approval  of  boards  of 
underwriters,  has  taken  up  the  cudgel  in 
defense  of  generator  makers  and  is  at 
present  engaged  in  the  work  of  organiz- 
ing them  for  the  manufacture  of  calcium 
carbide  on  the  co-operative  plan.  He 
holds  the  view  that  it  is  useless  to  at- 
tempt selling  generators  so  long  as  no 
material  saving  by  substituting  acetylene 
for  coal  gas  can  be  offered  the  public,  and 
that,  on  the  other  hand,  calcium  carbide 
can  be  produced  so  cheaply  as  to  make 
the  generator  business  one  of  the  greatest 
promise  and  prosperity.  He  finds  no  difli- 
culty  in  interesting  other  generator  mak- 
ers in  his  plans,  and  contends  that  it  is 
easily  within  the  range  of  possibilities 
to  make  calcium  carbide  at  a  producer's 
price  of  much  below  $10  per  ton. 

Production  at  $5  to  $7  Per  Ton. 

It  is  stated  that  a  Chicago  inventor  has 
offered  to  sell  calcium  carbide  to  genera- 
tor manufacturers,  if  a  sufficient  number 
are  combined  to  guarantee  the  purchase 
of  his  output,  at  $25  per  ton  instead  of  $80 
as  charged  at  present,  and  he  makes  no 
concealment  of  his  own  expectation  of 
limiting  the  cost  of  production  to  $5  per 
ton.  The  material  which  he  proposes  to 
furnish  differs  slightly  from  the  carbide 
now  in  the  market,  but  is  said  to  give 
more  gas  per  pound. 

A  Toledo  chemist  and  electrical  engi- 
neer has  another  process  by  which  the 


first  cost  of  the  calcium  carbide  is  re- 
duced to  $7.  These  estimates,  however, 
do  not  include  interest  on  the  value  of 
plant,  nor  administration  expenses. 

With  these  inducements  in  hand  the 
aggressive  Toledo  manufacturer  expects 
before  long  to  have  most  of  the  represent- 
atives of  the  generator  industry  arrayed 
in  line  of  battle  against  the  Union  Car- 
bide Company,  and  to  enable  them  all  to 
convince  the  public  of  the  superiority  of 
acetylene  gas  over  coal  gas  on  the  point 
of  economy  as  well  as  the  quality  of  illu- 
mination. 

It  is  the  supposition  that  any  one  of 
several  practical  processes  for  fusing  coke 
and  lime  may  be  employed  by  the  pro- 
jected amalgamation  without  interference 
with  the  Wilson  patents. 


NEW  BEVEL  GEAR  DEVICE 


Crank  Shaft  and  Hain  Driving  Gear  Supported  By 
a  Single  Row  of  Balls. 


Some  time  ago  a  Chicago  inventor 
brought  out  a  chain  driven  machine  in 
which  the  usual  two  rows  of  balls  in  the 
respective  ends  of  the  crank  hanger  were 
replaced  by  a  single  row  of  balls  rolling 
in  four  point  races  placed  centrally  in  the 
frame  and  much  larger  in  diameter  than 
the  common  races  of  the  standard  type. 
Now  C.  W.  Hamilton  of  Omaha,  Neb.,  has 
obtained  a  patent  on  a  bevel  gear  driving 
mechanism  which  employs  the  same 
hanger  bearing  scheme. 

The  driving  gear  is  secured  to  the  cen- 
ter of  the  crank  shaft  and  comprises  two 
adjacent  plates  to  the  right  of  which  the 
toothed  rim  is  fastened.     The  two  plates 


have  each,  ball  races  around  their  periph- 
eries that  match  corresponding  races  in 
the  larger  narrow  hanger  bracket,  the 
parts  thus  together  forming  a  regular 
four  point  bearing.  That  the  bearing 
may  be  adjusted  the  plates  are  not  placed 
tightly  against  each  other,  but  are  sepa- 
rated by  a  mat  of  leather  or  similar  ma- 
terial. Cup  shaped  nuts  screwing  on  the 
axle  at  each  side  of  the  pair  of  plates  are 
used  for  pressing  the  latter  together 
when  it  is  desired  to  tighten  the  bearing. 
The  leather  mat  through  expansion  will 
cause  the  plates  to  separate  when  by  the 
unscrewing  of  the  nuts  to  loosen  the  bear- 
ing the  pressure  on  the  mat  is  lessened. 
Lock  nuts  are  provided  to  retain  the  cup 
adjusting  nuts  in  position  after  the 
proper  bearing  adjustment  has  been  made. 
The  construction  brings  the  balls  on 
which  the  driving  gear  is  supported  quite 
outside  of  the  gear  itself  and  at  the  same 
time  permits  the  use  of  a  very  narrow  in- 
casing box  for  the  gear  and  pinion. 


Frame  Cushioned  on  Rubber  Balls. 

H.  E.  Henwood  of  Chicago  is  the  in- 
ventor and  recent  patentee  of  a  cushion 
frame  device  in  which  the  flexing  action 
of  the  springs  is  supposed  to  be  limited 
to  a  vertical  movement.  The  inventor's 
object  is  to  relieve  the  machine  from 
strains  and  injuries  caused  by  cushion 
parts  flexing  in  several  different  direc- 
tions under  heavy  jolts.  His  proposition 
for  accomplishing  this  object  is  to  limit 
the  action  of  one  spring  by  the  retaining 
influence  of  another  placed  in  a  different 
plane.    The  frame  is  supported  on  hollow 


The  Cycle  Age  and  Trade  Review 


479 


rubber  ball  cushions,  one  of  which  is 
placed  at  each  end  of  both  the  front  and 
rear  axles.  The  balls  are  secured  between 
upper  and  lower  attaching  plates  which 
fasten  respectively  to  the  frame  and  to 
the  wheel  axle  ends,  thus  forming  the 
union  between  the  frame  and  wheels. 
Around  each  ball  and  in  a  position  paral- 
lel to  the  wheels  of  the  bicycle  is  a  circu- 
lar spring  strip,  and  at  right  angles  to  it 
but  still  in  a  vertical  plane  is  a  similar 
strip.  Bach  ball  is  thus  inclosed  in  two 
spring  strips  which  act  oppositely  on 
each  other  and  keep  the  ball  cushion 
from  flexing  with  other  than  an  up  and 
down  movement.  The  spring  strip  at 
right  angles  to  the  wheel  also  keeps  the 
rubber  cushion  from  flattening  to  the  ex- 
tent that  its  inner  side  would  touch  the 
spokes  of  the  wheel.  A  pair  of  brace 
rods  running  from  the  crank  hanger  to 
the  rear  axle  ends  takes  some  of  the 
strain  of£  the  supports  of  the  rear  wheel 
cushions. 


QEAR    GENERATING    MACHINES 


ENGLISH  FOIBLE  FOR  STRUTS 


Designers   Indulge   Desire  for   Novelty  in    Frames 
Without  riuch  Benefit  to  Anybody. 


'  The  use  of  diagonal  tubes  for  the 
strengthening  and  stiffening  of  frames 
has  been  for  some  time  in  areat  favor 
among  English  designers.  A  noticeable 
proportion  of  the  tandems  new  being 
built  in  Great  Britain  have  frames  in 
which  cross  struts  are  employed  in  some 
manner  or  other,  and  there  are  several 
single  machines  in  which  the  diagonal 
tube  is  the  distinctive  part  of  the  frame. 
English  riders  do  not  shudder,  as  we  are 
inclined  to  do,  at  tubes  crossing  each 
other  at  all  sorts  of  angles.  If  he  thinks 
that  a  tube  running  between  two  certain 
points  will  strengthen  the  frame,  in  goes 
the  tube  regardless  of  appearance. 

A    recent   example     of    tube    crossing, 
and  one  which  gives  a  frame  that  is  not 


rhdCratAot^ 


bad  looking,  is  that  shown  in  the  ac- 
companying illustration,  and  which  is 
used  on  one  pattern  of  the  Raleigh  bi- 
cycle. Instead  of  the  usual  single  top 
rail,  there  are  two,  one  running  from  the 
upper  end  of  the  steering  head  to  the 
crank  hanger  and  the  other  from  the  seat 
cluster  lug  to  the  lower  end  of  the  steer- 
ing head  tube.  A  connecting  lug  is  used 
at  the  crossing  point  of  the  two  upper 
rails.  While  the  construction  doubtless 
enables  the  frame  to  better  resist  fore 
and  aft  stresses,  the  bracing  has  several 
features  which  might  be  improved  upon 
w(ithout  departing  very  far?  from  the 
main  idea  of  the  design.  The  crossing  of 
the  two  upper  tubes  demands  the  break- 
ing of  one  or  both  tubes  and  the  inter- 
position of  a  connecting  lug.  According- 
ly the  vibrations  of  the  metal  in  travel- 
ing along  either  of  the  tubes  can  extend 
in  a  unit  of  motion  as  far  from  each  end 
only  as  the  crossing  point.  Here  all  the 
vibrations  of  both  tubes  will  centraliz». 
The  frame,  then,  possesses  stiffness 
which  is  gained  by  added  material  and 
short  reaches  of  tubes  rather  than 
strength  obtained  through  proper  strut- 
ting.   

England  still  holds  the  supremacy  in 
China,  as  well  as  in  Siam.  In  1897,  20,000 
English  ships  entered  the  nineteen  treaty 
ports  of  China,  against  2,140  from  Ger- 
many and  174  from  France. 


RAPID    OPERATION    THE   OBJECT 


Beale's  Patented  Crown  Gear  Generator 

Actuated  to  Secure  Maximum  Amount 

of  Abrading  Friction. 


A  few  weeks  ago  patents  were  allowed 
on  bevel  gear  generating  devices  in  which 
the  blanked  out  gear  was  finished  to  ac- 
curate form  through  abrasion  caused  by 
the  rotation  together  of  the  gear  blank 
and  a  crown  gear  generator  the  pitch  sur- 
faces of  whose  teeth  were  mutilated  or 
serrated  to  form  cutting  edges.  To  the 
inventor  of  these  devices,  Oscar  J.  Beale 
of  Providence,  R.  I.,  there  were  last  week 


the  main  spindle  on  which  the  crown 
generator  is  mounted  has  at  its  rear  end, 
just  within  the  pulley  by  which  it  is 
driven,  a  sleeve  that  is  secured  against 
rotation  with  the  spindle,  but  which  can- 
not slide  in  an  axial  direction  upon  it. 
Depending  from  the  lower  side  of  this 
sleeve  are  a  pair  of  lugs  which  receive  the 
free  rear  end  of  a  link  the  forward  ex- 
tremity of  which  is  attached  to  an  eccen- 
tric upon  the  end  of  a  cross  shaft  driven 
independently  by  its  own  belt  and  pulley. 
The  revolution  of  the  cross  shaft  and  its 
eccentric  gives  the  revolving  main 
spindle  a  limited  to  and  fro  motion  along 
its  axial  line.  In  this  way  the  desired 
additional  friction  between  the  generat- 
ing crown  gear  and  the  gear  blank  is  ob- 
tained. Another  feature  of  the  machine 
is  a  friction  brake  attached  to  the  spindle 


allowed  patents  on  machines  adapted  for 
putting  the  generating  gears  into  opera- 
tion. All  of  the  patents  are  assigned  to 
the  Brown  &  Sharpe  Mfg.  Co. 

Two  Motions  Between  Teeth  Needed. 

As  the  action  of  the  generator  depends 
upon  the  friction  between  the  tooth  sur- 
faces of  the  generator  and  gear  blank, 
and  as  this  friction  decreases  as  the 
angle  between  the  axes  of  the  gear  blank 
and  generator  increases,  it  has  been  found 
that  when  the  angle  mentioned  is  ex- 
tremely large  there  is  not  suflQcient  fric- 
tion to  elfect  rapid  abrading  of  the  gear 
blank     tooth     surfaces.     This     diflGLculty 


of  the  blank  to  be  generated.  The  brake 
is  for  the  purpose  of  regulating  the  pres- 
sure between  the  teeth  of  the  generator 
and  of  the  blank.  It  comprises  a  pair  of 
blocks  surrounding  the  gear  blank  spin- 
dle and  which  by  tightening  through  the 
medium  of  screws  may  be  made  to  retard 
the  motion  of  the  spindle  more  or  less, 
and  thus  cause  greater  or  less  pressure 
on  the  teeth. 

Operation  of  the  Machine. 
In  putting  the  machine  into  operation 
the  gear  blank  is  secured  to  its  spindle, 
the  head  of  the  gear  blank  carrier  ad- 
justed about  its  pivot  to  bring  the  spin- 


c=3i 


could  be  overcome  by  changing  the  form 
of  the  generator  by  making  it  in  the 
shape  of  a  small  pinion,  but  as  such  forms 
of  generators  are  more  diflicult  to  make 
than  the  crown  gear  generator,  Mr.  Beale 
has  deemed  it  best  to  retain  the  crown 
gear  generator  and  to  produce  the  neces- 
sary friction  by  using  the  generator  in  a 
machine  which  will  move  either  the  gen- 
erator or  the  blank,  or  both,  in  such  man- 
ner that  the  tooth  surfaces  have  a  sliding 
motion  in  addition  to  that  obtained  by 
the  simple  rolling  of  the  two  together. 
In  the  machine  patented  by  Mr.  Beale 


die  to  the  proper  angle  with  the  gener- 
ator spindle  and  the  cross  feed  and  longi- 
tudinal slide  carriages  adjusted  to  bring 
the  generator  and  the  blank  into  proper 
mesh.  The  power  is  then  turned  on  and 
the  main  spindle  rotated  and  recipro- 
cated. The  upper  illustration  herewith 
shows  this  machine  complete. 

Intermittent  Motion  Desirable. 

Another  idea  of  this  inventor  in  rela- 
tion to  the  successful  operating  of  his 
generating  device  is  that  the  abrading  ac- 
tion of  the  generator  is  more  rapid  and 


480 


The  Cycle  Age  and  Trade  Review 


the  best  results  are  obtained  if  the  direc- 
tion of  rotation  of  the  generator  and 
blank  is  intermittently  changed  during 
the  time  the  two  are  in  mesh  with  each 
other.  He  has  accordingly  invented  and 
obtained  a  patent  upon  another  generat- 
ing machine  in  which  this  intermittent 
motion  is  automatically  and  regularly  ob- 
tained. This  machine  is  shown  in  the 
lower  illustration.  The  generator  spindle 
is  driven  from  a  shaft  placed  lower  down 
in  the  body  of  the  machine,  the  connec- 
tion between  the  two  being  through  a 
spur  pinion  and  gear.  This  lowei 
driving  shaft  is  rotated  in  one  direc- 
tion by  an  open  belt  running  over  its 
pulley  and  in  the  opposite  direction 
by  a  crossed  belt  running  over  a  sec- 
ond pulley  adjacent  to  the  first  but 
separated  from  it  by  an  interposed 
loose  pulley  which  acts  as  loose  pulley 
for  both  belts  according  to  which  is  at 
any  moment  driving  the  shaft.  A  belt 
shifter  is  placed  between  the  two  belts 
and  is  arranged  so  that  when  it  throws 
one  belt  off  its  tight  pulley  and  onto  the 
loose  pulley  it  throws  the  other  from  the 
loose  pulley  and  onto  its  tight  pulley.  The 
shifter  is  operated  by  a  cam  engaging  its 
lower  end  and  driven  by  a  cross  shaft 
rotated  by  an  independent  belt.  Thus  the 
direction  of  rotation  of  the  spindle  is  in- 
termittently reversed,  the  number  of  rev- 
olutions it  makes  in  one  direction  before 
being  reversed  depending  upon  the  rela- 
tive speeds  of  the  cam  and  shaft  which 
drives  the  spindle. 


German  Taper  Gauge  Tubing. 

Taper  gauge  tubing  and  tubular  parts 
manufactured  by  the  German  Arms  and 
Ammunition  Works  of  Karlsruhe,  Ger- 
many, are  being  introduced  in  the  Eng- 
lish market  and  are  mentioned  as  espe- 
cially    attractive  in  finish     and   design. 


/-^ 


Among  the  pieces  in  which  the  gradual 
taper  gauge  principle  is  embodied  is  a 
single  piece  fork  and  crown  of  the  de- 
sign shown  in  Fig  1.  It  is  stated  that 
the  crown  is  drawn  as  shown  with  a 
flashed  lug  ready  to  be  brazed  to  the 
fork  stem.  Fig.  2  represents  a  brazeless 
handlebar  teepiece  of  the  same  manufac- 
ture. The  whole  line  is  being  recom- 
mended especially  for  assemblers  on  the 
ground  that  taper  gauge  tubing  renders 
reinforcements  unnecessary  and  thereby, 
besides  saving  work,  removes  the  danger 
of  burning  the  steel  by  repeated  brazings. 


Defective  flachines  in  Australia. 

Many  serious  accidents  on  road  and  track 
have  occurred  in  Australia  during  the  past 
year  or  two  to  riders  of  a  certain  much 
boomed  English  machine  of  inferior  qual- 
ity. The  last  of  these  happened  at  the 
East  Melbourne  race  meet,  January  9, 
when  J.  Farrell  fell  on  the  track  and 
was  almost  killed.  The  forks  had  snapped 
like  a  carrot  and  the  rider  was  thrown  on 


his  head.  He  is  still  in  the  hospital  lin- 
gering between  life  and  death.  When  the 
fall  occurred  the  oflicials  of  the  meet 
took  charge  of  the  machine,  placing  it  in 
the  center  of  the  arena.  The  agents,  no- 
ticing this,  sent  an  employe  to  take  the 
machine  away.  When  the  officials  missed 
it  later  they  traced  it,  and  now  have  it 
under  lock  and  key  awaiting  the  result  of 
Farrell's  injuries.  There  were  no  rein- 
forcements whatever  in  the  forks,  and  in 
case  of  Farrell's  death  an  effort  will  be 
made  to  hold  the  agents  responsible. 


PROFIT  IN  CASH  DISCOUNT 


Frequent  Turning  Over  of  Capital  Gives  Seller  Lar- 
ger Returns  and  Buyer  Lower  Prices. 


An  organized  effort  is  being  made  to 
impress  upon  retailers  the  very  consider- 
able profit  there  is  in  paying  cash  for 
purchases,  or  paying  at  such  times  as 
will  secure  to  them  the  cash  discount.  It 
is  justly  contended  that  the  cash  plan  is 
really  the  only  way  to  do  business  with 
any  prospect  of  success  in  this  competi- 
tive age  of  small  profits  and  quick  re- 
turns. Considered  from  any  standpoint, 
it  is  the  only  rational  system.  Reason, 
common  sense  and  self-interest  alike  are 
opposed  to  the  superannuated  system  of 
long  credits  which  are  hurtful  alike  to 
retailer  and  wholesaler,  and  a  brake  on 
business  progress. 

A  very  convincing  letter  in  relation  to 
this  matter  was  sent  by  a  wholesaler  to 
his  customers  at  the  first  of  the  year.  He 
says: 

The  better  you  keep  me  paid,  the  better  I 
can  buy  and  sell  you  goods.  Always  remem- 
ber that  the  man  who  sells  you  goods  on 
long  time  makes  you  foot  the  bill  not  only 
for  the  use  of  his  money  but  also  for  bad 
debts.  We  want  to  be  all  the  help  we  can  to 
customers,  but  we  do  not  have  a  dollar  to 
loan,  and  goods  are  dollars. 

Let  us  show  you  how  it  works:  I  pay  $1 
for  goods,  sell  in  thirty  days  for  cash  at 
$1.10,  take  the  same  $1  and  buy  again.  If  I 
can  do  this  ten  times  in  one  year,  I  have 
made  $1  clear.  I  sell  the  same  goods  to  you 
for  $1.30  on  six  months'  time;  I  turn  my  $1 
only  two  times  and  make  only  60  cents,  and 
you  have  paid  me  three  times  as  much  profit. 
Pan  you  see  the  difference? 

The  difference  is  quite  large  enough  to 
be  visible  to  any  business  man.  The 
country  is  in  an  unusually  prosperous 
condition  at  present,  and  never  was  there 
a  more  opportune  time  to  adopt  the  plan 
of  cash  payments  which  is  yearly  be- 
coming more  of  a  business  necessity.  In 
this  age  of  evolved  systematization,  bus- 
iness-doing is  becoming  more  and  more 
an  exact  science,  from  which  the  ele- 
ment of  risk  is  being  slowly  but  surely 
eliminated.  Hence  this  campaign  of  edu- 
cation in  regard  to  the  profit  in  the  cash 
discount. 


Liability  of  Bicycle  Makers. 

To  the  Editor: — Your  editorial  in  the 
last  issue  about  the  liability  of  manufac- 
turers is  O.  K.  It  is  the  greatest  wonder 
in  the  world  they  get  off  so  easy.  All 
that  protects  them  is  the  distance  which 
separates  them  from  maimed  customers, 
which  distance  effectually  prevents  suit. 

Some  years  ago  I  sold  about  250 

bicycles  here,  and  over  one-half  of  them 
broke  down.  Scarcely  a  day  passed  but 
a  customer  would  break  a  crank  axle  and 
go  over  the  handlebars  at  the  same  time. 
Broken  forks  and  frames  time  and  again 
led  to  severe  accidents  among  my  custom- 
ers, sometimes  right  in  front  of  my  store. 
You  can  imagine  how  from  a  series  of 
disasters  like  this  the  reputation  of  a 
dealer  suffers.  It  is  hundreds  of  dollars 
out  of  his  pocket,  and  his  judgment  in 
the  selection  of  stock  is  ever  afterwards 
questioned.  For  my  part,  I  say  it  is  a 
pity  that  some  of  the  makers  have  not 
been  sued. 

Not  long  ago  I  myself  was  riding  a  20- 
pound  racing  machine,  when  it  collapsed, 
and  I  was  thrown  forward  with  such  force 


as  to  break  my  jaw.  I  wrote  the  firm  who 
made  the  machine,  asking  them  at  least 
to  pay  my  doctor's  bill,  but  this  was  re- 
fused. I  was  riding  on  a  macadamized 
road  and  at  least  six  people  saw  the  ma- 
chine collapse.  In  this  case  both  bars 
broke  square  off  at  the  head. 

In  the  many  articles  appearing  in  the 
Cycle  Age  on  the  subject  of  extortionate 
express  charges  I  observe  that  the  east- 
ern dealers  have  no  kick  coming.  The 
other  day  I  got  a  machine  from  New  Eng- 
land, the  express  charges  on  which  to 
Chicago  were  $1.  The  express  charges 
from  Chicago  to  this  point,  however,  were 
$3.    Nice,  isn't  it?  L.  C.  \Vahl. 

Colorado  Springs,  Col. 


METAL  WOOL  HAKINO! 


riachine   for  Shaving   Thin   Filaments   From  the 
Bnd  of  a  Roll  of  Sheet  Metal. 


Since  wood  has  entered  into  the  con- 
struction of  bicycles  through  the  intro- 
duction of  wood  rims,  guards  and  saddle 
bases  the  makers  of  these  cycle  parts 
have  been  to  some  extent  interested  in 
and  purchasers  of  metal  wool  which  they 
use  for  polishing  purposes.  Sigmund 
Feust,  of  New  York  city,  was  granted  on 
February  7,  patent  number  619,076,  the 
subject  of  his  invention  being  a  machine 
for  manufacturing  metal  wool  from  sheet 


metal  in  the  roll.  The  machine,  which  is 
here  illustrated,  comprises  in  the  main 
means  for  supporting  the  roll  of  sheet 
metal  in  such  a  manner  that  the  broad 
flat  cutting  tool  will  engage  the  end  of 
the  roll  and  cut  therefrom  thin  filaments 
of  metal.  In  the  construction  specified 
by  the  inventor  the  roll  is  rotated  on  a 
shaft  placed  longitudinally  in  the  ma- 
chine, and  the  cutting  tool  is  mounted  in 
a  slide  carrier  adapted  to  be  moved 
toward  the  end  of  the  roll  and  thus  keep 
the  tool  in  constant  cutting  relation  to 
the  rolled  metal.  The  tool  is  adjustable 
in  the  carrier  so  that  it  may  be  made  to 
engage  different  portions  of  the  end  of 
the  roll  and  also  so  that  it  may  be  moved 
to  and  from  the  roll  when  it  is  desired  to 
vary  the  depth  of  the  cut.  The  roll  ro- 
tates in  the  direction  in  which  it  is 
wound,  and  to  prevent  any  tendency  to 
unwind  a  pair  of  horizontal  rollers 
mounted  on  arms  pressed  together  by 
coil  springs  roll  on  the  surface  of  the 
roll  above  and  below  the  spindle.  The 
slide  carrier  is  fed  along  the  bed  automat- 
ically by  a  weight  which  keeps  it  at  all 
times  in  the  proper  relation  to  the  roll, 
the  weight  pulling  the  slide  along  in  cor- 
respondence with  the  rate  at  which  the 
cutting  tool  shaves  off  the  metal  from  the 
end  of  the  roll. 


J.  B.  Mulholland,  president  of  the  Inter- 
national Union  of  Bicycle  Workers  and 
Allied  Mechanics,  has  presented  a  resolu- 
tion to  the  common  council  of  Toledo  for 
the  passage  of  an  ordinance  creating  an 
eight-hour  working  day  in  that  city.  The 
resolution  was  approved  by  the  mayor 
and  unanimously  passed  by  the  council. 


The  Cycle  Age  and  Trade  Review 


481 


Friend  Builder  of  Bicycles!   you  who  prefer  to  buiw 

from  first-class  component  parts,  which  Fit  to  the  De- 
si^ns  furnished  and  are  True  to  Angles  specified  in 


catalogue ! 


YOU    WANT 

this  complete 
selection: 


HUBS 
HANGERS 
EXPANDERS 
FRAME  FITTINGS 
SEAT  POSTS 
HANDLE  BARS 


FOR 


RACERS 

ROADSTERS 

TANDEMS 

TRIPLETS 

QUADS 

QUINTS 


evah  ew 

etelpmoc  siht 

:noitceles 


2^f?!??!n!f!!!?!!!!f?!?!!!!!?!!!!!f!!!n!!!fn!!!n!fnn!f?!f?!!!!!!!f?!f?!f!!f!!!!!!!!f?!f?!!n?!!f!!f!!?!!?!!lf! 


Will  there  be  any  Racing  in  1899? 

Any  amount  of  it.     More  than  ever  before.     L.  A.  W.  says 
.     so.     But  that  is  not  all,  = 

THIS  WILL  BE  THE  TEST  YEAR  between  Chain-Driven  Bicycles, 
Bevel  Gear  Bicycles,  Straight  Roller  Gear  Bicycles  and 
Bevel  Roller  Gear  Bicycles.  The  Test  will  be  on  the  Race 
Track  with  a  vengeance.     Remember,  THE  RACE  IS  TO  THE  SWIFT. 


THEREFORE. 


You  want  the  very  best  Racing  Hubs-the  "W  &  E" 


THEY 

ARE  PERFECT  IN 

ALL  DETAILS 


THE  CUT 

GIVES  NO  IDEA  OF 
THE  FINISH. 
SEND  FOR  THE  HUB. 


These  Racing  Hubs  are  among  our  leading  specialties. 


/fiuiiiiiuiiiiiiiiiaiiiiiiiaiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiis: 


Rule  of  Safety 

for  Builders : 


In  case  of  trouble,  dealing-  with  us,  your  trouble  is  ours. 
We  must  see  that  you  have  none.  We  are  responsible  man- 
facturers.    Dealingf  with  several  firms,  your  trouble  is  your 

own  and  remains  so.      This  applies  especially  to  frame  construction. 


WALKER  &  EHRMAN  MFR.  CO. 


WASHINGTON    AND    UNION    STS. 


CHICAGO 


482 


The  Cycle  Age  and  Trade  Review 


MOTOR  TRICYCLES  IN  U.  5. 


Builder  of  Motor  Carriages  Expresses  Conviction  That  Un= 
covered  Tricycles  Have  Been  Found  Wanting 


In  view  of  the  extensive  sales  which 
have  been  made  in  Europe  of  motor  tri- 
cycles and  other  motor  vehicles  in  the 
construction  of  which  no  attempt  is  made 
to  shelter  the  occupant  from  weather 
and  the  driving  mechanism  from  the  dirt 
of  the  road,  the  prospects  of  selling  this 
class  of  vehicles  in  United  States  have 
been  widely  discussed  of  late,  and  the 
opinion  has  seemed  to  prevail  that  the 
comparatively  low  price  at  which  such 
vehicles  might  be  sold — from  $500  down 
to  $250  apiece — would  probably  open  a 
considerable  market  for  them  among 
that  large  class  of  people  who  are  nei- 
ther rich  nor  poor  and  who,  having  passed 
the  age  at  which  the  inclination  for  ath- 
letics is  dominating,  yet  preserve  their 
sympathy  with  all  forms  of  outdoor  ex- 
ercise in  which  profuse  perspiration  is 
not  an  indispensable  feature. 

Substitute  for  High  Priced  Bicycles. 

The  motor  tricycle  especially  seems  to 
offer  this  class  at  once  recreation  and 
utility  at  a  comparatively  low  cost,  and 
bicycle  makers  as  well  as  bicycle  dealers 
have  evidently  in  many  cases  accepted 
the  conclusion  that  it  might  be  made  to 
fill  that  void  in  their  sales  which  the  ex- 
tinction of  high-priced  bicycles  has  cre- 
ated. Under  these  circumstances  the  dis- 
senting voice  of  one  who  has  given  the 
subject  of  tricycles  in  general  much 
practical  attention  will  be  listened  to 
with  interest,  and  the  following  letter 
from  Charles  E.  Duryea  of  Peoria,  111., 
expressing  the  opinion  of  one  who  is  not 
only  unusually  conversant  with  the  past 
history  of  tricycles  in  United  States  but 
actively  engaged  in  motor  vehicle  man- 
ufacture, will  therefore  have  its  weight 
in  the  general  deliberation.    He  writes: 

To  the  Editor. — To  your  inquiry  of  Febru- 
ary 3,  the  writer  submits  his  opinions,  as 
follows:  The  early  cycle  enthusiasts  in  this 
country  took  up  the  tricycle  as  being  a  safe 
and  satisfactory  machine,  but  found  it  too 
heavy  for  our  ibad  roads,  too  narrow  gauge 
for  our  rough  roads,  too  unprotected  J3or  our 
muddy  roads,  and  generally  unsatisfactory. 
This  experience  does  not  prove  that  the 
motor  tricycle  will  fare  likewise,  but  it  is 
a  very  strong  pointer  that  way.  The  motor 
tricycle  abroad  has  been  the  lightest  ma- 
chine available,  and  therefore  has  had  a 
very  large  sale.  Their  roads  are  much 
smoother  and  cleaner,  so  that  the  machine 
is  fairly  comfortable  and  practical.  Fur- 
ther, they  are  not  so  mechanically  esthetic 
as  our  Americans,  and  will  accept  a  much 
jlumsier  and  cruder  mechanical  device  than 
can  be  sold  here. 

Cumbersome  in  Emergencies. 

The  writer  bought  one  of  the  popular  De 
Dion  motor  tricycles  some  time  back  and 
used  it  in  his  daily  goings  for  a  while.  It 
was  generally  reliable  and  was  not  found 
objectionable  on  that  score,  but  it  had  many 
faults  that  rendered  it  less  satisfactory  than 
the  ordinary  bicycle.  It  was  too  heavy  to 
handle  up  and  down  stairs  or  in  and  out 
through  doors  comfortably.  It  could  not  be 
led  over  bad  stretches  or  up  hills  without 
over-exertion.  A  rough  bit  of  road  gave  so 
much  sidewise  vibration  that  one  needed  a 
spinal  column  laterally  hinged.  Following 
a  sprinkling  cart  for  half  a  block  would  de- 
luge it  with  mud  so  completely  that  an  hour 
or  more  was  required  to  clean  it.  It  was  not 
an  easy  thing  to  mount  or  dismount  from, 
and  required  as  muoh  attention  to  the 
motor,  batteries  and  other  parts  as  a  full- 
fledged  motor  carriage.  On  good  roads  the 
motor  would  do  all  the  work,  but  on  hills 
it  was  very  likely  to  shirk  and  leave  the 
rider  to  do  it  all. 

Putting  these  facts  in  connection  with  the 
experience  of  the  tricycle  before  mentioned, 
indicates  that  the  motor  tricycle  has  no 
market  in  this  country.  This  Is  borne  out 
by  statements  of  the  concern  which  has 
been  manufacturing  and  offering  for  sale 
such  a  machine.     They  say  that  the  Ameri- 


can public  does  not  take  to  this  type  of  car- 
riage. So  much  from  the  practical  and  ex- 
perimental standpoint. 

Theoretically,  the  tricycle  has  no  future. 
If  three  wheels  are  to  be  used,  the  American 
public  will  insist  upon  a  light  buggy  body 
mounted  thereon,  and  a  comfortable  car- 
riage appearance.  This,  too,  will  be  easily 
supplied,  will  bring  a  better  price,  and  will 
give  far  better  satisfaction.  Small,  light 
buggries  are  therefore  quite  possible,  and, 
judging  from  our  inquiries,  will  be  quite 
saleable.  We  have  designs  for  such  a  vehi- 
cle already  prepared  and  are  at  work  build- 
ing same  now.  We  expect  to  market  some 
of  these  within  a  very  few  months  and  give 
our  theories  a  trial. 

As  a  Pacemaker. 

As  a  pacemaker,  the  tricycle  has  a  num- 
ber of  objections.  It  cannot  run  as  close 
to  the  curb  as  the  ordinary  cycle  and,  there- 
fore, will  not  properly  shield  the  rider  fol- 
lowing. It  is  not  so  fast  a  machine  as  the 
two-wheeled  and  is  more  likely  to  upset  in 
turning  corners.  We  believe  the  pacemaker 
of  this  country  will  be  a  tandem  bicycle 
equipped  with  large  power  motor,  having 
one  man  to  steer  and  the  other  to  manage 
the  motor  and  control  the  speed  in  accord- 
ance with  the  instructions  of  the  rider  being 
paced.  Such  a  machine  would  go  anywhere 
that  a  bicycle  could  go  and  can  easily  be 
built  to  have  a  speed  of  one  mile  per  min- 
ute, or  more  if  desired. 

A  prominent  ex-racing  man  and  mechani- 
cal expert  has  been  corresponding  with  us 
along  this  line,  and  we  have  advised  such  a 
machine  for  this  purpose.  We  are  very 
busy  with  our  present  work,  but  intend  to 
put  something  in  the  line  of  a  motor  bi- 
cycle on  the  market  before  many  months. 
We  believe  the  motor  two-wheeler  will  meet 
young  America's  ideas  better  than  any  other 
machine.  It  will  be  cheaper,  lighter  and 
faster.  It  will  be  able  to  go  practically 
anywhere  that  the  bicycle  now  goes,  and 
this  is  very  essential  in  a  country  where  so 
many  bad  roads  exist,  but  where  a  single 
path  can  usually  be  found. 

Plenty  of  Exercise  With  Motors. 

The  argument  that  the  motor  bicycle  de- 
prives a  rider  of  needed  exercise  is  all  bosh 
A  motor  vehicle  of  any  kind  offers  plenty  of 
opportunities  for  excitement,  exercise  life 
or  any  othr  amusement  possible  with  the 
bicycle.  The  motor  cycler  can  assist  his 
motor  on  the  hills  or  assist  it  when  great 
speed  is  required,  and  if  covering  a  mile  a 
mmute  over  country  road  does  not  give  him 
all  the  exercise  desired,  he  can  practice 
walking  back  and  lugging  the  machine.  But 
leaving  jokes  aside,  there  are  a  large  num- 
ber of  former  cycle  riders  who  are  not 
anxious  to  see  how  fast  they  can  push  a 
machine  with  their  own  muscles,  and  to 
them  the  motor  vehicle  will  appeal  strongly 
They  can  assist  as  much  as  desired  to  get 
proper  exercise,  and  need  not  take  more 
exercise  than  they  feel  inclined  to,  in  order 
to  keep  up  with  the  ordinary  crowd.  Many 
of  them  are  men  who  labor  for  a  living- 
physically  and  do  not  need  exercise  To 
them  the  cycle  will  save  time  and  give  rec- 
reation with  rest. 

There  is  no  doubt  that  this  form  of  vehicle 
will  rapidly  crowd  its  way  into  the  ranks 
formerly   occupied  by   the   high-priced   bicy- 


No  Permit  Needed  for  Motor  Buses. 

Washington,  D.  C,  Feb.  13.— The  attor- 
ney for  the  District  has  rendered  an 
opinion  on  the  question  of  permitting 
motor  cars  and  carriages  to  use  the 
streets  of  this  city.  The  attorney  held 
that  if  the  power  to  be  used  in  propel- 
ling the  motor  vehicles  is  dangerous  in 
Itself,  it  would  be  the  duty  of  the  com- 
missioners to  prohibit  their  use.  If,  how- 
ever, no  danger  need  be  feared,  they  may 
be  used  without  a  special  permit. 


Racing  Board  for  Automobiles. 

Speed  contests  between  motor  bicycles, 
ti-icycles  and  road  quadricycles  are  be- 
coming so  numerous  in  France  and  at- 
tracting so  much  interest  that  the  French 
sporting  papers  are  urging  the  Automo- 
bile Club  of  France  to  form  a  committee 


of  its  members,  with  functions  similar 
to  the  racing  board  of  the  L.  A.  W.,  to 
officially  recognize  all  records  made  un- 
der certain  rules  to  be  laid  down.  It  is 
proposed  to  have  a  certain  number  of 
timers  to  replace  the  timers  of  the  U.  V. 
F.  Automobilism  is  making  such  rapid 
progress  and  motor  vehicle  races  are  be- 
coming so  frequent  that  a  step  of  this 
kind  is  very  important,  and  it  is  believed 
that  an  official  racing  and  records  com- 
mittee will  be  formed  very  soon,  and  it  is 
predicted  that  before  long  an  interna- 
tional motor  vehicle  racing  league  will 
be  organized. 

The  suggestion  of  the  sporting  paj)ers 
has  been  favorably  received  by  the  Auto- 
mobile Club,  and  such  a  committee,  con- 
sisting of  twelve  members  has  been  ap- 
pointed to  have  entire  charge  of  motocy- 
cle  racing  and  records.  The  timers  to  be 
selected  by  the  racing  commission  will  be 
paid  according  to  a  schedule  fixed  by  the 
commission. 


THIRTY  MILES  AN  HOUR 


French  Petroleum  riotor  Vehicle  Hakes  Locomotive 
Speed  in  132°niile  Road  Contest. 


Four  motor  vehicles  started  in  the  Peri- 
gard  challenge  road  race  run  January  26, 
from  Paris  to  Rouen  and  back,  a  total 
distance  of  132%  miles.  The  four  compet- 
itors were  Girardot,  Mors,  Charron  and 
Lefeare,  and  with  them  also  started  two 
others,  who,  however,  were  not  qualified 
competitors  for  the  prize.  All  of  the  ve- 
hicles started  out  smoothly  and  rapidly, 
with  the  exception  of  that  of  Girardot, 
whose  burners  had  gone  out,  and  thus 
caused  a  delay  of  four  minutes.  Girardot 
made  up  this  lost  time,  however,  on  the 
way  to  Rouen,  and  was  the  first  to  reach 
the  turning  point,  covering  the  distance 
in  2  hours  and  18  minutes.  His  return 
trip  was  not  delayed  and  he  finished  first 
in  4  hours  and  26  minutes  for  the  entire 
distance,  making  his  average  speed  near- 
ly thirty  miles  per  hour.  The  total  time 
lost  by  Girardot  during  the  race  on  ac- 
count of  necessary  stops  was  about  twen- 
ty minutes. 

Charron  finished  second,  one-half  hour 
after  Girardot.  He  came  in  with  the 
tire  of  the  left  rear  wheel  punctured, 
having  ridden  several  miles  on  the  rim. 
Mars  and  Lefeare  were  compelled  to  give 
up  early  in  the  race  on  account  of  acci- 
dents, and  the  two  unqualified  starters 
were  also  compelled  to  quit  after  going 
but  a  short  distance. 

The  winner's  time  is  said  to  be  record 
for  the  distance.  His  machine  was  a 
Panhard  &  Levassor  petroleum  vehicle, 
weighing  1,600  pounds.  It  is  driven  by 
an  8  horse-power,  four-cylinder  motor. 
The  same  machine  finished  sixth  in  the 
Paris- Amsterdam  road  race. 


LEITER  PROJECT  LOOKS  DARK 


Nothing  Done  By  Compressed  Air  Truck  Compan- 
ies Since  Incorporation— Engineers'  Views. 


Recent  events  point  to  the  belief  that 
the  Leiter  compressed-air  power  enter- 
prise, which  was  started  two  weeks  ago, 
will  never  materialize.  The  truth  is  that 
the  trustees  of  the  bondholders  of  the 
Rhode  Island  locomotive  works  have  lit- 
tle or  no  faith  in  the  deal.  Since  the  or- 
ganization of  the  syndicate  nothing  has 
been  done,  save  that  the  syndicate  peo- 
ple have  sent  several  communications  to 
the  trustees  asking  for  modifications  of 
the  terms  of  the  contract  on  which  the 
purchase  was  to  be  based.  The  latest  of 
these  overtures  was  fiatly  and  emphati- 
cally rejected.  SuDsequently  it  was  ascer- 
tained that  some  of  the  trustees  con- 
sidered that  the  deal  was  practically  off. 

The  attitude  of  most  engineers  toward 
the  proposal  of  the  auto-truck  compa- 
nies  to   use   compressed  air  for  motors 


The  Cycle  Age  and  Trade  Review 


483 


for  omnibuses  is  one  of  languid  interest 
only,  tinged  with  faint  hope  but  great 
doubts.  It  appears  to  them  that  the  first 
thing  needed  by  an  "auto-truck"  corpo- 
ration would  be  a  successful  "auto- 
truck," and  that  if  such  a  machine  were 
found  it  might  make  a  basis  for  raising 
capital.  The  compressed  air  promoter, 
however,  does  not  see  things  with  the 
narrow  view  of  the  engineer.  He  is  an 
expansionist,  and  not  a  conservative.  He 
knows  that  in  order  to  do  anything  with 
compressed  air  one  must  "raise  the  wind." 
The  air  must  be  compressed,  but  the  air 
company's  stock  must  be  inflated  and 
floated.  There  are  companies  galore  and 
lots  of  stock  to  be  put  on  the  market. 
It  may  be  many  years  before  New  York 
is  beautified  by  the  removal  of  the  horse 
and  the  substitution  of  the  auto-truck, 
but  it  will  be  only  a  few  months,  prob- 
ably, before  the  people  will  own  the  stock 
of  the  company. 

notor  Vehicles  for  Buffalo  Parks. 

Buffalo,  Feb.  13. — At  a  recent  meeting 
of  the  board  of  park  commissioners  the 
matter  of  granting  a  franchise  for  the  op- 
eration of  a  line  of  motor  carriages  in  the 
park  system  was  favorably  considered. 
The  National  Transit  Company,  whose 
motive  power  is  gasoline,  put  in  a  bid  for 
the  exclusive  right  to  operate  its  motor 
buses.  Similar  bids  were  received  from 
others.  The  board  deferred  action  in  or- 
der to  permit  investigation  of  the  merits 
of  the  different  motor  systems. 

During  the  meeting  a  practicing  physi- 
cian, who  is  the  owner  of  a  motor  car- 
riage, gave  the  board  the  benefit  of  his 
experience.  The  doctor  stated  that  he 
had  used  his  carriage  a  little  over  a  year 
and  that  during  that  time  he  had  trav- 
eled 4,972  miles  at  a  total  cost  of  $70.62. 
He  stated  that  in  his  opinion  motor  ve- 
hicles were  a  success  and  that  the  board 
could  not  do  better  than  to  adopt  them. 


INVITE  AMERCIAN  COMPETITION 


nOTOR  FREIGHT  VANS    WANTED 


English    Association    to    Arrange     Open 

Contest  Between  flakers  of  Motor 

Trucks  in  September. 


Ever  since  1895  the  Self-Propelled  Traf- 
fic Association  of  Liverpool,  England,  has 
busied  its  members  with  the  problems  of 
self-propelled  freight  road  wagons  and 
similar  vehicles  for  city  freighting.  The 
association  considers  this  branch  of  au- 
tomobilism  as  by  far  the  more  important 
from  an  economical  standpoint  and  in- 
volving more  mechanical  and  engineering 
difficulties  than  the  application  of  motor 
power  to  light  carriages  and  pleasure 
vehicles. 

The  high  railway  freight  rates  for  short 
hauls  and  generally  unsatisfactory 
freight  service  of  the  railways  in  England 
make  it  appear  very  desirable  to  English 
business  men  to  establish  competition 
with  the  railways  through  a  motor 
freight  road  wagon  system,  if  possible, 
and  this  is  especially  the  case  in  all  of 
that  territory  adjacent  to  Liverpool  in 
which  manufacturing  establishments  de- 
pend upon  raw  material  shipped  from 
that  city. 

It  is  the  opinion  of  American  Consul 
James  Boyle,  at  Liverpool,  that  there  will 
be  a  large  and  profitable  market  for 
American  freight  vans  if  our  constructors 
succeed  in  devising  a  practicable  pattern 
for  this  class  of  vehicles  in  advance  of 
the  English  engineers  who  are  engaged 
in  solving  the  problem. 

Limitations  for  Construction. 

The  development  of  auto-motor  freight 
wagons  has  been  much  retarded  in  Eng- 
land in  the  past  by  the  law.  Formerly, 
all  motor  wagons  were  classed  as  "trac- 
tion engines,"  which  meant  that,  under 


the  law,  they  could  only  travel  on  a  high- 
way at  the  rate  of  two  miles  an  hour, 
with  a  man  walking  in  front  carrying  a 
red  flag;  and  almost  every  county  and 
municipal  authority  had  obstructive  reg- 
ulations. In  1896,  however,  a  law  was 
passed  under  which  the  tare  limit  of  a 
single  motor  wagon  for  use  on  the  high- 
ways is  three  tons,  exclusive  of  fuel, 
water,  or  accumulators.  It  is  allowed  to 
have  one  "trailer,"  and  in  that  case  the 
tare  limit  is  four  tons.  The  speed  limit 
is  eight  miles  per  hour  for  a  wagon  of 
two  tons  tare  or  under,  five  miles  per 
hour  for  a  wagon  of  between  two  and 
three  tons  tare,  and  in  the  latter  case 
when  the  wagon  has  a  'trailer,"  a  speed 
limit  of  six  miles  per  hour  is  allowed. 
The  maximum  width  allowed  for  a  vehi- 
cle is  6  feet  6  inches.  The  minimum 
width  of  tires  is  2%  inches  for  wagons  of 
fifteen  hundredweight  to  one  ton  tare,  3 
inches  for  wagons  between  one  and  two 
tons  tare,  and  4  inches  for  wagons  above 
two  tons.  It  should  be  remembered  that 
an  English  ton  is  2,240  pounds.  Other 
important  requirements  of  the  law  are 
that  auto-motor  freight  wagons  must  be 
so  constructed  as  to  be  capable  of  being 
moved  backwards  by  mechanical  applica- 
tion and  must  have  two  independent 
brakes,  and  the  motor  must  not  emit  any 
visible  vapor  except  from  temporary  or 
accidental  cause. 

It  was  the  Liverpool  Self  -  Propelled 
Traffic  Association  under  whose  auspices 
the  contests  between  motor  freight  wag- 
ons took  place  in  May,  1898,  which  were 
described  at  length  in  this  paper.  The 
conditions  of  the  contest  were  severe  in 
regard  to  the  condition  and  gradients  of 
the  roads  and  the  vehicles  which  took 
part  were  all  powered  by  steam. 

The  awards  in  this  contest  were  made 
last  summer,  but  the  official  report  of  the 
judges,  who  were  all  expert  mechanical 
engineers,  was  formally  presented  only  a 
short  time  ago.     In  this  report  nothing 


A  MOWING  MACHINE... 


LEAGUEKIT 

mends  any  single  tube  tire. 
Quick]  and  sure  cement  repair 
for  small  punctures,  quick  and 
sure  plug  repair  for  large  ones. 
Only  tool  that  does  the  work 
of  two  kits  at  price  of  one. 
Write  for  prices. 


costs  more  than  a  scythe — but  it  cuts  more  hay. 

A  fine  tire  costs  more  than  a  cheap— but  it  rides  faster  and 
farther.  What  made  the  solid  tire  give  way  to  the  cushion— the 
cushion  to  the  pneumatic  ?  For  precisely  the  same  reason  the  slow 
pneumatic  is  bound  to  give  way  to  the  fast. 

Nobody  wants  slow  tires  ;  Eobody  buys  them  knowingly. 
And  it  isn't  good,  sound  business  to  let  people  do  it  unknow- 
ingly. If  you  don't  tell  them,  somebody  else  will,  and  they  get 
the  impression  that  they've  been  cheated. 

League  Tires  need  no  explanation.  Nothing  goes  into 
them  but  the  finest  rubber  and  fabric;  nothing  comes  out  but  speed 
and  staying  qualities.  "Get  there  and  get  back"  tires  look  well 
in  the  store,  ride  well  out  of  the  store  and,  present  or  absent,  are 
working  steadily  in  somebody's  interest— yours,  if  you  handle  them. 

New  York 25  Park  Place. 

Boston 24  Summer  Street. 

Philadelphia 308  Chestnut  Street. 

St.  Louis 210  No.  12th  Street. 

San  Francisco 509-511  Market  Street. 

WESTERN  DISTRIBUTING  AGENTS. 

A.  G.  Spalding  <&  Bros.,  147 149  Wabash  Ave.,  Chicago. 

NEW  ENGLAND  DISTRIBUTING  AGENTS. 

Geo.  F.  Kehew  <&  Co.,  129  Pearl  St.,  Boston. 


NEW  YORK  BELTING&PACKING  CO.LTD 


Mention  The  Cycle  Age 


484 


The  Cycle  Age  and  Trade  Review 


is  said  in  regard  to  the  motor  power,  but 
it  has  been  learned  that  it  is  the  opinion 
of  the  judges — and  this  opinion  is  shared 
generally  in  England — that,  as  at  present 
developed,  internal  combustion,  oil,  and 
electric  motors  are  of  little  practical 
value  for  heavy  hauling,  and  that  steam, 
at  least  for  the  present,  is  the  only  power 
capable  of  meeting  the  requirements. 

Judges  Favor  Steam. 

Among  the  conclusions  presented  by 
the  judges,  those  of  greatest  importance 
t^  American  constructors  are  probably 
the  following: 

The  form  of  wheels  and  tires  adopted  by 
all  the  manufacturers,  though  probably  per- 
fectly efficient  as  carriers,  were  all  struct- 
urally more  or  less  inefficient  as  drivers. 

ISTone  of  the  vehicles  were  able  to  maneu- 
ver into  and  out  of  an  embayment  as  effect- 
ively and  rapidly  as  may  be  expected  when 
'  time  and  experience  have  effected  improve- 
ments in  desig'n,  but  they  were  capajble  of 
going  anywhere  that  horse-drawn  vehicles 
are  ordinarily  required  to   go. 

The  general  control— stepping,  starting,  and 
steering — of  the  vehicles,  when  working  on 
the  road  and  amongst  traffic  was  at  least 
as  good  as  with  the  best  types  of  horse- 
dirawn  vehicles. 

The  hill-clim,bing  powers  of  the  vehicles 
were  much  superior  to  those  of  horse- 
drawn  vehicles,  when  commercial  efficiency 
is  considered. 

At  least  two  speed  gears,  or  an  equivalent 
reserve  of  power,  are  essential  to  success- 
ful working  on  common  roads  with  steep  or 
even  with  average  gradients. 

Generally,  loo  much  attention  was  re- 
quired by  the  various  operations  of  regulat- 
ing and  driving  the  vehicles,  and,  in  order 
that  self-propelled  vehicles  may  command 
a  "wider  adoption  than  can  yet  be  confidently 
recommended,  there  must  be  an  extended 
use  of  autO".natic  arrangements  analogous  to 
those  in  other  fields  of  mechanical  science. 
When  such  improvements  are  made,  they 
will  have  a  great  effect  in  placing  motor 
vehicles  upon  a  more  practical  basis  for 
traffic  in  cities,  by  enabling  comparatively 
unskilled  attendants  to  undertake  their  man- 
agement. 

The  imperfections  of  common  roads  are 
the  principal  causes  of  the  heavy  mainte- 
nance and  depreciation  charges,  and  of  the 
element  of  uncertainty  which  at  present 
attaches  to  any  service  of  motor  vehicles. 
On  good!  macadam  roads,  with  moderate 
gradients,  the  vehicles  to  which  prizes  were 
awarded  would  do  good  service  with  the  re- 
spective loads  carried  during  the  trials,  but 
none  of  them  could  be  relied  upon  for  a  reg- 
ular service  on  roads  such  as  those  of  the 
routes  selected  for  the  competition. 

Cood  Carriers— Bad  Drivers. 

It  is  asserted  that  since  the  trials  the 
shortcomings  arising  from  poorly  con- 
structed wheels  —  which  were  from  all 
sides  admitted  to  be  the  most  serious 
and  those  that  caused  most  breakdowns- 
have  been  remedied  by  English  construct- 
ors of  freight  vans,  and  that  no  troubles 
from  this  cause  are  to  be  expected  at  the 
next  series  of  travels,  which  will  be  held 
some  time  during  this  year,  probably  in 
September.  This  new  contest  will  •  be 
managed  by  the  same  association,  and  it 
has  been  officially  ascertained  that  Amer- 
ican competition  for  this  contest  will  be 
welcomed. 

The  secretary  of  the  association, 
through  whom  the  ''ules  of  the  competi- 
tion may  be  obtained,  is  B.  Shrapnell 
Smith,  Royal  Institution,  Colquitt  street, 
Liverpool. 

Indianapolis,  which  controls  between  65 
and  70  per  cent,  of  the  bicycle  chain  out- 
put of  the  United  States,  made  more  than 
650,000  chains  last  year,  many  of  which 
went  to  Europe.  The  present  production 
is  60  per  cent,  larger  than  at  this  time 
last  year. 

A  large  number  of  German  cycle  mak- 
ers are  now  turning  their  attention  to  the 
manufacture  of  motor  tricycles  and  light 
motor  cars,,  also  sets  of  parts  and  fittings 
for  same. 

Motor  cars  in  France  are  to  be  regis- 
tered by  the  war  department  in  order  to 
be  available  for  use  in  time  of  war. 


U.  S.  MOTOR  VEHICLE  PATENTS 


TWO  HARD  PROBLEMS  TACKLED 


Wagon   Body   Yieldingly   Supported  By 

Chains — Lengthwise  Shaft  Driving 
,  All  Four  Wheels. 


C.  T.  Hildebraadt  and  F.  R.  McMulMn, 
of  Chicago;  patent  No.  613,272.  Novem- 
ber 1,  1898.    Motor-driven  vehicle. 

The  object  has  been  to  devise  a  con- 
struction which. will  permit  either  or  both 
the  front  and  rear  axles  to  be  connected 
with  the  driving  motor  while  yet  allow- 
ing perfect  steering  as  well  as  oscillation 
of  the  stub  axles  of  the  front  wheels  in 
a  vertical  plane.  To  attain  this  object 
the  driving  motor  is  supported  on  the 
running  gear  and  bevel  gear  pinions  are 
employed  tO'  transmit  power  to  and  from 
a  shaft  that  extends  lengthwise  under  the 
vehicle.  The  front  wheels  are  mounted 
upon  stub  axles,  so  supported  that  both 
wheels  may  be  turned  simultaneously  by 
a  steering  mechanism  while  the  inner 
ends  of  the  stub  axles  are  connected  by 
universal  joints  to  the  outer  ends  of  the 


and  the  two  brackets  supporting  the 
wagon  body  are  hung  upon  the  ends  of  a 
flexible  chain  which  passes  through  the 
axle,  as  shown,  and  over  roller  studs  fixed 
in  it.  Obviously  swaying  of  the  wagon 
body  will  cause  the  chain  to  move  over 
the  rollers.  When  this  arrangement  is 
applied  to  the  rear  wheel  axle,  the  vertical 
pi'«oting  of  the  wheels  which  is  shown_in 
the  illustration  and  which  serves  for 
steering  purposes,  is  omitted,  but  nothing 
is  indicated  by  the  inventor  to  show  how 
his  device  may  be  made  compatible  with  a 
positive  and  rigid  driving  gear  connection 
between  the  motive  power  in  the  wagon 
body  .and  the  drive  wheel  axle.  The  in- 
vention can  therefore  only  be  intended 
for  electric  wagons  and  in  no  way  solves 
the  problem  of  producing  easy,  joltless 
riding  in  steam  or  gas  engine  driven  vehi- 
cles. 


GASOLINE  AS  A  POWER  SOURCE 

As  Fuel  it  is  Odorless  While  in  Explosive  Hixture 
Its  Combustion  is  Imperfect. 


Whether  gasoline  for  motor  vehicle 
propulsion  is  more  advantageously  used 
as  a  fuel  for  generating  steam  or  on  the 


C.  T.  HILDEBRANDT  &.  F.  R.  McMULLIN 


main  front  axle.  Power  may  thus  be 
transmitteu  to  the  front  wheels  to  cause 
them  to  rotate  even  while  the  steering 
mechanism  is  being  operated.  The  cus- 
tomary compensating  gears  are  employed. 
Either  electric  or  gas  engine  power  may 
be  employed  with  this  construction,  say 
the  inventors. 

Designed  to  Hake  Riding  Easy. 

George  J.  Altham,  Swansea,  Mass. ;  pat- 
ent No.  614,781.  November  22,  1898.  Run- 
ning gear. 

The  object  of  the  invention  is  to  pro- 
vide an  arrangement  whereby  the  body  of 


the  vehicle  may  be  supported  fiexibly  and 
the  axle  may  hav©  a  yielding  movement 
in  a  plane  transverse  to  the  wagon  body. 
The  illustration  represents  a  vertical 
section  of  tne  front  wheel  axle,  only  one- 
half  being  shown.     The  axle  is  tubular 


principle  of  the  explosion  gas  engine,  is 
one  of  the  questions  to  which  the  recent 
successful  steam  engine  vehicles  of  New 
England  have  imparted  renewed  interest 
for  prospective  purchasers  of  motor  vehi- 
cles. 

In  the  broad  view  the  advantages  of 
using  the  gasoline  as  fuel  are  most  con- 
spicuous. 

The  combustion  of.  the  fuel  is  continu- 
ous with  steam,  and  one  great  trouble 
with  the  explosion  engine  is  that  the  fire 
must  be  lighted  and  extinguished  many 
times  each  minute  the  engine  is  in  ac- 
tion. 

With  continuous  combustion  the  gaso- 
line can  be  so  perfectly  burned  as  to 
leave  no  odor  whatever  behind  it.  A  pair 
of  double  acting  steam  engines  gives  a 
practically  uniform  propelling  effect,  and 
the  steam  engines  and  boiler  weigh  no 
more  than  the  explosion  engine  and  its 
fly-wheel.  In  the  Whitney  steam  vehicle 
the  boiler,  empty,  weighs  85  pounds,  and 
the  engines  weigh  19  pounds. 

The  steam  engine  reverses  perfectly, 
while  the  explosion  engine  does  not  re- 
verse at  all.  With  steam,  almost  all  of 
the  difficulties  in  propelling  wagons  with 
gasoline  disappear,  and  the  steam  wag- 
ons leave  no  odor  behind,  and  show  no 
more  waste  steam  than  do  the  water- 
jacketed  explosion  engines.  The  steam 
wagons,  however,  use  much  more  water 
than  the  explosion  engines  of  equal 
power,  which  is  a  demerit. 


The  Cycle  Age  and  Trade  Review 


485 


•dx-^ 


^  ---  ~'/'fi^;;^iSf^^X.  >  ■-■ 


A  good  ladies'  bicycle  is  an  important  feature  in 
any  dealer's  line. 

A  bicycle  which  is  attractive  to  that  most  criti- 
cal buyer  is  a  winner. 

There  are  many  of  them  who  want  the  best  they 
can  buy,  but  the  lines,  finish  and  general  appearance 
must  be  perfect.  The  seat  and  handle  bar  must  be 
just  the  right  distance  apart.  The  machine  must  be 
easy  to  mount,  the  pedal  must  be  dainty  and  without 
projections  to  catch  the  dress  and  above  all  the  finish 
must  be  superb. 

We  have  considered  all  these  points  and  in  the 
Model  26  National,  you  will  find 

THE  Lady's  Wheel  of  the  Year. 


Get  our  Catalog, 


national  Cycle  Xti%  Co. 

Bay  City,  micb. 

Have  you  ever  thought  how  few  bad  accounts  you  make  on 
Lady's  Wheels? 


Plain  Talks  on 
ANDRAE  Cycles 


Vm— Light  Roadster  for  Men,  $50. 

This  is  the  most  handsome  bicycle  built. 

Its  taking  points  have  been  turned  into  selling  points. 

There's  more  money  in  selling  than  there  is  in  talking.  We 
needn't  argue  that  with  agents. 

The  Andrae  improved  pattern  frame,  Andrae  rigidity,  quality, 
bearings  sell  the  bicycle  without  talk. 

The  Andrae  hub,  with  sprocket-like  flange  for  direct  spokes  is 
another  selling  point. 

This  light  roadster  is  to  be  shown  to  the  "elite"  of  your  city. 
There  is  no  reason  why  a  man  should  not  buy  an  Andrae  after  he 
sees  it. 

There  are  14  models  in  the  Andrae  line.  Every  one  a  seller  on 
sight.  Write  for  trade  prices  and  our  monthly  paper,  "The 
Andrae  Agent." 


Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS. 

Mention  The  Cycle  Age 


THE 


Waverley 


'XM 


l:;ft-^:-1. 


1899 


is  a  beautiful  piece  of  skillful  workmanship  beautiful 
in  design,  beautiful  in  finish  and  every  detail,  and 
beautiful  in  the  sterling  quality  that  gives  endless  satis- 
faction . 

Wc  have  tested  and  proved  it 

until  wc  know  its  worths  «?* 

And  we  have  placed  a  price  upon  it  that  should  be 
within  the  reach  of  everybody — 


THE  FINEST  BICYCLE 
EVER  BUILT 


$40 


For  those  who  must  have  a  lower  priced  bicycle, 
yet  want  a  good  one : 

THE  IVANHOE  SPECIAL,  -   $35 
IVANHOE  BICYCLES,  $25  and  $26 


ELECTRIC  MOTOR  VEHICLES 

The  lightest,  simplest,  handsomest  and  most  efficient 
Motor  Carriages  yet  placed  before  tie  public  Entirely 
beyond  the  experimental  stage.  We  can  now  fill  ordeft 
for  some  styles  at  short  notice.  Good  Waverley  Agents 
get  thz  preference. 


INDIANA   BICYCLE   CO. 

INDL\NAPOLIS,  IND. 


%> 


IS> 


Ik 


^ 


^j^^^^^^^^f^^^^^ 


486 


The  Cycle  Age  and  Trade  Review 


THE  PASTIHE  AND  SPORT 


PIERCE  LEADS  COAST  GRINDERS 


San  Francisco  Six=Day  Race  Began  Mon= 
day— New  Records  Made— The 


s; 


Preliminary  Events. 


San  Francisco,  Feb.  13. — The  interna- 
tional six-day  race  under  tlie  auspices  of 
tlie  American  Cycle  Racing  A.ssociation 
started  to-night  at  10:35  at  Mechanics' 
pavilion.  There  were  eighteen  starters,  all 
of  whom  were  in  excellent  condition  after 
the  month  of  training  on  the  roads  of 
Golden  Gate  park  and  between  this  city 
and  surrounding  towns. 

The  track  is  eight  laps  to  the  mile  and 
banked  eight  feet  in  sixteen.  It  is  said 
by  Miller,  Waller,  Michael,  Elkes,  Bald 
and  other  champions  to  be  the  fastest 
ever  built  indoors,  and  the  only  fault 
found  with  it  by  the  six-day  men  is  that 
it  is  rather  steep  for  the  finishing  hours 
of  the  long  grind. 

The  contest  is  to  continue  for  the  full 
144  hours  instead  of  142,  and  it  is  the 
opinion  among  the  men  that  2,250  miles 
will  be  ridden  during  the  week  by  the 
leaders.  Several  of  the  riders  expect  to 
remain  on  their  machines  continuously 
during  the  first  twenty-four  hours,  or  un- 
til they  gain  the  lead.  The  battle  there- 
fore promises  to  be  hard  fought. 

Following  is  a  full  list  of  starters: 
Charles  W.  Miller,  Frank  Waller,  W.  B. 
Pierce,  Frank  Alberts,  Louis  Gimm,  John 
Lawson,  J.  W.  Nawn,  Oscar  Aaronson. 
Teddy  Hale,  Ed  Stevens,  Oscar  Julius, 
Fredericks,  Charles  Turville,  C.  W.  Ash- 
inger,  John  Chapman,  Tom  Barnaby, 
Henry  Pilkington  and  George  Hannant. 
Stevens  Defeats  Eaton. 

The  event  of  the  evening  in  the  prelim- 
inary sprint  races  was  a  one-mile  match 
race  between  Orlando  Stevens  and  Jay 
Baton,  paced  for  six  laps  by  Fournier  on 
his  motocycle.  Stevens  won  the  first 
heat  in  2:041-5,  and  the  second  heat  and 
the  match  in  1:59  3-5. 

The  first  semi-final  of  the  professional 
tandem  pursuit  race  resulted  in  the  mak- 
ing of  a  new  indoor  record.  Cotter  and 
Downing  defeating  Lawson  and  Julius  in 
1:59  4-5.  The  final  resulted  in  a  victory 
for  Cotter  and  Downing  over  Stevens  and 
Soodman  in  1:59  4-5.    Summaries: 

Half  -  mile  handicap  —  Lawson,  30  yards, 
first;  Cotter,  55  yards,  second;  Chapman,  20 
yards,  third.    Time,  :59. 

Half-mile  unpaced,  exhibition,  by  Charles 
W.   Miller.    Time,    :59  2-5,   indore  record. 

One-mile,  exhibition,  paced— Harry  Gibson. 
Time,  1:58  3-5. 

Half-mile,  exhibition,  paced — Eddie  Bald. 
Time,  1:00  3-5. 

Two-mile  exhibition,  paced- Harry  Elkes. 
Time,  4:012-5. 

One-mile  motocycle  exhibition — Fournier. 
Time,  1:58  4-5. 

One-mile  exhibition,  paced — Jimmy  Mich- 
ael.   Time,  1:571-5. 

Racing  began  in  the  pavilion  last  Sat- 
urday night.  A  mile  professional  tandem 
handicap  was  won  from  scratch  by  Mc- 
Farland  and  Stevens  in  the  record  time  of 
1:59  from  scratch,  passing  the  limit  men 
twenty  feet  from  the  tape.  Harry  Elkes, 
paced  by  two  tandems,  rode  an  exhibition 
mile  in  1:54,  breaking  all  previous  indoor 
records. 

Pierce  and  Ashinger  Leading. 
San  Francisco,  Feb.  14. — ^Waller  and 
Chapman  have  been  forced  to  quit  the 
six-day  race  because  of  trouble  with  their 
eyes.  Physicians  told  Waller  that  if  he 
continued  it  might  result  in  permanent 
blindness.  He  stopped,  sadly  dispirited, 
after  riding  334  miles  without  dismount- 
ing. Turville  has  suffered  with  cramps 
since  the  start  and  had  to  quit  at  noon 
today  after  going  263  miles. 


From  the  field  of  a  dozen  in  the  contest 
who  had  not  dismounted  up  to  the  noon 
hour  today  there  was  a  slow  cutting  down 
one  by  one  until  at  the  nineteenth  hour 
Pierce  and  Ashinger  came  out  alone  into 
the  true  contest  of  endurance,  both  pre- 
pared to  fight  it  out  to  a  bitter  finish. 

Stevens  had  a  fall  and  lost  ten  miles 
as  a  consequence  of  locking  handlebars 
with  another  contestant,  but  is  now  one 
of  the  freshest  men  in  the  race.  Gimm 
did  not  dismount  until  4:59  this  morning 
and  is  feeling  well  and  confident. 

The  score  at  the  end  of  the  twenty-sec- 
ond hour  was: 

M.     L. 

Pierce  428 

Asihanger 427         4 

Miller   425         1 

Gimm    .    ., 423         4 

Lawson  423         2 

Hale  419         2 

Barnaby  419 

Nawn    4;s        1 

Aaronson  416         3 

Stevens   415         3 

Albert   413         3 

Fredericks   412         1 

Julius   406 

Pilking'ton    379         1 

Hannant    372         6 

The  previous  world's  indoor  record  for 
twenty-two  hours  is  419  miles  4.76  feet, 
made  by  Pierce  in  New  York  last  Decem- 
ber. Ashinger  is  the  only  rider  who  has 
not  dismounted  up  to  date. 


L.  A.  W.  NATIONAL  ASSEMBLY 


Delegates   at   Providence    Elect  Keenan 

President  and  Decide  to  Continue 

Control  of  Racing. 


Appeal  to  the  Cyclists'  Syndicate. 

At  the  meeting  of  the  Cyclists'  Syndi- 
cate of  Northern  France,  held  January  26 
in  Paris,  a  letter  from  the  French  riders 
who  were  disqualified  by  the  L.  A.  W. 
and  fined  by  the  U.  V.  F.  for  participat- 
ing in  the  last  six-day  race  in  New  York 
city  was  read.  The  riders  wanted  to  know 
what  would  be  their  reception  if  they  re- 
turned to  race  in  France,  and  if  they 
could  ride  under  the  protection  of  the  Cy- 
clists' 'Syndicate.  Bdouard  Taylor  asked 
the  syndicate  to  use  its  influence  to  get 
the  fine  of  $200  imposed  upon  him  by  the 
L.  A.  W.  lifted.  The  members  present 
at  the  meeting  made  no  definite  state- 
ments as  to  the  course  which  would  "be 
pursued  by  the  French  riders'  syndicate, 
being  willing  to  let  matters  rest  until  the 
riding  season  opens.  Sympathy  was  ex- 
pressed for  the  outlaw  riders  in  America. 


Circuit  During  World's  Meet  Time. 

The  committee  in  charge  of  the  Nation- 
al Meet  in  Boston  is  conferring  with  the 
World's  Meet  committee  at  Montreal 
with  view  to  arranging  a  circuit  of  sev- 
eral weeks'  duration  and  embracing  such 
eastern  cycling  centers  as  Boston,  Prov- 
idence, Springfield  and  Montreal.  The 
meets  during  the  circuit  as  proposed  are 
to  be  held  at  times  which  will  make  it 
convenient  for  riders  coming  over  from 
Europe  to  attend  the  international  meet 
to  stay  and  compete  in  the  circuit  races. 
In  this  way  it  is  thought  a  larger  number 
of  foreign  riders  can  be  induced  to  come 
to  the  I.  C.  A.  meet. 


Brady  Plans  Co=operative  Team. 

W.  A.  Brady  is  planning  to  form  a  rac- 
ing team  of  fifteen  or  twenty  riders  whom 
he  will  retain  for  the  season  and  guaran- 
tee each  a  certain  amount  for  the  season's 
work  and  expenses,  with  a  share  in  the 
winnings,  which  may  or  may  not  amount 
to  more  than  the  guarantee.  The  team 
would  follow  the  large  circuits  and  be  en- 
tered in  all  open  events  and  in  case  of  a 
dearth  of  meets  Brady  would  run  races 
of  his  own  which  would  be  open,  riders 
not  members  of  his  team  being  invited  to 
compete. 


T.  J.  Keenan  of  Pitt-burg  elected  president. 

H.  "W.  Foltz  of  Indianapolis,  first  vice-presi- 
dent. 

K.  W.  Kingsbury  of  Keene,  N.  H.,  second  vice- 
president. 

J.  W.  Tattersall  of  Ne"w  Jersey,  treasurer, 

Jacksonville,  Fla.,  selected  for  next  Nationa 
Assembly. 

Control  of  racing  retained  by  tlie  I,eague. 

Professionals   denied  admission  to    member- 
ship. 

Professionals  allovred    one  representative  in 
tlie  assembly. 

All  amateurs  required  to  register  in  the  t.  A. TV 

Providence,  Feb.  13. — The  above  sum-  ' 
mary  shows  the  most  important  acts  of ' 
the  state  division  delegates  of  the  L.  A. 
W.  asse'mbled  here  in  national  conven- 
tion last  week,  and  the  very  liberal  con- 
cessions made  to  the  dissatisfied  profes- 
sional racing  interests  to  appease  their 
discontent  and  effect  a  compromise  which 
shall  bring  the  "outlaws"  once  again  will- 
ingly under  jurisdiction  of  the  League. 
These  concessions  amount  in  toto  to 
granting  the  racing  men  representation 
to  the  extent  of  one  delegate  to  the  Na- 
tional Assembly,  whose  feeble  voice  can- 
not be  heard  for  at  least  another  year. 

Will  Not  Conciliate  Racing  Men. 

The  white-haired  fathers  of  the  League 
again  showed  their  disapproval  of  the 
professional  racing  men  by  denying  them 
admittance  to  membership,  but  they  are 
sufficiently  interested  in  the  sport  to 
want  to  control  all  the  racing  in  the 
country.  That  they  have  adopted  a 
course  conducive  to  that  end  will  be 
doubted  by  most  pers'ons  at  all  interestefl, 
as  it  will  appear  that  the  granting  of  one 
absolutely  powerless  representative  to  the 
annual  convention  is  more  in  the  nature 
of  a  direct  affront  tlian  an  earnest  desire 
to  treat  with  tne  racing  contingent  hon- 
estly. 

Road  Improvement  Discussed. 

The  assembly  opened  on  Wednesday 
with  100  delegates  and  members  present, 
and  as  many  more  scattered  snowbound 
over  the  railroads  of  New  England.  The 
convention  having  been  called  to  order 
by  President  1.  B.  Potter,  the  day  was 
devoted  to  the  discussion  of  the  improve- 
ment of  the  highways  of  the  country, 
with  G.  W.  Parsons,  of  the  national  good 
roads  committee,  presiding.  President 
Potter  spoke  of  the  benefits  of  cycle 
paths.  E.  G.  Harrison  reviewed  tJie  work 
the  Department  of  Agriculture  is  doing 
for  the  cause.  F.  O.  Stanley  gave  an  ad- 
dress on  the  motor  vehicle  and  its  rela- 
tion to  good  roads. 

Welcome  By  Governor  and  Mayor. 

At  the  afternoon  session  a  hearty  wel- 
come was  extended  to  the  delegates  by 
Governor  Dyer  of  Rhode  Island  and 
Mayor  Baker  of  Providence.  Dr.  Menden- 
hall  spoke  on  road  building,  contending 
that  the  improvement  of  roads  generally 
was  first  agitated  by  the  wheelmen,  and 
citing  Massachusetts  as  a  pioneer  state 
in  wagon  road  improvement  whose  good 
road  laws  are  a  model  for  other  stales. 
Sterling  Elliott  spoke  briefly.  Conway 
Sams  discussed  the  co-operative  agita- 
tion between  wheelmen  and  horsemen, 
who  have  drawn  closer  together  during 
the  past  few  years.    The  afternoon  closed 


The  Cycle  Age  and  Trade  Review 


487 


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488 


The  Cycle  Age  and  Trade  Review 


with  a  short  talk  on  the  roads  of  Eu- 
rope and  America,  illustrated  by  lantern 
slides. 

Election  of  Officers. 

Thursday  was  devoted  to  the  election  o£ 
officers,  the  discussion  of  racing  matters, 
and  the  presentation  of  officers'  reports., 
W.  J.  Van  Valkenburg  of  Milwaukee 
nominated  Keenan  for  president,  and  was 
seconded  by  Chief  Consuls  Boyle  of  Penn- 
sylvania, Kireker  of  New  Jersey  and  El- 
liott of  Massachusetts.  Keenan  was  then 
felected  unanimously  and  made  a  short 
speech  thanking  the  delegates  for  the 
honor. 

Herbert  W.  Foltz  was  nominated  for 
first  vice-president  by  Conway  Sams  of 
Baltimore,  and  seconded  by  Sterling  El- 
liott. The  secretary  was  directed  to  cast 
the  vote  of  the  assembly  for  Foltz. 

Robert  T.  Kingsbury  was  nominated 
for  second  vice-president  by  President 
Potter,  and  instead  of  opposing  the  nom- 
ination as  was  expected  both  Chief  Con- 
suls Cooke  of  Rhode  Island  and  Locke  of 
Illinois  seconded  the  nomination  and  a 
unanimous  vote  was  cast.  James  W. 
Tattersall  of  New  Jersey  was  unanimous- 
ly re-elected  treasurer. 

Auditor  Criticizes  Racing  Board  Statement. 

George  G.  Greenburg  criticised  the  lax- 
ity of  the  racing  board  in  failing  to  at- 
tach vouchers  to  its  report  showing  how 
the  receipts  from  registration  and  sanc- 
tion fees  have  been  expended,  and  pre- 
sented an  amendment  proposing  an  audit- 
ing committee.  This  was  adopted,  and 
the  following  committee  elected:  Howard 
L.  Perkins  of  Portland,  Thomas  M.  Skiles 
of  Maryland  and  Clarence  W.  Small  of 
Portland,  Me. 

Invitations  were  extended  to  the  assem- 
bly to  hold  its  next  meeting  in  Detroit, 
Jacksonville  and  Philadelphia.  After  a 
warm  discussion  with  the  new  president 
in  the  chair,  it  was  decided  by  a  proxy 
vote  that  the  convention  be  held  in  the 
city  of  the  balmy  winters. 

Bx-President  Potter's  Report. 

President  Potter  reported  that  the 
work  of  the  year  was  carried  on  under 
trying  difficulties.  The  outbreak  of  the 
war  tooK  many  members  and  some  prom- 
inent officers  of  the  League  to  the  scene 
of  conflict.  There  had  been  some  gains, 
but  they  had  been  small  and  not  at  all 
comtnensurate  with  the  great  amount  of 
work  done. 

The  report  of  Treasurer  Tattersall 
showed  a  balance  on  hand  January  1, 
1899,  of  $7,326.84;  receipts  since  then, 
$917.33;  total,  $8,244.17;  total  expendi- 
tures, $4,155.53;  balance,  $4,088.64. 

Secretary  Abbott  Bassett's  report  stated 
that  there  were  enrolled  last  year  77,091 
members,  including  applicants  and  re- 
newals, surpassing  the  records  of  all  pre- 
vious years  saving  that  of  1897. 

Control  of  Racing  Retained. 

The  executive  committee  on  the  aban- 
donment of  racing  reported  that  after  ex- 
amination into  the  circumstances  of  the 
case  the  committee  unanimously  decided 
there  is  no  other  body  in  this  country 
which  is  capable  of  governing  racing,  and 
that  the  transfer  is  not  feasible  at  this 
time.  The  report  was  accepted  on  motion 
of  Mr.  Peleouze  of  Kentucky.  The  yea 
vote  -^s  large  and  the  nay  vote  was 
light. 

At  5:30  the  assembly  started  to  con- 
sider Sterling  Elliott's  amendment  to 
abandon  the  control  of  racing.  The  sub- 
ject T^as  contested  for  half  an  hour  and 
then  allowed  to  go  over  to  Friday. 

At  the  morning  session  the  following 
day  Elliott  spoke  in  support  of  the 
amendment,  and,  the  opposition  having 
waived  the  right  to  speak  at  that  lime, 
he  was  followed  by  Judge  Sims  of  New 
York,  Conway  Sams,  G.  F.  Kireker  and 
A.  W.  Robinson  advocating  the  dropping 
of  racing  control.    Elliott  then  closed  the 


debate  for  the  anti-racing  side  and  a  vote 
was  taken.  Before  the  roll  call  was  more 
than  half  over  the  necessary  one-third 
needed  to  defeat  the  amendment  had  been 
cast  and  the  final  result  showed  that  it 
had  been  lost  by  69  to  161. 

Professionals  Allowed  Representation. 

Conway  Sams  then  offered  an  amend- 
ment permitting  professional  racing  men 
one  representative  in  the  National  Assem- 
bly, which  was  adopted  without  division. 

An  amendment  by  Walter  Sherwood  of 
Indiana  to  strike  out  the  word  "amateur" 
from  the  constitution  then  came  up  for 
action  and  was  defeated,  the  vote  being 
144  to  105  against,  but  the  necessary  two- 
thirds  being  lacking. 

There  was  a  long  debate  on  thte  ques- 
tion of  allowing  former  presidents,  vice- 
presidents,  chief  consuls  and  secretary- 
treasurers  who  have  served  more  than 
three  years  in  divisions  having  a  mem- 
bership of  1,000  or  more  a  seat  in  the  Na- 
tional Assembly.  Mr.  Seward  of  Massa- 
chusetts made  a  speech  in  opposition  to 


T.   J.    KEENAN, 

PRESIDENT    OF    THE    LEAGUE    OF   AMERICAN    WHEELMEN. 

the  amendment,  claiming  that  it  would 
give  "dead"  men  a  representation  and  re- 
duce the  "live'  ones  to  a  minoritj'. 

The  afternoon  began  with  President 
Keenan's  announcement  that  Boston  had 
been  selected  for  the  League  meet  of  1899. 

A  resolution  was  adopted  urging  our 
government  to  secure  a  speedy  settlement 
in  the  matter  of  indemnity  from  the 
Turkish  government  for  the  death  of 
Frank  Lenz. 

Racing  Men  Reinstated. 

Chairman  Mott  submitted  a  list  of  sus- 
pended racing  men  recommended  for  re- 
instatement, and  when  the  report  of  the 
racing  board  was  adopted  later  these  sus- 
pensions were  raised. 

A  strong  appeal  for  the  reinstatement 
of  Earl  W.  Peabody,  who  was  thrown 
into  the  professional  class  last  year  for 
riding  a  loaned  bicycle,  was  opposed  by 
two  members  of  the  racing  board.  A  res- 
olution recommending  that  the  board  re- 
instate him  as  an  amateur  was  adopted, 
but  as  it  lacked  11  votes  of  being  unani- 
mous the  ex-amateur  champion  cannot  be 
whitewaslied  for  another  year. 

Conway  Sams  offered  an  amendment 
compelling  all  amateur  racing  men  to 
register  hereafter  the  same  as  profes- 
sionals. If  they  are  members  of  the 
League  only  50  cents  will  be  required; 
otherwise  they  must  pay  $2  annually. 
Passed. 

Kireker's  amendment  giving  L.  A.  W. 
consulates  and  local  organizations  as 
well  as  League  clubs  representation  on 
the  state  division  board  was  adopted. 

On  a  motion  by  "Van   Valkenburg  the 


assembly  voted  to  re-enroll  all  those  who, 
having  been  in  the  army  and  navy,  had 
allowed  their  names  to  drop  from  the 
League.  They  will  also  continue  to  be 
members  while  in  the  service. 

The  president  was  empowered  to  ap- 
point a  press  committee  and  establish  a 
touring  department. 

The  assembly  adjourned  at  4  o'clock. 

Chairman  flott's  Report. 

Excerpts  from  the  annual  report  of  Al- 
bert Mott,  chairman  of  the  racing  board, 
follow: 

There  are  621  professionals  registered  and 
the  records  show  over  20,000  wheelmen 
engaged  in  racing  either  as  professionals  or 
amateurs.  With  the  exception  of  a  few  of 
the  larger  cities,  bicycle  racing  has  been  a 
financial  success  for  both  promoters  and 
racing  men.  This  is  due  to  the  fact  that  in 
the  smaller  places  the  expenses  are  much 
lighter  and  the  attendance  nearly  as  great 
on  the  average  as  in  the  principal  cities. 
Especially  is  this  true  when  some  local 
amateur  celebrities  participate  in  the  con- 
tests. 

The  classification  of  the  racing  men  as 
professionals  and  amateurs  still  gives  rise 
to  the  same  confiiot  as  has  existed  since  the 
amateur  definition  was  first  incorporated  in 
the  constitution.  Many  amateurs,  after  they 
have  been  transferred  to  the  professional 
class,  have  frankly  admitted  that  they  pre- 
ferred to  be  amateurs  simply  because  they 
could  command  a  larger  revenue  in  the  ama- 
teur class  than  they  could  in  the  profes- 
sional. 

There  are  nearly  5,000  professionals  upon 
the  records,  but  only  621  participated  in  rac- 
ing last  year.  There  was  a  large  falling  off 
in  the  number  of  race  meets  in  the  west  and 
there  was  no  occupation  for  the  thousands. 
Of  the  621  registered  professionals,  ninety- 
eight  are  under  suspension  for  participating 
in  unsanctioned  races. 

Hits  at  the  Seceders. 

In  the  spring  of  1898  a  rather  disorganized 
organization  was  formed  by  racing  men,  ad- 
venturers, speculators  and  one  track  asso- 
ciation, and  one  of  their  leading  men  vis- 
ited the  office  of  the  chairman  and  in- 
formed him  that  it  was  intended  he  (the 
chairman)  should  be  at  the  head  of  the  new 
government.  The  time  before  the  opening  of 
the  racing  season  proving  too  short  to  at- 
tempt to  carry  their  plans  into  effect,  and 
owing  to  not  meeting  with  the  expected  en- 
couragement from  track  owners,  they  de- 
cided to  postpone  positive  and  definite  action 
until  the  autumn  of  1898,  in  the  meantime 
keeping  up  the  work  for  their  cause. 

The  last  National  Assembly  had  forbid- 
den the  issuing  of  sanctions  for  six-day 
races,  and  the  various  promoters  who  an- 
nually give  those  exhibitors  also  promoted 
many  other  meets  where  sprint  and  middle 
distance  races  were  held.  The  best  material 
was  required  for  these  exhibitions,  and  ac- 
cordingly the  men  who  desired  to  form  an- 
other organization  received  the  aid  and  en- 
couragement of  those  promoters  In  the  au- 
tumn of  1898.  While  there  was  some  tem- 
porary local  success  of  the  enterprise  dur- 
ing the  indoor  season,  it  now  has  a  pre- 
carious existence,  and  owing  to  'vell -known 
conditions  can  be  but  short  lived. 

National  Circuit  of  1898. 

The  National  Circuit  of  1898  was  one  in 
fact,  where  the  professional  national  cham- 
pionships were  run  and  where  commensu- 
rate prizes  were  required.  Before  forming 
the  National  Circuit  it  was  the  universal 
understanding  with  racing  men  and  promot- 
ers—even so  much  as  in  effect  to  amount  to 
a  contract — that  if  promoters  assumed  addi- 
tional expenses  of  larger  prizes,  the  racjrg 
men  would  follow  the  circuit.  The  racing 
men  were  held  to  their  part  of  the  contracts 
by  the  refusal  of  the  board  to  gratat  special 
permits  to  other  promoters  to  exceed  the 
prize  limit  where  it  would  conflict  with  the 
National  Circuit  meet.  In  every  case  where 
a  National  Circuit  meet  was  given  the  pro- 
moters faithfully  performed  their  contracts 
and  promptly  paid  their  prizes  to  the  men 
winning  them.  The  men  made  few  attempts 
to  get  bonuses  or  appearance  money  before 
entering  these  races,  and  only .  once  were 
they  tempted  to  violate  their  implied  con- 
tracts ,and  this  was  promptly  checked. 

For  the  first  time  in  the  history  of  the 
L.  A.  W.  the  members  of  the  racing  board 
have  received  a  small  remuneration  for  la- 
borious and  anxious  work.  In  accordance 
with  my  agreement  with  the  last  National 
Assembly,  when  offering  the  registration 
amendment,  to  pay  each  member  a  sum  not 
to  exceed  $1,000,  the  funds  of  the  board  have 
permitted  the  transmission  to  each  one  of 
$500.  The  sum  received  from  registrations 
was  $1,242,  but  more  than  a  like  sum  was 
added  to  the  fund  for  this  purpose  by  the 
practice  of  strict  economy. 

The  financial  statement  shows  that  the 
total  receipts  were  $9,046.42.  The  expendi- 
tures were  $8,883.69,  and  this  lea,ves  a  balance 
of  $162.73. 


The  Cycle  Age  and  Trade  Review 


489 


$10  FOR  A  TITLE== 

and  Advertisers  in  its  Efforts  on  their  Behalf.    $10  will  be  Paid 
Title  for  the  purpose  within  6  Days  from  the  Date  of  this  issue. 


This  Space  will  be  Used  Occasionally  by 

the    CYCLE    AGE    to    Advance    its    Own 

Business     and     to    Interest    Subscribers 

to  the   Subscriber  who  suggests   the  best 


Vol.  XXII.     No.  16. 


THE  CYCLE  AGE  OFFICE. 


February  16,  1899. 


What  Advertising  Should  Cost. 


Newspapeedom,  an  authority  of  newspaper 
work  furn'shes  the  following  : 

"  Here  are  the  lowest  rates,  per  100  circula- 
tion per  -week,  at  which  a  country  paper  ought 
to  acept  electrotyped  advertisements : — 

600  Circulation 6c.  an  inch 

800  "         8c. 

1000       " 10c.       " 

Ten  cents  an  inch  per  1,000  copies  figures 

thus: 

Cycle  Age  columns 11  inches 

I      Rate  per  column,  per  1,000 $1.10 

"     Rate  per  page,  per  1,000 8.30 

At  that  price,  Cycle  Age  need  print  less 
than  12,000  copies  weekly  to  equal  the  lowest 
country  newspaper  scale— the  scale  adoped  by 
the  cheapest  form  of  general  medium. 

AN  ADVERTISING  AGENCY 

will  tell  you  that  space  in  trade  journals  of 
the  better  class— such  as  the  Cycle  Age— is 
worth  one  cent  per  agate  line  per  1,000  copies, 
or  14  cents  per  inch. 
Hence  we.  obtain  the  following  result : 

Cycle  Age  columns 11  inches 

Rate  per  column,  per  1,000  copies $1.54 

Rate  per  page,  per  1.000  copies 4.62 

On  an  advertising  agency  basis,  therefore, 
the  Cycle  Age  should  print  less  than  8,500 

copies. 

As  a  matter  of  fact,  the  CYCLE  AGE  provides 
about  twice  the  service  which  newspaper  experts 
and  advertising  agencies  say  is  fair. 


Plain  Talks  to  Agents. 


The  Man  Who  Buys 

A  dollar  hat  receives  a  dollar's  worth 
— and  no  more. 

The  nan  Who  Buys 

A  five-dollar  hat  of  an  honest  hatter 
receives  five  dollars'  worth. 

Something  for  Nothing 

Cannot  be  obtained  honestly  or  in 
the  regular  course  of  business. 

The  Same  Argument 

Applies  to  newspapers.     When  you 
buy  a  fifty-cent  journal 

You  Get  Good  Measure 

But  the  quality  is  poor  because  you 
obtain  it  at  some  other  per- 
son's expense.   When 
you  bny  a  two-dollar 
newspaper  you  get  quality 
as  well,  because 

You  Pay  Your  Share 

Of  the  cost  of  its  production. 

Here  Is  the  Proof: 

The  50  cent  newspaper  lives  on  its  adver- 
tisers. 

It  is  published  entirely  at  their  expense. 
It  presents  what  THEY  desire  and  that  only. 
It  thereby  misleads  its  readers. 


The  |2  paper  is  supported  to  a  great  extent 
by  It  s  subscribers. 

They  contribute  largely  to  its  support. 

It  presents  a  great  part  of  what  its  adver- 
tisers desire. 

But  it  distinguishes  between  good  and  bad — 

Honesty  and  dishonesty — 

Good  goods  and  shoddy  goods. 

It  doesn't  guarantee  everything  an  adver- 
tiser offers. 

It  is  honest  vnth  its  subscribers. 

The  Cycle  Age  is  a  $2  paper. 

If  it  printed  twaddle  in  the  shape  of  reading 
matter,  designed  to  j  lease  advertisers  but  to 
FOOL  you,  your  $2  a  year  would  cease. 

It  doesn't.     That's  why 

The  CYCLE  AGE  has  the  largest  list  of  paying 
readers  ever  Icnown  in  cycle  trade  journalism. 


Announcements. 


The  Cycle  Age  will  shortly  publish  an  up- 
to-date  Eepair  Book.      Price,  |1.     Older  now. 

The  Cycle  Age  is  prepared  to  address  your 
ciicular  matter  to  any  or  all  of  the   38,000 


S   CYCLE  AGE,  First. 

All  Others   |  Distanced. 
Combined.    J 


In  a  letter  relative  to  an  experimental  adver- 
tisement, Mr.  Matthew  Strauss,  jobberand selling 
agent,  of  Buffalo,  says : 

The  advertisement  was  more  of  a  test  of 
the  different  wheel  papers  than  anything 
else.  We  received  MORE  INQUIRIES 
through  YOUR  PAPER  than  from  ALL  THE 
REST  PUT  TOGETHER,  and  are  satisfied 
that  either  your  circulation  must  be  larger,  or 
that  your  paper  is  read  more  than  the  others. 

More  Inquiries 
from  CYCLE  AGE 
than  All  Other 
Papers  Combined. 


agents  in  the  United  States  and  Canada,  and 
to  19,325  abroad.  Send  for  analysis  of  the 
list  and  select  the  districts  you  desire  to  cover. 


Driving  It  Home. 


Every  blow  of  the  pile-driver  on  a  spile 
sends  it  into  the  ground  a  little  way.  The 
last  blow  sends  it  no  further  than  the  first, 
but  it  is  the  last  blow,  and  it  drives  it  home. 
It  could  not  drive  it  home  without  all  the 
blows  that  went  before.  Every  advertisement 
helps  which  appears  in  the  columns  with 
previous  advertisements  before  it.  The  longer 
your  advertisement  has  been  running,  the 
haider  it  hits  each  time.  The  first  time  it 
appears  in  the  newspapers,  it  does  not  do  as 
much  good  as  the  second  time ;  the  second 
time  is  not  so  efEcctive  as  the  third  time. — 
Princess  Anne  (Md.)  Journal. 


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490 


The  Cycle  Age  and  Trade  Review 


SAILING  ON  SKATES 


Difficult   Sport  to  flaster  Wiiich   Has  flany   Devotees  in 

Germany  and  Scandinavia 


There  is  one  connection  between  out- 
door winter  sport  and  cycle  trade  which 
is  seldom  fully  appreciated.  Outdoor 
sports  are  ordinarily  competitors  of  cy- 
cling. The  more  polo,  golf,  baseball,  foot- 
ball, etc.,  are  encouraged  the  greater  is 
the  danger  that  persons  won  over  to 
those  games  may  think  less  of  cycling  as 
a  pastime,  but  in  the  case  of  skating  and 
skate  sailing  and  other  exercises  which 
are  strictly  confined  to  the  season  when 


One  of  the  most  diflBcult  of  all  sports 
to  master  is  skate-sailing.  It  is  not  prac- 
tised extensively  anywhere,  but  has  ard- 
ent devotees  in  Germany  and  the  Scandi- 
navian countries,  where  it  is  considered 
more  exciting  and  therefore  more  at- 
tractive for  real  sportsmen  than  iceboat 
sailing.  It  has  the  advantage  over  ice- 
boating  that  the  equipment  is  simpler 
and  cheaper  and  that  it  keeps  the  sailor 
in   constant  bodily   activity.     Maneuver- 


trations,  all  of  which  have  been  used, 
probably  only  the  two  last  ones  would 
be  acknowledged  in  this  country  as  at  all 
acceptable  and  those  two  forms  have 
indeed  also  in  Europe  driven  the  three 
earlier  styles  almost  entirely  out  of  use. 

At  the  regattas  for  skate-sailors  which 
have  been  held  on  the  "Havelseen"  near 
Berlin,  Germany,  the  triangular  sail 
shown  in  Fig.  4  was  generally  preferred. 
Scandinavians  on  the  other  hand  claim 
superior  ease  for  maneuvering  close  to 
the  wind  with  that  of  Fig.  5.  In  both 
cases  the  weight  of  the  rig  is  supported 
on  the  sailor's  shoulder  by  means  of  the 
gafC  or  cross  yard. 

Should  Learn  With  Small  Sails. 

According  to  general  experience  the 
sail  area  should  not  exceed  four  square 
yards  for  the  strongest  and  most  skillful 
skater. 

For  beginners  a  much  smaller  area  is 


cycling  is  perforce  dormant,  the  effect  is 
reversed.  They  serve  the  purpose  of 
keeping  the  desire  for  athletic  diversions 
alive  and  tend  to  prevent  the  growth  of 
those  more  effeminate  winter  habits 
which  are  likely  to  get  the  best  of  men 
after  the  age  of  twenty-five  and  cause 
their  early  withdrawal  from  all  outdoor 
exercises.  When  catered  to  by  the  cycle 
dealer  the  winter  sports  also  bring  the 
class  of  people  to  his  store  during  the 
otherwise  dull  season,  who  constitute  his 
best  patrons  for  bicycle  business. 


ing  when  once  learned  is  also  much 
quicker  than  with  the  long  and  cumber- 
some runner-supported  frame  which  is 
termed  an  ice-yacht.  The  skating  sail 
may  be  furled  when  the  wind  stills  off 
and  the  skater  may  continue  his  pastime 
while  with  a  boat  under  similar  circum- 
stances he  is  confronted  with  the  task  of 
towing  the  boat  home — a  labor  which 
is  so  irksome  as  to  discourage  the  most 
enthusiastic. 

Of  the  five  different  forms  of  skating- 
sails  shown  in  the  accompanying  illus- 


sufficient  with  a  brisk  wind,  to  cause 
much  trouble  in  keeping  clear  of  the 
shore,  open  water  or  fellow  athletes,  but 
as  soon  as  body  and  limbs  have  become 
accustomed  to  bracing  each  other  mutu- 
ally and  the  whole  equipment  against  the 
fitful  force  of  the  atmosphere,  and  self 
reliance  to  lean  against  the  wind  and 
bend  the  body  into  the  required  positions 
has  been  gained,  accurate  and  easy  steer- 
ing becomes  an  apparently  easy  art. 

Long  and  flat  skate  runners  are  best 
adapted  for  the  sport. 


The  Cycle  Age  and  Trade  Review 


491 


Co  Prove 


titi 


ALCAZAR  CHAINLESS.    PRICE  $75.00 


THE  ALCAZAR  is  built  with  28- 
inch  and  30-inch  wheels.J^^ 

THE  NEW  CASTLE  has  diamond 

front  forks  and  diamond  rear    / 
stays. 


that  we  have  one  of  the 
finest,  best  and  most  com- 
plete lines  of  wheels  in 
the  market^  = 

(Ue  l)ere  $bow 

you  a  few  cuts  of  our  dif- 
ferent modeIs.^«M«^.5ft^«^ 


I  > 


THE  ATLAS  is  a  stou.  roadster..^ 


We  build  Ladies^  wheels  in 
each  model  shown.  ,^^^^ 


^LQPa.P^  RACER.    28-Inch  Wheels.    PRICE  $55.00 


The  cuts  shown  here  are  exact 
pictures  taken  from  photographs  of 
Alcazar,  New  Castle  and  Atlas 
wheels  and  represent  the  real  appear- 
ance of  these  wheels. 

But  no  picture  can  %\siz  an  ade- 
quate idea  of  the  faultless  material, 
perfect  workmanship  and  matchless 
running  qualities  they  possess. 


GENTS'  NEW  CASTLE.      PRICE  $40.00 


THE, 


Speeder  Cycle 

1^0^  new  Casile,  *  Titd. 


GOOD  AGENTS  WANTED 
IN  UNOCCUPIED 
TERRITORY 

SEND  FOR  CATALOGUE 


GENTS'  ATLAS.      PRICE  $35.00 


492 


The  Cycle  Age  and  Trade  Ri /iew 


INFORHATION    FOR    BUYERS 


"ALU-RIGHT"  ADJUSTABLE  SEAT  CLUSTER. 

The  Maxim  Mfg-.  Co.,  258  Lake  street,  Mil- 
waukee, Wis.,  maker  of  bicycle  frame  sets 
and  fitting's,  calls  especial  attention  of  cycle 
builders  to  its  "All  Right"  seat  post  cluster, 
which  is  shown  in  the  accompanying  illustra- 
tion. The  stay-tips  on  the  cluster  may  be 
turned  in  their  relation  to  the  lug  so  that 
any  angle  required  in  building  the  frame 
may  be  secured,  thus  making  the  lug  a  uni- 
versal fitting  for  high  or  low  frames.  An- 
other feature  of  the  cluster  is  the  seat  post 


clamp,  which,  as  will  be  noticed  in  the  illus- 
tration, is  operated  by  a  small  vertical  screw 
placed  at  the  rear  of  the  post.  This  clamp 
binds  tightly  and  isi  simple  and  durable.  The 
company  also  manufactures  the  Axiom 
pedal,  in  which  the  bearings  are  placed  at 
the  extreme  ends  of  the  frame.  The  ad- 
justments are  outside  and  easily  effected, 
and  the  bearings  are  large  and  durable,  5-32 
balls  being  used.      

BIQ  SADDLE  COMPANY  REORGANIZED. 

Some  time  ago  the  Cutting-Kaestner  Co. 
of  Chicago,  successors  to  Cutting,  Kaest- 
ner  &  Co.,  the  well  known  firm  of  saddle 
manufacturers,  was  incorporated  and  a 
meeting  of  the  stockholders  held.  Officers 
for  the  ensuing  year  were  elected  as  fol- 
lows: A.  Kaestner,  president;  G.  W.  Bice, 
secretary;  E.  P.  Ederer,  treasurer.  For  the 
past  five  years  this  firm,  has  been  large  pro- 
ducers of  bicycle  saddles,  and  reports  an 
excellent  outlook  for  '99.  Ten  aisnnct  styles 
of  saddles  are  catalogued. 


SANGER  BAR  WITH  EXPANDER. 

A  very  ingenious  but  simple  method  of 
fitting  an  expander  to  a  reciprocating  ad- 
justable handle  bar  is  employed  by  the  San- 
ger Handle  Bar  &  Plating  Co.  of  Milwau- 
kee, in  Its  Sanger  bar.  As  shown  in  the 
drawing  herewith,  the  company  simply 
grooves  through  the  intermeshing  ratchets 
which  operate  the  two  halves  In  unison  and 
passes  the  expander  'bolt  downward  through 
the  top  of  the  tee.  The  lower  endi  of  the 
stem  is  split  as  usual  and  a  tapered  plug  in- 


^^ 


serted  and  screwed  onto  the  end  of  the  toolt. 
About  an  eig'hth  of  an  inch  of  the  ratchet 
teeth  is  left  on  each  side  of  the  bolt,  which 
is  amply  sufficient  to  allow  the  cooperating 
of  the  two  sides  or  halves  of  the  bar.  The 
s.pur  ratchet  teeth  simply  cause  the  two 
halves  to  rise  or  sink  in  unison  and  play 
no  part  in  the  clamping,  which  is  done  by 
the  meshing  of  the  face  corrugations  drawn 
together  by  the  bolts  and  nuts. 

The  Sanger  is  an  adjustable  bar  which 
does  not  require  turning  around  in  the  stem 
to  change  from  low  position  to  high  or  vice 
versa.     Once  set  in  the  head  of  the  bicycle 


there  is  never  an  occasion  to  release  the 
handle  bar  clamp  or  expansion  bolt  fasten- 
ing, but  the  position  can  be  altered  at  will 
and  the  wrist  position  is  always  correct, 
from  highest  to  lowest  point— a  range  of 
fourteen  inches^and  both  sides  are  always 
automatically  brought  to  the  same  level. 


BLODQETT'S  BICYCLE  CONSTRUCTION, 

The  accompanying  illustrations  show  a 
gear-casing  frame  construction  and  a  hub, 
which  the  inventor,  J.  W.  Blodgett,  68 
North  Jefferson  street,  Chicago,  intends  to 
manufacture.  The  bicycle  frame  is  Intend- 
ed to  supply  the  demand  for  chain-driven 
bicycles  with  dust  proof  and  self-oiling 
transmission  gear,  and  Mr.  Blodgett,  having 
reached  the  conclusion  that  detachable  gear 
oases  cannot  be  made  in  a  manner  that  will 
satisfy  the  American  public,  has  incorpo- 
rated the  casing  In  the  frame  work,  making 
the  tubes  which  contain  and  protect  the 
upper  and  lower  chain  reaches  take  the  place 
of  one  of  the  lower  rear  fork  sides.  The 
machine  which  he  has  now  made  has  an 
aluminum  front  sprocket  wheel  casing  which 
is  pressed  over  the  bottom  bracket  end  and 
also  a  rear  sprocket  casing  of  aluminum, 
and  the  two  steel  tubes,  of  oval  cross  sec- 
tion, which  connect  the  sprocket  casings  are 
placed  In  the  mold  when  the  casting  is  made 
in  such  manner  that  the  aluminum  shrinks 
ai-ound  the  steel  tubes.  As  the  shrinkage 
of  aluminum  after  casting  is  three  times 
that  of  steel,  while  the  fusion  point  Is  much 
lower,  no  further  fastening  of  the  connec- 
tion Is  required,  and  the  steel  tubes  are  not 
injured  by  the  process.  In  regular  manu- 
facture Mr.  Blodgett  will  not  use  aluminum, 
however,  and  wlU  construct  the  bottom 
bracket  with  a  vertical  flange  to  which  the 
sprocket  casing  will  be  bolted.  At  the  rear 
edge  the  casing   is   secured  to   one   side   of 


a  tee-shaped  forging  which  takes  the  place 
of  the  lower  rear  fork  crown  and  stem  as 
known  In  three-crown  construction.  The 
circular  flange  of  the  sprocket  case  has  a 
shoulder  near  its  outer  edge  against  which 
is  set  the  cover  lid  secured  with  small 
screws.  The  central  opening  of  the  lid  is  pro- 
vided with  a  dust  and  oil  proof  lining  held  in 
position  by  a  metal  disk  on  the  inside  and 
saturated  with  helmet  oil,  so  as  to  allow  the 
sprocket  wheel  hub  or  crank  boss  to  re- 
volve practically  without  friction.  As  there 
is  no  intention  of  adapting  the  construction 
to  machines  already  made  no  difficulty  Is 
expected  In  securing  perfect  fit,  smooth  run- 
ning and  oil-retaining  properties.  The  junc- 
tion between  the  rear  sprocket  casing  and 
the  rear  hub  and  the  slotted  opening  In  the 
disk  which  closes  the  rear  casing  are  pro- 
tected by  similar  means  against  the  en- 
trance of  dust.  A  novel  feature  Is  the  con- 
nection of  the  right  side  upper  rear  stay 
with  the  rear  sprocket  casing.  Instead  of 
the  customary  fork  end  fitting  the  stay 
has  brazed  to  Its  lower  end  a  circular  disk, 
slotted  to  permit  chain  adjustment,  and  this 
disk  fits  exactly  against  a  shoulder  within 
the  fiange  of  the  sprocket  case  and  is  held 
in  this  position  by  the  axle  nut  only.  So 
long  as  the  axle  and  nut  are  in  place  the 
connection  is  firm,  but  when  the  axle  Is  re- 
moved the  union  between  the  gear  casing, 
which  takes  the  place  of  rear  fork  side,  and 
the  stay  Is  loose  similarly  as  In  one  of  the 
well-known  English  models  Ln  which  the 
stays  are  assembled  on  the  axle  on  the  out- 
side of  the  lower  fork  sides. 

The  rear  hub  construction  shown  is  In- 
tended to  be  used  in  the  Blodgett  bicycle, 
but  will  also  be  sold  to  the  trade  separately 
In  sets  for  front  and  rear.    The  axle  is  re- 


movable, the  cones  being  mounted  on  a 
sleeve,  and  together  with  the  frame  con- 
struction this  serves  the  purpose  of  permit- 
ting the  wheels  to  be  removed  from  the 
frame,  and  again  inserted,  without  separat- 
ing the  chain,  so  that  riders  In  case  of 
punctures  or  other  causes  which  necessitate 
removal  of  the  rear  wheel,  will  have  no 
more  trouble  than  with  an  uncovered  gear. 
It  is  a  point  of  refinement  as  well  as  simpli- 
city In  the  hub  that  the  cones  are  mounted 
on  the  sleeve  without  screwthreading,  the 
fixed  cone  being  pressed  against  a  shoulder 
turned  on  the  sleeve  and  the  adjustable  cone 
provided  with  a  feather  entering  a  groove 
In  the  sleeve  and  preventing  it  from  rotating 


when  It  Is  pressed  Into  proper  adjustment 
by  turning  the  operating  nut  on  the  screw 
thread.  A  close  sliding  fit  between  cone 
and  sleeve  is,  of  course,  provided.  To  loosen 
adjustment  all  that  is  necessary  Is  to  spin 
the  wheel.  The  dust  fianges  are  double,  as 
shown,  and  are  to  be  fitted  with  felt  wash- 
ers. 

WORKING  NIGHT  SHIFT  ON  STEEL  BALLS. 

The  Grant  Ball  Co.  of  Cleveland,  O.,  which 
is  catering  to  the  buyers  of  high  grade  tool 
steel  balls  only,  is  gratified  to  find  that  the 
trade  Is  largely  discontinuing  the  use  of 
cheap  balls,  which  have  proved  very  costly 
in  the  end,  especially  when  they  have  been 
used  in  the  hubs  and  crank  hangers  of  bi- 
cycles. The  company  expects  to  run  until 
midnight  in  every  department  until  it  can 
catch  up  with  the  orders  already  booked. 
The  case  hardening  department  has  been 
enlarged  In  order  to  meet  the  growing  de- 
mands for  doing  outside  work.  Balls  up  to 
nine  Inches  in  diameter  are  being  made  espe- 
cially for  use  in  large  size  derricks  and  simi- 
lar work.  

HcGILL  AUTOHATIC  SEAT  POST. 

The  McGlll  Automatic  Seat  Post  &  Handle 
Bar  Co.,  207  South  Canal  street,  Chicago,  is 
manufacturing  a  siplit  seat  post  which  Is 
neat  In  appearance  and  simple  in  construc- 
tion. The  post  Is  shown  in  the  illustration 
herewith.  As  It  operates  by  simply  raising 
or  lowering  the  pommel  of  the  saddle  when 
it  Is  desired  to  release  or  tighten  the  post, 
it  Is  not  only  a  very  convenient  fitting  on 
any  rider's  machine,  but  Is  especially  adapt- 


ed for  use  on  renting  bicycles,  the  saddles 
of  which  have  to  be  constantly  raised  and 
lowered  In  order  that  the  parties  renting  the 
machines  may  be  suited.  The  annoyance  of 
wearing  oif  the  corners  of  binding  nuts 
through  constant  manipulation  in  rental 
stores  is  thus  obviated,  and  the  task  of  put- 
ting a  cycle  In  shape  for  the  patron  much 
simplified  and  quickened.  The  sections  of 
the  post  bind  on  the  seat  mast  wall  for 
their   entire   length,   and   so    the    tubing    is 


The  Cycle  Age  and  Trade  Review 


493 


m 


i 


g: 


*5% 
vS 

vi 

p4 

i 
i 

•♦% 

%% 


A  PAIR  OF  BICYCLES 

THAT  IT  IS  HARD  TO  BEAT 


These    bicycles   are    ligfht, 

graceful  and  easy  runningf, 

and  we  doubt  if  a  better 

wheel  can  be  produced  at 

the  price.    Our  sales  thus 

far  on  these  models  have 
been  away  ahead  of  anything  ever  experienced  by  us  before.  We  would  therefore 
suggest  that  agents  who  are  looking  for  a  line  to  place  them  in  the  lead  of  their 
competitors  should  write  us  at  once,  provided  we  have  not  an  agency  in  their  city. 

Our  Handsome  Art  Catalogue  with  full  particulars 
^  mailed  upon  application. 

The,  Barnes  Cycle  Co.,    -    Syracuse,  N.  Y. 


% 


'9. 


494 


The  Cycle  Age  and  Trade  Review 


saved  from  the  clanger  of  bulging  some- 
times caused  by  limited  binding  surface 
upon  which  great  pressure  must  be  brought 
in  order  to  hold  the  post.  Each  section  of 
the  post  is  made  from  a  single  stamping, 
there  being  thus  but  three  partsi  to  the  post 
in  addition  to  the  small  pivoting  screws. 
This  construction  allows  the  post  to  be 
made  very  light,  without  sacrlfloing  strength 
or  durability.  By  changing  the  position  of 
a  screw  from  one  hole  to  another,  the  post 
may  be  changed  from  a  front  to  a  back  L 
or  vice  versa.  

RBADINQ  STANDARD  SUCCESS. 

The  Reading  Standard  Mfg.  Co.  of  Read- 
ing, Pa.,  states  that  its  sales  of  Reading 
Standard  bicycles  have  been  very  gratifying 
and  that  its  list  of  agents  has  already  been 
much  increased  over  last  year.  Shipments 
in  1898  amounted  to  9,436  bicycles,  and  the 
company  has  calculated  on  building  12,000 
machines  this  year,  the  bulk  of  this  pro- 
posed output  being  already  sold.  The  fac- 
tory is  running  full  force  and  the  company 
is  now  ready  to  fill  all  orders  from  stock 
upon  receipt.  

PLUME  &  ATWOOD'S  ACETYLENE  LAnP. 

A  sectional  view  of  the  acetylene  lamp 
made  by  the  Plume  &  Atwood  Mfg.  Co., 
New  York  city,  is  shown  in  the  accompany- 
ing illustration.  The  lamp  is  6%  inches  in 
height.  Granulated  calcium  carbide  is  used. 
Water  is  introduced  through  the  feeder  cap 
I  to  the  reservoir  surrounding  the  body  of 
the  lamp,  the  water  supply  being  regulated 
by  the  valve  K.  The  manufacturers  state 
that  the  lamp  is  self-controlled  and  self- 
generating;  that  there  is  no  need  of  adjust- 
ing the  water  supply  as  it  is  automatically 
controlled  by  the  gas.  A  is  the  lava  tip;  B 
the  valve  hole  in  the  lamp  body;  O  the  tube 


entrance  in  the  equalizing  chamber;  D  the 
opening  in  the  equalizing  pipe;  E  the  rubber 
distributor  surrounding  the  equalizing  pipe; 
F  the  equalizing  chamber;  G  the  carbide;  H 
the  water  tank;  and  J  the  tip  cleaning  tool. 


SIDWAY  STIRRUP  CLIP  PATENTED. 

The  well  known  Sidway  stirrup  pedal, 
manufactured  by  the  Bid  way  Mfg.  Co.,  240 
Lake  street,  Chicago,  is  the  invention  of  W. 
J.  Grotenhuis,  who  has  recently  been 
granted  a  patent  on  the  device.  The  patent 
claims  embrace  the  construction  of  stir- 
rup clips  In  which  a  metal  base  plate 
with  upwardly  projecting  toe  stops  at  the 
front  end  is  furnished  with  a  leather  band 
forming  a  stirrup  which  is  braced  and  main- 
tained in  its  proper  shape  by  metal  strips 
curving  upwardly  and  backwardly  from  the 
forward  comers  of  the  base  plate.  The 
patent  also  includes  the  use  of  a  leather 
cover  split  through  the  center  and  laced 
together  to   form   an   adjustable  stirrup. 


CLIPPER  CHAINLESS  AND  CHAIN  BICYCLES. 

The  first  few  pages  of  the  catalogue  of  the 
Grand  Rapids  Cycle  Co.,  of  Grand  Rapids, 
Micb.,  are  devoted  to  the  interests  of  the 
Clipper  bevel  gear  chainless.  The  Clipper 
people  are  ardent  advocates  of  the  bevel 
gear  mechanism  and  have  given  much  at- 
tention to  the  designing  and  making  of  such 
products.  The  attitude  of  the  company  on 
the  chainless  question  is  clearly  brought  out 
by  the  cover  design,  which  depicts  a  male 
figure  with  hands  bound  together  by  a  chain 
stretching  his  arms  toward  a  bevel  gear, 
from  which  is  cast  a  flood  of  light  symbolic 
of  progress  and  release  from  the  manacles. 

Besides  the  men's  and  women's  models  of 
the  chainless,  a  pair  of  Clipper  Speclsils,  a 


Special  racer.  Model  44  with  30-inch  wheels, 
two  models  of  staunch  $40  machines,  and  a 
convertible  tandem,  are  listed  in  the  cata- 
logue. The  140  models  do  not  have  all  of 
the  novel  improvements  found  in  the  Spe- 
cials, but  are  offered  as  honest  value  for  the 
price  and  without  fear  of  their  being  fre- 
quenters of  repair  shops. 

The  Specials  are  fitted  with  a  hanger  yoke 
which  has  been  used  for  some  time  by  the 
Clipper  people,   and  which  has  proven  very 


Tm[  t'K/.c  /hi. 


satisfactory  as  a  means  toward  the  neces- 
sary end  of  providing  a  narrow  tread,  ample 
tire  clearance,  and  room  for  large  sprockets, 
without  weakening  the  construction  of  the 
rear  frame  or  lessening  its  rigidity.  It  com- 
prises, as  will  be  noticed  in  the  accompany- 
ing illustration,  an  elliptical  section  branch 
made  integral  with  the  bracket  and  having 
an  arch  crown  on  its  rear  end,  to  which 
straight  D  rear  forks  are  attached. 

A  feature  of  the  Clipper  pedal  is  the  oil- 
ing device.  The  cross  bars  of  the  pedal 
frame  are  hollow  and  lead  to  the  ball  races. 
Light  spiral  springs  keep  the  balls  in  close 
contact  with  the  mouth  of  these  oilways 
when  not  pressed  back  for  the  insertion  of 
the  oil  can  nozzle.  The  catalogue  is  hand- 
somely designed  and  printed  and  presents  a 
novel  idea  in  illustrating  the  various  models, 
each  pattern  being  shown  in  front  view  as 
well  as  the  usual  side  views. 


ATTRACTIVE  LIBERTY  BROCHURE. 

The  introductory  remarks  of  the  Liberty 
Cycle  Co.  of  Bridgeport,  Conn.,  in  its  cata- 
logue state  that  the  company  does  not  desire 
to  indulge  in  high  art  to  excess  nor  to  lead 
the  prospective  buyer  by  pictorial  or  other 
display,  away  from  the  consideration  of  the 
policy  of  making  but  one  grade  of  bicycle. 
Throughout  the  catalogue,  which  has  a  very 
attractive  cover  in  a  red  and  brown  relief 
effect,  the  idea  of  describing  everything  as 
briefly  and  intelligently  as  possible  is  car- 
ried out.  The  Liberty  company  calls  espe- 
cial attention  to  the  fact  that  frames  are 
furnished  in  two  lengths.  Those  machines 
intended  for  riders  who  prefer  the  upright 
position  are  shorter  than  thoge  for  the 
scorching  fraternity.  The  makers  thus  ex- 
pect to  fit  the  needs  of  all  without  requiring 
riders  to  assume  cramped  and  unhealthful 
Dositions  merelv  because  the  frames  are  not 
designed  for  the  positions  assumed. 


ATTACHED  TROUSER  GUARD. 

The  illustration  below  shows  a  trousers 
guard  which  is  the  invention  of  C.  W.  Siever 
of  Keyser,  W.  Va.,  and  for  which  the  in- 
ventor has  filed  a  patent  application.  The 
guard  is  placed  on  the  sprocket  wheel.  It 
comprises    a    dished    ring     which     projects 


'he  irCLC  Abt^ 


above  the  chain  and,  as  stated  by  the  in- 
ventor, makes  unnecessary  the  use  of  the 
common  ankle  guard.  A  similar  ring, 
though  smaller,  is  secured  to  the  left  end 
of  the  hanger  bracket  to  keep  the  trousers 
from  catching  on  the  oil  cup. 


in  aluminum  bronze,  except  the  street  stand, 
which  is  finished  in  black  enamel. 

The  No.  2  exhibition  stand  is  constructed 
of  spring  steel  and  sets  the  wheel  three  feet 
from  the  floor,  thus  placing  the  cycle  in 
position  to  sihow  its  construction  and  talking 
points.  An  elegant  felt  covered  display  tray, 
with  embossed  brass  moulding,  adjusts  au- 
tomatically. This  stand  will  take  any  length 
of  wheel  base  up  to  50  inches. 

The  No.  4  exerciser  is  constructed  of 
spring  steel.  The  friction  roller  has  a  brass 
boxing  which  revolves  on  a  steel  axle,  and 
has  an  adjustment  to  take  up  the  wear. 
This  stand  takes  any  length  wheel  base  or 
width  of  hub,  and  holds  a  ladies'  machine 
as  well  as  a  diamond  frame. 

The  No.  5  stand  is  similar  in  construction 
to  the  No.  2  and  will  hold  any  size  bicycle 
or  multicycle. 

The  No.  6  street  stand  will  hold  eight  bi- 
cycles and  folds  into  compact  form  for  ship- 
ment or  storage. 

A  number  of  the  largest  cycle  manufac- 
turers In  the  United  States  are  using  the 
No.  2  stand  for  exhibiting  their  machines. 
Jobbers  and  exporters  are  requested  to  write 
for  prices  and  electrotypes  for  catalogue 
purposes.  

NEW  ENGLAND  SUPPLY  CO.'S  REPAIR  JACK. 

The  accompanying  illustration  shows  the 
assembling  jack  which  is  one  of  the  many 
repair  shop  and  factory  tools  manufac- 
tured by  the  New  England  Cycle  Supply  Co. 
of  Keene,  N.  H.,  and  on  which  a  patent  has 
been  allowed,  the  patentee  being  H.  T. 
Kingsbury.  The  jack  holds  the  bicycle  by 
the  seat  mast  and  lower  frame  rail,  the 
grasp  being  cushioned  so  that  the  enamel 
is  not  marred  and  the  release  being  quick 
and  easily  accomplished.  The  running  parts 
of  the  bicycle  are  not  interfered  with,  mak- 
ing it  possible  to  entirely  assemble  or 
"knock  down"   a  bicycle  without  removing 


THE  BANKER  LINE  OF  STANDS. 

The  Banker  Bros.  Cycle  Co.,  of  Pittsburg, 
Pa.,  has  Issued  circulars  describing  Us  com- 
plete line  of  exhibition  stands,  street  stands 
and  home  exercisers.    All  these  are  finished 


the  frame  from  the  stand.  Conveniently 
placed  foot  and  hand  screws  make  it  pos- 
sible to  tilt  the  bicycle  in  any  desired  posi- 
tion and  to  turn  it  over  on  its  side  for  as- 
sembling or  removing  the  hanger  bearings. 
Attached  to  the  metal  standard  are  swing- 
ing shelves  on  which  parts  and  tools  may 
be  laid  while  working  on  the  machine  held 
on   the  jack.  

BLUE  STREAKS  WELL  CATALOGUED. 

The  catalogue  of  the  Black  Mfg.  Co.  of 
Erie.  Pa.,  shows  the  same  care  in  every 
oarticular  of  its  make-up  as  has  character- 
ized the  Blue  Streak  Tribune  bicycles.  "The 
decorative  work  in  the  book  is  treated  in  a 
tasty  blue  tint,  which  through  purpose  or 
bv  chance  well  symbolizes  the  company's 
well  known  blue  finish.  The  illustrations  of 
the  light  colored  patterns  are  more  than  or- 
dinarily attractive,  it  being  usually  found 
Quite  difficult  to  reproduce  strikingly  by 
half-tone  cuts  any  but  dark  enameled  ma- 
chines. Besides  picturing  and  describing  the 
models,  the  catalogue  includes  illustrated 
paragraphs  on  the  various  distinctive  points 
in  Tribune  manufacture  and  has  also  a  page 
dedicated  to  a  few  good  words  for  the  cy- 
cloidal  sprocket.     

CHANGE  OF  BULLIS  BALL  GEAR. 

After  prolonged  experiment,  the  liullis 
Ball  Gear  Company,  of  Rochester,  has  found 
it  possible  to  Introduce  an  improvement 
which  will  prolong  the  life  of  "  the  gear 
without  interfering  with  Its  most  valu- 
able feature,  which  lies  In  the  fact  that 
the  running  qualities  of  the  machine  on 
which  it  is  used  are  not  seriously  affected  by 
knocking  the  gear  out  of  its  proper  align- 
ment. The  improvement  consists  in  chang- 
ing the  ball  rollers  on  the  transmission  shaft 
Into  hollow  cone  rollers,   which   conform  to 


The  Cycle  Age  and  Trade  Review 


495 


the  curvature  of  the  ball  rollers  on  the  front 
driving  gear  wheel  and  on  the  hub  pinion  in 
the  same  manner  as  the  balls  in  a  durable 
two-pivot  ball  bearing  conform  to  the  hollow 
races.  Two-point  bearings  In  which  the  races 
are  well  hollowed  are  now  generally  con- 
ceded to  last  much  longer  than  those  in 
which  there  is  a  strictly  point  contact,  and 
on  the  same  principle  the  improved  Bullis 
Ball  Gear  will  resist  wear  much  better  than 
the  older  form.  Another  advantage  by  the 
new  design  is  that  adjustment  of  the  rollers 
is  much  simplified,  so  that  now  in  fact  all 
wear  may  be  taken  up  by  adjusting  the 
cone  rollers  either  in  or  out.  An  Illustration 
showing  the  new  form  of  the  rollers  on  the 
shaft  pinions  will  be  found  in  connection 
with  the  company's  advertisement  in  this  is- 
sue.   

HURD  AND  ROCKFORD  CYCLES. 

The  Rockford  Cycle  Co.  of  Hockford,  111., 
illustrates  in  its  lately  issued  catalogue 
four  patterns  of  Hurd  bicycles  and  two  pat- 
terns of  Rockfords.  The  Hurd  line  is  the 
highest  in  price  and  includes  men's  and 
women's  road  machines  selling  at  $50  each 
and  a  racer  and  30-inch  wheel  machine  list- 
ed at  ?55  each.  All  of  these  models  are  of 
similar  construction  and  have  flush  joints 
and  popular  frame  lines  and  equipment. 
Standard  finishes  are  Brewster  green  and 
black.  The  racer  is  enameled  in  vermillion. 
The  tires  specified  include  such  standard 
makes  as  Morgan  &  Wright,  Goodrich,  Hart- 
ford and  Kokomo.  The  men's  and  women's 
Rockford  patterns  sell  at  $35  each.  The 
style  resembles  in  general  lines  that  of  the 
Hurd  cycles  though  the  options  offered  are 
not  as  broad.  The  frames  have  flush  joints 
except  at  tne  seat  cluster. 


TRINITY  STRAIGHT  SPOKE  HUB. 

The  direct  spoke  hub  used  in  the  models 
made  by  the  Trinity  Cycle  Mfg.  Co.,  of 
Kenne,  N.  H.,  are  shown  in  the  accompany- 
ing illustration.  Adjustment  csm  be  made 
with  the  fingers  by  means  of  the  disc 
wrench  attached  to  the  hexagonal  end  of 
the  cone  shown  in  the  cut-away  portion  of 
the  drawing.  When  adjustment  is  once  made 
it  is  firmly  locked  by  screwing  up  the  axle 


nut  on  the  adjusting  side.  The  dust  groove 
in  the  cone  in  connection  with  the  felt  wash- 
er in  a  dust  proof  ball  retainer  is  a  device 
patented  by  the  manufacturers.  The  cone 
is  cut  away  from  the  outer  side  of  the  dust 
cup,  so  that  when  wiping  the  wheel  the 
tendency  is  to  carry  the  dust  away  from  the 
bearings  rather  than  to  force  it  into  them. 
For  dust  to  reach  the  balls  it  is  necessary 
for  it  to  pass  over  the  raised  outer  edge  of 
the  dust  groove,  which  is  constantly  in  con- 
tact with  the  washer,  then  through  the 
greased  groove  itself,  and  again  past  the  in- 
ner ridge  of  the  groove  and  the  felt  pro- 
tection, which  is  practically  impossible. 


LINES  TO  A  LATHE. 

"You  will  perceive  from  the  inclosed," 
writes  the  W.  E.  &  John  Barnes  Co.  of 
Rockford,  111.,  makers  of  all  kinds  of  iron 
and  wood  working  machinery  and  mechan- 
ics' tools,  "that  poetry  sometimes  finds  Its 
source  even  in  the  heaxts  of  machinists  and 
bicycle  repairmen.  An  admirer  of  the  Barnes 
lathe  has  compiled  the  following  poem,  in- 
cidentally suggesting  at  the  end  that  we 
throw  in  a  few  tools  and  'call  it  square.'  Of 
course  it  was  a  bad  precedent  to  establish, 
but  we  could  not  decline  in  this  case.  The 
poem  was  written  by  W.  J.  L.  of  Burlington, 
Wis.,  and  may  Interest  some  of  the  readers 
of  Cycle  Age:" 

BARNES'    LATHES. 
Ever  graceful  in  their  outlines. 

Ever  turning  work  that's  true; 
Ever  made  by  Barnes  at  Rockford, 

Ever  seeming  bright  and  new; 
Lathes  that  run  so  smooth  and  noiseless, 

Lathes  with  speeds  both  fast  and  slow; 
Lathes  for  turning  wood  or  metal, 

Best  of  all  the  lathes  we  know. 


CATALOGUE  OF  FANNING  BICYCLES. 

The  colored  cover  of  the  catalogue  of  the 
Panning  Cycle  Mfg.  Co.  of  Chicago,  dis- 
plays a  Fanning  model  finished  in  cardinal 
and  bears  the  catch  phrase,  "Ride  a  Fan- 
ling  and  keep  kool."     The   catalogue   con- 


tains, in  addition  to  the  usual  illustrations 
of  models  and  constructional  features,  a  full 
page  illustration  of  the  Trilby  front 
sprocket,  which  is  of  special  Fanning  de- 
sign and  protected  by  a  design  patent.  On 
the  last  page  is  a  price  list  of  parts.  ■ 


HUNT  SADDLE  PATENTED. 

Among  the  patents  granted  last  week  is 
one  allowed  to  J.  A.  Hunt  of  Westboro, 
Mass.,  on  a  form  of  saddle  which  is  one  of 
the  popular  patterns  in  the  line  manufac- 
tured by  the  Hunt  Mfg.  Co.  The  saddle,  as 
described  in  the  patent  specifications,  com- 
prises a  substantially  elliptical  base  on 
which  two  pads  or  cushions  are  placed  in 
the  manner  common  to  anatomical  saddles. 
An   important   feature   of   the   Invention     is 


the  arrangement  of  the  springs.  The  main 
spring  is  of  one  piece  of  wire  so  bent  that 
it  practically  forms  an  upper  and  a  lower 
pair  of  springs.  The  wire  doubles  back- 
ward from  the  forward  loop  where  It  in- 
terlocks with  a  small  light  spring  fasten- 
ing to  the  front  of  the  saddle  base,  and  at 
the  rear  end  is  formed  Into  two  spirals 
which  are  secured  at  their  highest  points 
to  the  rear  of  the  saddle.  The  free  ends  of 
the  wire  then  extend  forward  again  and 
pass  through  holes  In  the  flange  along  the 
under  side  of  the  front  of  the  base. 


KLING  POWER  CHAINS  AND  CYCLES. 

The  illustration  herewith  shows  the  chain 
and  rear  sprocket  used  on  the  Kling  Power 
bicycles  made  by  the  Kling  Power  Chain  & 
Wheel  Co.  of  UnionvHle,  Conn.  By  hanging 
the  links  below  the  rim  of  the  sprocket  as 
the  chain  travels  around  It,  the  gear  rais- 
ing effect  of  a  smaller  rear  sprocket  is  at- 
tained and  the  necessity  for  using  excessive- 
ly large  front  or  dangerously  small  rear 
sprockets  in  order  to  obtain  high  gearing  is 
avoided.  The  manufacturers  claim  that  the 
chain  also  produces  a  saving  in  power  of  ap- 
proximately 25  per  cent.  The  chain  and 
sprockets  are  furnished  in  sets  for  fitting  to 


r=n_ 


IHE.6UE.A6C- 


any  make  of  bicycle,  and  the  company  also 
builds  complete  bicycles  fitted  with  the 
Kling  Power  chain.  These  machines  retail 
at  $40  each,  and  in  order  to  advertise  them 
the  firm  has  offered  one  $25  share  of  pre- 
ferred stock  In  the  Kling  Power  Chain  & 
Wheel  Co.  to  each  of  the  first  500  purchasers 
of  Its  machines.  The  company  is  confident 
that  its  chain  will  become  popular,  one 
ground  for  hopeful  expectations  being  that 
the  chain  does  not  present  the  bulky  and 
ungainly  appearance  that  has  marked  some 
of  the  previous  chains  of  similar  nature. 


KIRK  iWFG.  CO.'S  CATALOGUE. 

The  catalogue  of  the  Kirk  Mfg.  Co.  of  To- 
ledo, O.,  is  agreeably  free  from  tiresome 
reading  matter,  and  forcefully  states  the 
main  points  of  Interest  about  Tale  bicycles 


in  as  brief  and  systematic  a  manner  as  pos- 
sible. Besides  ilUistrating  the  various  mod- 
els in  the  Tale  line,  the  dlfCerent  styles  of 
handle  bars,  saddles  and  tires  fitted  to  the 
machines  are  a'so  shown.  A  paragraph  In 
the  introduction  invites  all  patrons  or  pros- 
pective patrons  of  the  house  to  call  at  the 
factory  whenever  in  Toledo,  and  states  that 
the  firm  will  be  glad  to  show  them  through 
the  works  for  the  purpose  of  demonstrating 
that  its  claim  for  care  and  skill  in  the  con- 
struction of  its  bicycles  is  something  more 
than  catalogue  and  advertising  talk. 


Mcelroy  autohatic  coaster  and  brake. 

The  manufacture  and  sale  of  the  McElroy 
patent  automatic  coaster  and  brake  has  been 
undertaken  by  the  Frank  E.  Bundy  Lamp 
Co.  of  Elmira,  N.  Y.,  in  connection  with 
the  Bundy  Automatic  acetylene  lamp. 

The  coaster  and  brake  device  is  very  com- 
pact and  simple,  as  shown  in  accompany- 
ing illustration,  and  can  be  made  to  fit  to 
the  rear  hub  of  any  bicycle;  it  also  avoids 
wearing  of  the  tire,  while  at  the  same  time 
doing  all  the  work  that  is  expected  of  such 
devices.  It  is  composed  of  two  disks  re- 
volving with  the  hub  with  a  wedge  machin- 
ism  in  the  center,  and  is  operated  with  the 
chain  by  a  slight  backward  pressure  on  the 
pedals,  thus  allowing  the  rider  to  coast  at 
will  with  his  feet  on  the  pedals  and  also 
to  control  his  machine  by  applying  back 
pressure  on  the  pedals  as  the  emergency  re- 
quires. If  necessary,  the  rider  can  stop  his 
rear  wheel  altogether.  In  its  nonnal  po- 
sition the  rear  sprocket  is  locked  and  there 
is  absolutely  no  friction.  The  device  Is  also 
so  contrived  that,  should  the  rider  desire  to 
give  up  the  use  of  the  coaster  and  brake 
by  removing  one  small  part,  it  can  be  made 
to  run  as  an  ordinary  rear  sprocket. 

The  mechanism  has  been  thoroughly  tested 
in  the  factory  and  a  large  number  have  been 
ridden  from  five  to  six  months.  The  great 
advantages  claimed  for  it  are  that  it  is  neat, 
compact,  and  can  be  attached  to  any  bicycle 
or  removed  at  will  by  the  rider;  is  simple  In 
construction;   always   responds  quickly  to   a 


forward  pressure;  increases  the  weight  of 
the  wheel  only  10  ounces  and  the  rider  can 
dismount  ■with  pedal  in  any  position.  The 
Bundy  company  is  now  fitting  up  Its  plant 
with  new  machinery  to  place  this  on  the 
market,  and  will  send  full  description  and 
prices  to  all  applicants. 


CATERING  TO  SHALL  HAKERS. 

Twenty-two  years'  experience  in  endeavor- 
ing to  meet  promptly  and  satisfactorily  the 
demands  of  a  multitude  of  customers  has 
enabled  the  Excelsior  Supply  Co.  to  so  sys- 
tematize the  work  of  its  various  branches 
that  Mr.  George  T.  Robie,  the  manager,  is 
now  able  to  claim,  with  justice,  ability  to 
supply  anything  and  everything  required  by 
bicycle  builders.  No  matter  how  small  the 
order,  so  long  as  it  reaches  the  company 
before  4  o'clock  a  very  good  reason  must 
be  given  for  failure  to  ship  the  goods  the 
same  day. 

A  rapidly  increasing  volume  of  business 
recently  rendered  a  large  increase  in  avail- 
able space  necessary.  The  company  there- 
fore secured  a  lease  of  the  entire  building 
at  88  and  90  Lake  street,  Chicago,  and  took 
possession  at  the  beginning  of  the  year.  The 
work  of  arranging  the  immense  stock  of 
parts,  sundries  and  material  of  all  kinds  is 
not  yet  quite  complete,  but  the  system  un- 
der which  all  things  are  handled  furnishes 
satisfactory  evidence  that,  come  what  may, 
the  company  can  supply,  at  a  few  minutes' 
notice,  anything  an  agent,  repairman  or 
builder  may  require. 

Heavy  stock,  such  as  tubing,  forgings  and 
rough  parts.  Is  of  course  stored  in  the  base- 
ment. The  first  fioor  is  devoted  to  oflices 
and  such  stock  as  is  necessary  to  supply  on 
the  instant,  goods  sold  over  the  counter, 
which,  by  the  way,  means  an  immense  vol- 
ume of  business  In  itself.  The  four  floors 
above  are  used  for  store  rooms,  drawing 
rooms  and  advertising  department,  an  ex- 
perimental department  also  forming  part  of 
the  outfit.  Each  department  can  tell,  down 
to  a  gross  of  balls,  exactly  what  It  has  In 
stock. 

The  sources  of  supply,  however,  do  not 
end  there.    Experience  shows  the  deslrabil- 


496 


The  Cycle  Age  and  Trade  Review 


ity  of  being  able  to  provide  parts  of  ma- 
chines long  out  of  date  but  treasured  by- 
some  old-timer.  The  company  figures  that 
the  goodwill  of  the  agent  who  enquires  is 
worth  cultivating,  and  that  his  knowledge 
that  his  every  requirement  will  be  met 
will  make  him  a  permanent  customer. 
Hence  a  small  but  complete  machine  shop  is 
kept  for  the  purpose  of  producing  such  an- 
tiquities or  special  parts  as  may  be  re- 
quired. 

The  company  is  preparing  to  send  out  its 
new  catailogue.  It  consists  of  96  pages  of 
matter  descriptive  and  illustrative  of  all 
sorts  of  supplies.  These  are  to  be  addressed 
largely  from  its  own  lists,  which,  by  the 
way,  are  handled  with  the  same  attention  to 
detail  as  characterizes  other  departments. 
Every  agent  who  has  been  in  the  business 
long  enough  to  have  made  a  record,  good 
or  bad,  may  rely  on  it  that  he  is  on  file  and 
rated  at  the  offices  of  the  Excelsior  com- 
pany. 

Mr.  Eobie  Is  fully  convinced  that  the 
smaM  maker  is  a  fixture  in  the  trade  and 
furnishes  many  incidents  to  support  his 
opinion.  Just  so  long  as  that  idea  prevails 
will  the  Excelsior  company  persevere  in  a 
determination  to  prove  the  truth  of  its 
motto,    "Evefrything  for  bicycle  builders." 


logued  respectively  at  $20,  $25  and  $30.  The 
company  is  also  building  a  chainless  with 
the  Sager  gear.  This  machine  sells  at  the 
standard  chainless  price  of  $75. 


CARBrOE  CARTRIDGES  ARE  SAFE. 

The  Frank  E.  Bundy  Mfg.  Co.,  makers  of 
aceitylene  lamps,  recently  received  the  fol- 
lowing letter  from  the  chairman  of  the 
acetylene  gas  committee  of  the  Underwrit- 
ers' Association  of  the  State  of  New  York: 

"I  brought  your  lamp  before  the  commit- 
tee of  which  I  am  cihairman  and  they  agreed 
with  me  that  it  will  not  be  necessary  to  have 
any  permit  granted  in  order  that  a  store- 
keeper may  keep  the  cartridges  that  you 
use  for  your  lamp  in  stock.  Our  ruling  is 
that  they  comply  with  the  present  insurance 
requirements,  which  say  that  calcium  car- 
bide oan  only  be  kept  in  an  insured  building 
when  contained  in  hermetically  sealed  tin 
cans,  and  this  plan  you  have  complied  with 
in  your  construction  of  the  cartridges." 


THE  REMINGTON  CATALOGUE. 

The  recently  issued  catalogue  of  the  Rem- 
ineton  Arms  Co..  of  Ilion,  N.  T.,  is  plain  and 
neat,  and  while  covering  every  important 
feature  of  Remington  construction  is  not 
loaded  down  with  tiresome  descriptive  mat- 
ter or  uninteresting  illustrations.  All  Illus- 
trations of  models  and  parts  are  carefully 
made  tooled  half-tones.  The  policy  of  the 
company  as  brought  out  in  the  catalogue 
embraces  the  same  conservative,  reliable 
methods  as  those  practiced  for  many  years 
so  successfully  in  the  manufacture  of  fire- 
arms, and  the  models  shown  have  the  same 
simplicity  and  refinement  of  design  which 
have  so  long  characterized  Remington  bi- 
cycles.   

THE  VANGUARD  BICYCLES. 

The  catalogue  of  the  Vanguard  Cycle  Cqt, 
140  S.  Capitol  avenue,  Indianapolis,  Ind.,  il- 
lustrates several  machines  of  the  popular 
type  listed  at  moderate  prices.  The  com- 
pany's catch  phrase  states  that  the  cycles 
are  "Built  for  service."  The  Vanguard, 
Model  B,  is  built  in  both  men's  and  women's 
patterns,  and  lists  at  $35.  Two  models  of 
the  Progress  list  each  at  $25,  and  boys'  and 
girls'  machines  in  three  sizes  each  are  cata- 


WORKING  DAYS  AND  NIGHTS  ON  VICTORS. 

Notwithstanding  the  Overman  Wheel  Co. 
of  Chicopee  Falls,  Mass.,  has  orders  for 
nearly  15,000  bicycles  on  its  iDooks,  the  com- 
pany's agents  are  to  have  their  wants  sup- 
plied, promptly,  for  the  factories  are  being 
run  twenty-two  hours  out  of  every  twenty- 
four  and  the  stock  of  completed  machines  is 
increasing  rapidly.  Production  is  very  much 
facilitated,  it  is  claimed  by  the  fact  that 
only  one  model  is  being  manufactured  for 
this  season's  trade.  In  this  one  model,  now- 
ever,  are  combined  all  the  best  qualities  and 


mechanical  features  of  the  preceding  Vic- 
tor machines,  together  with  a  number  of  new 
features  which  makes  this  latest  product 
superior  to  any  Victor  that  has  been  brought 
into  existence  before. 

The  chainless  Victor  which  attracted  so 
much  attention  at  the  New  York  shoiw,  will 
not  be  ready  for  delivery  before  the  latter 
part  of  March,  however. 

A  large  sale  of  Victor  tires,  which  the 
company  offered  to  the  trade  a  year  ago,  is 
reported  by  the  company.  The  capacity  of 
the  tire  plant  has  been  doubled  within  the 
year.     The  company  now   announces  that   it 


is  prepared  to  supply  Victor  saddles  to  the 
trade  in  any  quantity  and  d  jslres  agents  for 
Victor  goods  in  all  places  in.  the  United 
States  and  foreign  countries  where  agents 
have  not  already  been  appointed. 


nONARCH  CYCLES  IN  GREECE. 

The  Crown  Prince  of  Greece  recently 
placed  an  order  for  a  Monarch  bicycle  dur- 
ing an  interview  at  Athens  with  Mr.  Krausz, 
foreign  representative  for  the  Monarch  Cy- 
cle Mfg.  Co.  Mr.  Krausz  writes  his  house 
that  the  sport  of  cycling  hasi  not  yet  de- 
veloped to  any  great  extent  in  Greece,  there 
not  being  over  three  hundred  machines  in 
the  Whole  country.  These  are  mostly  En- 
glish and  cheap  American  models.  The  roads 


being  good,  and  the  country  recovering 
somewhat  from  the  late  war,  there  will 
doubtless  be  an  increase  in  the  bicycle  busi- 
ness in  that  country  in  the  near  future.  At 
Athens,  on  January  23,  the  Monarch  scored 
in  two  racing  events. 


JVIAGNET  HUB  PATENTED. 

The  hub  manufactured  by  the  Magnet  Cy- 
cle Co.  of  Chicago  is  not  protected  by  a  de- 
sign patent  recently  granted  to  P.  H.  Bar- 
ker. The  distinctive  feature  of  this  hub  re- 
sides in  the  spoke  flanges,  which  are  much 
larger  in  diameter  than  usual  and  for  the 
sake  of  appearance  and  lightness  liave 
drilled  through  them  concentrically  arranged 
holes.  The  value  of  the  large  flanges  is  that 
a  greater  angle  of  spoke  spread  may  be  ob- 
tained without  widening  the  hub  and  chain 
line,  thus  giving  the  hub  an  apparent  ad- 
vantage when  used  in  30-inch  wheels. 


TO  PUSH  MONARCHS  IN  CANADA. 

Robert  Jaffray,  recently  connected  with  W. 
H.  Fligg  of  Montreal,  who  represents  the 
Columbia  line  in  that  city  and  in  eastern 
Ontario,  has  associated  himself  with  the 
Monarch  Cycle  Mfg.  Co.  as  traveling  repre- 
sentative in  western  Ontario.  Mr.  Jaffray 
was  at  the  Monarch  factory  the  first  of  this 
week  and  left  on  Tuesday  night  for  Toronto. 


INCREASED  FACILITIES  FOR  PEDALS. 

Edmonds  &  Metzel.  makers  of  the  Per- 
petual pedals,  have  removed  from  115  Monroe 
street,  to  larger  quarters  at  253  South  Canal 
street,  Chicago,  where  their  greatly  in- 
creased manufacturing  facilities  place  them 
in  position  to  fill  orders  on  short  notice  and 
quote  interesting  prices  on  light  running 
pedals  of  superior  quality. 


TRADE  NOTES. 

Chas.  Beltz  &  Son,  5811  Penn  avenue,  Pitts- 
burg, Pa.,  dealers  in  bicycles,  saddles,  acces- 
sories and  sporting  goods,  are  desirous  of 
receiving  catalogues  and  lists  from  manu- 
facturers of  parts,  fittings,  sundries,  etc. 

Coincident  with  the  re-organization  of  the 
Frontenac  Mfg.  Co.  of  Syracuse  a  policy 
of  general  extension  of  the  business  was 
decided  upon.  The  services  of  C.  Edward 
Wood,  recently  connected  with  the  Hollen- 
beck  Saddle  Co.,  have  been  secured  and 
he  will  have  charge  of  the  sales  depart- 
ment. 

New  specialties  are  being  continually  add- 
ed to  the  'already  large  line  made  and  sold  by 
the  National  Cement  &  Rubber  Mfg.  Co.  of 
Toledo,  C,  which  has  a  businesslike  way  of 
saying  nothing  until  it  is  ready  to  market 
each  new  article  in  quantities,  when  it  comes 
out  boldly  and  pushes  it  hard,  frequently  to 
the  discomfiture  of  competitors. 

During  the  New  York  cycle  show  the  Olive 
Wheel  Go.  of  Syracuse  was  well  represented 
in  connection  with  the  National  Cement  & 
Rubber  Mfg.  Co.  of  Toledo,  the  following 
representatives  of  the  bicycle  house  making 
their  headquarters  in  the  sundries  oo'mpany's 
booth:  C.  A.  Benjamin,  C.  J.  Batchrie, 
Henry  Trebert  and  George  N.  Jordan. 


AFTER  ALL 


THE    12-OUNCE    RAWHIDE. 


A 

PERFECT 

SEAT. 

^ 

-'^^8^31 

^  rWI 

^0^ 

^S 

FOR  MEN  AND  WOMEN. 

Cyclists  are  not  slow  to 
appreciate  a  good  thing, 
and  the  wheelmen  gener- 
ally are  singing  the  praises 
of 


LIGHT— PRETTY-DURABLE. 


Mr.  Dealer: — You  want  these  Saddles  in 
stock.     Our  prices  are  attractive. 


The  Hollenbeck  Rawhide  Saddle 

And  Comfort  to  the  Rider  and  Beauty  to  the  Bicycle 

By  using  the  HOLLENBECK  HYGIENIC  SADDLE,  made  of  the  best  materials,  and  on  perfect  ana- 
tomical principles.  It  will  add  to  the  beauty  as  well  as  the  riding  qualities  of  your  machine.  It  is 
fitted  with  our  new  lock-tilting  clamp  and  improved  spring,  giving  a  4-uich  range  of  adjustment, 
without  disturbing  the  position  of  the  saddle. 

HOLLENBECK  SADDLE  CO.,  Syracuse,  n.  y 


The  Cycle  Age  and  Trade  Review 


497 


Cbe  Standard  Bar 
of  tbe  (Uorld 


Has  15-inch  adjustment  and  25 
positions,  with  no  change  in  pitch 
of  grips,  same  as  demonstrated  at 
the  shows  in  Chicago  and  New 
VnrV 


Over  fifty  of  m  leading  manufacture 
ers  are  supplying  tbe$e  Bars  as  tbeir 
regular  equipment.  «•«««««« 

Kindly  say  in  your  letter  in 
which  paper  you  saw  this  ad. 

Cbe  Kelly  Randle  Bar 
eotitpany 

Cleveland,  ODio.  U.  $.  B. 


PATENT  NOTICE. 


S.  &  G.  STIRRUP  TOE  CLIP. 

Our  U.  S.  patent  No.  618,937  for  the  S.  &  G.  STIR- 
RUP TOE  CLIP,  was  issued  Feb.  7,  1899,  and  by  its 
provisions  gives  us  exclusive  control  of  the  STIRRUP 
TOE  CLIP  in  all  its  practicable  forms  of  construction. 

We  now  respectfully  give  notice  to  all  concerned, 
that  we  shall  take  such  steps  as  are  necessary,  to  protect 
ourselves  against  the  manufacture  or  sale  of  any  TOE 
CLIP  which  is  an  infringement  on  our  rights,  under  this 
and  our  similar  patents,  in  Canada,  Great  Britain  and 
France. 

5IDWAY  nFQ.  CO.,  =   Chicago,  111.,  U.  5.  A.    sidway  riFQ. 


"CONSENSUS  OF  OPINION" 

THE  S.  &  G.  COMBINATION  PEDAL 

Perfect  in  every  respect. 
Is  the  finest  ever  devised. 

Write  for  Catalogue  and  Jobbers'  DiscountB. 

Price  per  pair  $3.00 


S.  &  Q.  Stirrup  Toe  Clip. 


PATHNT  APPLIED   PORc 

CO., 


The  most  popular 
Toe  Clip  ev'  r  put 
on  the  market. 
Over  one  hundred 
and  eight  thousand 
pairs  sold  in  1898. 
Price  per  pair,  50 
cents. 


Chicago,  III.,  U.  S.  A. 


'%^^^%/%/%^%/%/%^%/%/^%/^'%/%^%^%/%'%/^ 


WHEELER  SADDLES 


ALWAYS  have  the  name  "WHEELER"  stamped  on  the  apron. 

There  are  imitations  of  these  popular  saddles  on  the  market.  You 
are  not  obliged,  however,  to  accept  them  on  your  wheels.  They  would 
not  be  offered  to  you  if  it  were  not  for  the  fact  that  they  cost  a  few 
cents  less.  The  imitations  do  not  compare  with  the  original  in 
appearance  or  durability. 

Insist  on  having  WHEELER  saddles  and  you  will  get  them.  Send 
for  catalogue. 

THE    WHEELER   SADDLE    CO., 

.1427=1457  Woodward  Ave.,  DETROIT,  MICH. 


Chicago  Distributing  Agents:    HIBBARO,  SPENCER  &  BARTLBTT.    New  York  Distributing  Agents: 


HARTLEY  &  ORAHAH. 


t 


498 


The  Cycle  Age  and  Trade  Review 


MISCELLANEOUS. 

Adrartlsementa  nnder  this  head  0  oents  per  word  first 
InBertlon,  8  oents  per  word  esoh  ingertion  thereafter.  Oaah 
with  order.  Express  orders,  postoffloe  orders,  or  stamps 
recelTed. 

WANTED 


"WANTBD— A  man  having  full  knowledgp  of  the 
manufacture  of  double-tube  bicycle  tires  and  innpr- 
tubes.  Address  G.  H.  K.,  Postoffice  Box  1553,  New 
York,  N.  Y. 

A  GENTI/KMAN  with  long  experience  in  the 
bicycle  business,  buth  in  this  country  and  Europe, 
and  now  connected  with  one  of  the  leading  bicycle 
manufacturing  companies,  will  leave  for  London  and 
the  continent  shortly  in  the  interest  of  his  company 
to  place  agencies  and  iu  connection  with  bicycles 
would  like  to  make  arrangements  with  a  few  leading 
manufacturers  in  kindred  lines,  such  as  parts,  fittings, 
or  accessories,  to  represent  them  on  some  equitable 
basis,  either  commission  or  share  of  expenses.  Is 
well  acquainted  with  the  foreign  trade,  competent  to 
handle  important  business  and  ateolutely  reliable. 
This  is  not  a  pleasure  trip  but  strictly  business.  Any 
one  interested  may  address  M.  C.  Co.,  care  Cycle  Age. 

WANTED— Good  agents  in  all  parts  of  the  United 
States  and  (^anada  to  sell  our  coutracts.  We  are  the 
oWest  bicycle  protectiv>-  company  in  the  world.  Our 
contracts  sell  easily.  Write  at  once  for  particulars 
and  territory.  Liberal  commission.  Union  Wheel- 
men's Pbotective  CO.,  618-630  The  Temple,  Chicago, 
IlUnoiB. 


1  repairman, 


POSITION  ■WANTED— A  NO.  1  repain 
with  tools  and  good  refere  ces,  wants  position. 
G.  Freeman,  712  W.  8th  St.,  Sioux  Falls,  S.  D. 

BEST  I/OCATION— Largest  store  in  Minne- 
apolis. Offers  invittd  from  manufacturers  to  add 
bicycles.  Union  Book  Co.,  6  Washington  Ave.  S., 
Minneapolis,  Minn. 

WANTED— Salesman  to  carry  complete  line 
bicycle  sundries  on  commission.  Clark,  Horrocks 
&  Co.,  Utica,  N.  Y.  1 

WANTED— A  motor  phseton  to  seat  16  or  18  peo- 
ple. In  answering  state  style  of  machine,  what  per 
cent  of  grade  will  climb,  and  cost.  L.  F.  Snodeal  & 
Co.,  2552  Madison  Ave.,  Baltimore,  Md. 


MANUFACTTTRERS— Gentleman,  trained  en- 
gine- r  with  central  London  office,  many  years'  exper- 
ience in  the  cycle  trade,  larg^  connection  amongst 
manufacturers,  factors,  shippers  and  agents,  is  open 
to  take  up  and  thoroughly  work  through  travellers 
and  himself  a  good  sole  agency  for  cycles,  comiwn- 
ents  or  stampings,  etc.;  best  firms  only  entertained. 
R.  M.  P.,  care  Cycle  Age. 

FOR  SAI.E 

EOR  SAIVE— A  nearly  new  quad,  address  Roy 
Howard,  San  Diego,  Cal. 

FOR  EXCHANGE— High  class  hubs  and  two- 
piece  hangers  for  machinery.  Address  C.  H.  B.,  care 
Cycle  Age.  * 

FOR  S  AI,E— Half  or  whole  Interest  for  patent  In 
cane  covered  grips.  Address  A.  R.  Wiens,  225  Cedar 
St ,  Milwaukee. 


GET  THE  GENUINE. 


DIAMOND  E  s^tr 


and  you  will  find  this  trade  mark 


TRADE 


MARK 


on  every  spoke.     It  is  conceded  to  be  the  most  important  feature  of  the  season. 

EXCELSIOR  NEEDLE  CO., 

Torrington,  Conn. 


Western  Office.... 

204  Lake  St.,  CHICAGO 


America's 
Repre- 
sentative 

Bicycle 

Write  for 
Catalog 


BRIDQBPORT,  CONN. 


MADE  BY  THE  " 

NEW  BRUNSWICK  RUBBER  CO.. 

New  Brunswick..  N.J. 
Br\nch   OrncES- 

CHICAGO  -  NEW  YORK  -  BOSTON 


1899    MODEL 

WATERS  WHITE  SCORCHER 

Pitted  with  Otir  One  Piece  Hanger    (hOO   flfl 
made  under  Fauber  licenses.     Retail  Price,    ^ZZ.UU 

3  GROWN,  $28.50. 

Send  for  net  price  and  1899  catalogue. 

F.  S.  WATERS  CO.,  155  W.  Washington  St.,  Chicago. 

Put  the  company  on  so  we  will  get  letter. 


THE  HART  &  COOLEY  MFG.  CO.,  So.  Chicago,  111. 


HOT  and  eOLD  ROLLED  STEEL 

Geo.  Nash  &  Co.,  General  Sales  Agents,  35  South  Canal  Street,  CHICAGO. 


HULLO  BOYS! 

HERB  WE  ARE,  RIGHT 
SIDE  tJP  -WITH  CARE. 

...JUST  GOT  HOME... 


From  Europe;  sold  $100,000.00 
WORTH  of  Bicycles  —  All 
shipped  and  got  the  money. 
Now  I'm  ready  to  talk  biz 


ON 


BICYCLES 

PHONOGRAPHS.... 

CAMERAS. 


Can  Sell  you  a  Mighty  Good  "Phono- 
graph" for  $5.00. 

"Cameras"  from  50c.  Upwards. 

And  "  Bicycles "  for  Less  Money  Than  You 
Ever  Heard  of. 

What's  the  Matter  with  Giving  Me  a  Try  ? 

THE  RALPH  TEMPLE  CO., 

82  LAKE  STREET,  -    CHICAGO. 


Liquid 

Brazina 
Crucibles 


All  sizes  and  shapes  as  required 
to  fit  any  make  of  furnace, 
made  by  the  original  makers 
of  brazing  crucibles  and  the 
largest  and  oldest  manufactur- 
ers of  plumbago  or  graphite 
crucibles  in  the  world. 


JOSEPH  DIXON  CRUCIBLE  CO., 
Jersey  City,        =      ,  =        =      New  Jersey. 


Notice  to... 

BICYCLE 
MANUFACTURERS. 

The  riders  of  1899 
Trill  insist  upon 
their  ■wheels  beings 
equipped  with 

"The  Star 
Ball  Retainer." 


OMh 


Vol.  XXII— No.  17. 


OHICAeO,  FEBRUARY  23,  1899. 


New  Series  No.  66, 


DENVER  DEALERS  ARE  ALARMED 


The  Population  is  Too  Small  to  Support 

Those  Who  Are  Competing  for 

Custom. 


Denver,  Colo.,  Feb.  19. — The  opening 
of  tlie  present  season  for  the  cycle  deal- 
ers of  Denver  is  to  mark  the  beginning 
of  a  "hot  time."  The  trade  conditions 
are  serious.  To  the  dealer  they  are  vi- 
tal. While  this  city  may  not  be  alone 
in  presenting  such  knotty  problems,  the 
conditions  are  at  least  interesting  to  the 
trade  in  general. 

Too  Many  Bicycle  Dealers. 

Denver  has  an  estimated  population  of 
150,000  and  boasts  of  at  least  thirty  reg- 
ular bicycle  dealers,  including  three  de- 
partment stores,  all  of  which  handle  at 
least  one  high  grade  line.  Among  the 
regular  dealers  there  are  several  whose 
retail  sales  were  near  the  thousand  mark 
for  1898  and  a  large  number  between 
three  and  six  hundred  for  the  season. 
Nearly  7,500  machines  were  sold  in  1898 
and  the  present  season  must  see  a  sale 
of  from  10,000  to  12,000  to  make  a  rea- 
sonable business  for  the  dealers  to  show 
even  a  small  profit.  The  question  is 
whether  a  city  of  this  size  will  furnish 
so  many  new  customers  each  year,  30,000 
people  being  already  in  possession  of 
mounts  that  will  do  service  for  a  few 
years  more. 

All  those  connected  with  the  cycle 
trade  realize  that  a  critical  time  is  at 
hand  for  them,  but  every  dealer  has 
hope  and  expectancy  in  his  eye  when 
asked  about  his  prospects  for  the  com- 
ing year. 

Side  Lines  in  Demand. 

Side  lines  are  sought  by  all.  The  whole- 
sale sundry  houses  have  added  from  two 
to  five  separate  lines  to  enable  them  to 
stay  in  line.  Sundry  dealers  have  in- 
creased at  an  alarming  rate  and  eastern 
prices  are  quoted  by  many  with  Denver 
deliveries.  The  knife  is  applied  vigor- 
ously to  all  prices  and  goods  can  be  had 
at  bed  rock  prices  everywhere. 

During  the  week  beginning  February 
20  a  cycle  show  will  be  held  at  the  scene 
of  two  former  s^ows.  This  show  will 
present  the  novelty  of  furnishing  exhi- 
bition spaces,  platforms,  etc.,  to  all  ex- 
hibitors at  absolutely  no  cost.  The  pro- 
moter, G.  A.  Wahlgreen,  of  Cycling  West, 
has  formed  a  plan  that  meets  with  gen- 
eral approval  and  will  have  a  larger  num- 
ber of  exhibits  offered  than  he  can  fur- 
nish space  for.  The  exhibits  will  in- 
clude autocars  and  motor  driven  vehicles 
of  all  kinds. 

The  unprecedented  cold  weather  has 
delayed  the  opening  of  the  season  at 
least  a  month,  but  the  "hot  time"  will 
begin  not  later  than  March  1. 


York  city  February  12  did  no  injury  to 
the  rolling  mills,  wire  mills,  tube  shops 
or  lamp  burner  department,  and  will  not 
interfere  with  the  work  of  these  depart- 
ments nor  to  any  extent  with  the  pro- 
duction and  shipment  of  lamps.  The 
lamp  factories  and  a  portion  of  the  man- 
ufacturing department  were  partially  de- 
stroyed but  will  be  immediately  rebuilt. 
After  an  unavoidable  delay  of  two  or 
three  days,  however,  all  orders  will  be 
taken  care  of  with  the  usual  promptness. 


RIVALRY    OVER    SUB=AGENCIES 


Death  of  David  Bradley. 

David  Bradley,  president  of  the  David 
Bradley  Manufacturing  Company  of  Chi- 
cago, one  of  the  largest  concerns  in  the 
country  producing  farming  implements 
and  which  also  makes  the  America  bi- 
cycles, died  Sunday  morning  at  his  resi- 
dence in  Chicago,  aged  eighty-seven 
years.  He  moved  to  Ohicago  in  1835  and 
the  following  year  established  a  small 
shop  for  the  making  of  mechanics'  tools. 
From  this  has  grown  up  the  immense 
business  now  conducted  in  Chicago  and 
in  the  new  plant  located  just  outside  of 
Chicago  in  the  town  of  Bradley.  It  is 
expected  that  the  business  will  be  man- 
aged hereafter  by  his  sous,  J.  Harley 
Biadley  and  B.  C.  Bradley,  vice-president 
and  treasurer  of  the  company. 


New  Warwick  Company  Formed. 

All  the  bicycle  tools  and  stock  of  the 
old  Warwick  cycle  plant  have  been  taken 
over  by  an  entirely  new  company  which 
has  been  organized  under  the  style  of 
the  Warwick  Cycle  Co.,  with  New  York 
offices  at  34  Union  Square,  Bast,  which 
will  continue  the  manufacture  of  War- 
wick bicycles  in  Springfield,  Mass.  George 
A.  Russel,  president  ot  the  former  com- 
pany, is  president  of  the  new  concern, 
while  A.  0.  Very,  former  treasurer,  will 
occupy  the  same  offi  ce  with  the  new  com- 
pany and  at  the  same  time  be  general 
manager. 

Nothing  but  first  class  machines  will 
be  produced  and  a  feature  of  the  work 
will  be  the  manufacture  of  chainless  ma- 
chines. The  New  Warwicks  will  be  mar- 
keted only  from  the  New  York  office. 


CONTENTS. 


Fire  Will  Cause  Little  Delay. 

The  fire  which  damaged  the  plant  of 
the  Manhattan  Brass  Company  in  New 


Local  Cycle  Shows 
Show  for  New  York  Dealers 
New  Cycle  Repair  Charges     - 
Editorial         -       =       -       = 
Brazing  By  Immersion    - 
Current  Cycle  Manufacture 
Liability  of  Makers 
Letter  From  England 
Commerce  in  Foreign  Markets 
Public's  Thirst  for  Facts    - 
The  Pastime  and  Sport 
Information  for  Buyers 


Page 
SCO 
SOI 
501 
503 
504 
506 
508 
512 
516 
518 
520 
526 


Buffalo  Dealers  Alert  for  Trade  of  People 

Who  Reside  in  Remote  Parts  of 

the  City. 


Buffalo,  Feb.  21.— Quite  a  bit  of  rivalry 
has  sprung  up  among  the  Buffalo  retail 
trade  in  the  matter  of  placing  sub-agen- 
cies in  the  city.  While  the  idea  is  by  no 
means  new  here  it  was  not  followed  out 
to  any  great  extent  until  last  season, 
when  one  of  the  local  branch  managers 
believed  he  saw  in  it  an  opportunity  to 
increase  his  business  at  a  little  addi- 
tional cost.  He  placed  a  few  sample 
machines  with  several  of  the  repaironen 
and  in  small  shops  in  districts  remote 
from  the  business  center  of  the  city.  The 
experiment  proved  so  successful  that  he 
expanded,  as  it  were,  and  soon  had  the 
most  desirable  territory  covered  by  agents 
under  contract  to  sell  his  machine. 

Competitors  Get  to  Work. 

When  it  was  learned  by  others  of  the 
craft  that  there  was  some  business  to  be 
had  through  this  channel  they  set  about 
getting  some  of  it,  but  everywhere  they 
went  they  found  that  the  other  fellow  had 
done  his  work  so  well  that  no  open- 
ings were  left.  The  various  schemes  that 
are  alone  known  to  the  trade  were  then 
launched,  it  is  said,  in  an  attempt  to 
get  his  agents  away  from  him,  but  he 
was  so  firmly  intrenched  that  all  efforts 
were  in  vain.  As  the  time  approached  for 
making  contracts  for  '99  there  was  a  gen- 
eral scramble  for  the  most  desirable  dis- 
tricts and  the  rivalry  increases  daily. 

Sub- Agency  System  Pays. 

A  surprisingly  large  business  was  done 
last  year  through  these  agencies.  The 
manager  referred  to  claims  to  have  sold 
over  a  hundred  machines,  and  others  who 
had  agencies,  or  later  established  them, 
did  a  paying  business.  Tbe  sales  were 
made  on  commissions  said  to  net  the  sell- 
er $5  per  bicycle. 

There  can  be  no  question  as  to  the 
value  of  these  establishments  to  the  trade 
at  large,  especially  in  districts  remote 
from  the  business  centers.  The  laboring 
classes  reside  largely  in  these  districts. 
They  go  to  their  labor  early  and  return 
late,  and  it  is  seldom,  even  if  they  have 
the  inclination,  that  time  can  be  found 
to  visit  the  city  stores;  so  w'hen  it  is 
found  that  the  same  advantages  can  be 
had  at  the  agency  in  their  neighborhood, 
as  at  the  up  town  stores,  they  will  buy, 
where  if  the  conditions  were  different 
the  probabilities  are  that  two-thirds 
would  not. 

J.  H.  Johonnot  has  retired  from  the 
firm  of  Oassetty  and  Johonnot,  Buffalo 
agents  for  Olive  bicycles,  and  has  ac- 
cepted the  position  of  manager  of  the 
bicycle  department  of  Weed  &  Co.,  who 
handle    Wolff-Americans. 

Finn  &  Sullivan,  who  shifted  from  the 
bicycle  to  the  grocery  business  last  fall, 
have  returned  to  the  cycle  and  will  sell 
Orients  this  season. 


500 


The  Cycle  Age  and  Trade  Review 


LOCAL  CYCLE  SPIOWS 


The    Philadelphia   Exhibition    Draws   Well    Despite  Poor 
Weather — The  Springfield  Show 


Philadelphia,  Feb.  20.^It  is  perhaps 
fortunarte  that  the  cycle  slhow  which  was 
opened  last  Saturday  evening  under  the 
management  of  the  local  cycle  board  of 
trade  partook  less  of  a  national  charac- 
ter than  its  promoters  had  hoped,  for 
otherwise  the  evidences  of  unprepared- 
ness  manifest  at  many  of  the  booths 
must  have  been  increased  manifold.  As 
it  was,  some  of  the  dozen  or  more  out- 
of-town  exhibitors  were  not  on  hand, 
their  show  material  having  been  snow- 
bound on  the  road  as  a  result  of  the 
blizzard  earlier  in  the  week.  I'his  wa,s 
especially  noticeable  in  the  case  of  the 
automobiles,  several  of  which  were  held 
up  somewhere  between  here  and  Chicago 
and  a  number  of  others  between  Boston 
and  this  city. 

It  Rained  the  Opening  Night. 

While  the  pouring  rain  andi  the  ankle- 
deep  slush  undoubtedly  interfered  with 
the  opening  night  attendance,  there  was 
nevertheless  a  paying  crowd  present. 
President  Brewster  is  hopeful  that  the 
present  week,  with  its  two  holidays,  elec- 
tion day  and  Washington's  birthday,  will 
more  than  make  amends  for  the  compara- 
tively poor  opening  night  crowd.  Last 
Saturday  night's  crowd,  under  the  mete- 
orological conditions,  certainly  indicated 
no  lack  of  public  interest.  The  major- 
ity of  the  exhibitors  seem  to  think  that 
the  show  will  have  a  beneficial  effect, 
upon  the  retail  trade  especially.  Those 
of  the  exhibitors  who  were  represented 
at  Chicago  and  New  York  were  satisfied 
with  the  prospects,  and  intimated  that  in 
general  appearance  the  exhibition  com- 
pared favorably  with  its  two  prototypes, 
although  not  so  comprelhensive. 

A  striking  feature  of  the  show  is  the 
rivalry  among  the  lamp  men.  Oil,  acety- 
lene gas  and  electricity  —  each  has  its 
advocates  and  followers,  and  the  constant 
din  of  explanatory  volubility  gives  one 
the  impression  of  side  show  barkers  at  a 
country  fair.  But  they're  doing  business, 
which,  after  all,  is  what  they  are  after. 

While  the  souvenir  feature  is  not  so 
apparent  as  in  former  years — due,  per- 
haps, to  the  comparative  smallness  of  the 
crowd — advertising  schemes  are  not  want- 
ing. Guessing  contests  and  free  chances 
on  pianos,  phonographs,  bicycle  lamps, 
etc.,  may  be  mentioned  in  this  connec- 
tion. 

The  Exhibitors. 

The  folioiwing  list  of  exhibitors  will 
give  an  idea  of  the  extent  and  character 
of  the  show,  which  is  the  third  held  un- 
der the  management  of  the  Philadelphia 
Cycle  Board  of  Trade: 

W.  E.  Anderson,  Harrisburg-,  Pa. 

C.  S.  Armbruster,  Philadelphia. 

Armbruster  &  Reed,  Elmer,  N.  J. 

James  Bellak's  Sons— Keating  and  Elgin 
King  lines. 

Frank  E.  Bundy  Lamp  Co.,  Elmira,  N. 
Y. — Acetylene  gas  lamps. 

Claus  Handle  Bar  Co.,  Milwaukee,  Wis.— 
Adjustable  handle  bars. 

Clothier  &  Burrows,  Philadelphia— Roman 
bicycles. 

Collins  Pneumatic  Hub  &  Wheel  Works, 
Sayre,  Pa.— Pneumatic  hub  wheel  bicycles. 

Cosmos  Bicycle  Mfg.  Co.,  Philadelphia- 
Capitol  bicycles  and  specimens  of  enamel- 
ing and  electroplating. 

Michael  J.  Co'sta,  Philadelphia- Union,  Re- 
lay, Laurel  and  Viking  bicycles. 

Cressman  &  Co.,  Philadelphia. 

Cus'hman  &  Denison,  New  York  City- 
Pocket   oilers,  etc. 

Cycle  Syndicate,  New  York  City— Cycle 
specialties,  Rusch  saddles  and  Excelsior  lu- 
bricant. 


Devine  Wheel  Mfg.  Co.,  Philadelphia- 
Luxury  cushion  tire  bicycle. 

William  Dielbel,  Philadelphia  —  Reading 
Standard  bicycles  and  specialties. 

Jos.  Dixon  Crucible  Co.,  Jersey  City,  N. 
J.— Graphite  in  various  forms. 

F.  L.  Donlevy  &  Co.,  Philadelphia— Syra- 
cuse,  Packer,  Don  and  Andrae  bicycles. 

W.  A.  Ennis,  Philadelphia. 

R.  D.  Garden,  Philadelphia— Crescent  bi- 
cycl6s. 

B.  F.  Goodrich  Co.,  Akron,   O.— Tires. 

Hart  Cycle  Co.,  Philadelphia— Columbia, 
Hartford  and  Vedette  bicycles. 

Hawthorne  &  Sheble,  Philadelphia— Day- 
ton bicycles. 

A.  R.  Justice  &  Co.,  Philadelphia — Iver 
Johnson,  World,  Trinity  and  Emerson  bicy- 
cles. 

Keeler  Mfg.  Co.,  New  Albany,  Pa.— Keeler 
flexible  bicycle  coupler. 

LeFevre  Mfg.  Co.,  Philadelphia— Special- 
ties, including  bicycle  stand,  enameling 
stand,  truing  stand,  wheel  truer,  sanitary 
saddle  and  spoke  wrench. 

John  S.  Leng's  Son  &  Co.,  New  York 
City — Ensign  and  Snell  bicycles  and  special- 
ties. 

H.  A.  Lozier  &  Co.,  Cleveland,  O.— Cleve- 
land bicycles. 

Manufacturers'  Supplies  Co.,  Philadel- 
phia—Bicycles, supplies,  fittings  and  sun- 
dries. 

MoCallister  &  Van  Mater,  Philadelphia- 
Crawford,  Crown,  Hoffman,  Pierce  and  Ra- 
cycle  bicycles. 

William  P.  Miller's  sons,  Brooklyn,  N.  Y.— 
Excelsior  bicycle  lubricants. 

Norman  Wheel  Co.,  Philadelphia.— Nor- 
man bicycles. 

Philadelphia  Optical  Co.— Bicycle  glasses. 

Ramsay  Swinging  Pedal  Co.,  Philadel- 
phia-Swinging pedals  and  toe  clips. 

Jacob  Rech  &.  Sons,  Philadelphia — Ster- 
ling,  Clipper  and  Featherstone  bicycles. 

Wolfgang  Rlchter,  Philadelphia  —  Acety- 
lene gas  lamp. 

Wm.  B.  Riley  &  Co.,  Philadelphia.- Ber- 
nasco  saddles. 

Roach  &  Barnes,  Philadelphia— Stearns, 
Waverley,  National  and  Clover  bicycles. 

George  W.  Robb  Cycle  Co.,  Philadelphia- 
Light  and  Olive  bicycles. 

Ross  Mfg.  Co.,  Philadelphia  —  Neverout 
lamps. 

Rowland  &  Christ,  Philadelphia— Exercis- 
ers. 

H.  H  Sawyer,  Philadelphia— Wolff-Ameri- 
can bicycles. 

D.  B.   Saxton,  Philadelphia. 

J.  B.  Shannon,  Philadelphia— Remington 
bicycles  and  sporting  goods. 

Charles  S.  Smith  &  Co.,  Philadelphia- 
Rambler,  Ideal  and  Reading  Special  bicy- 
cles. 

Marshall  E.  Smith  &  Bro.,  Philadelphia- 
Spalding  and  Marshall  bicycles,  sundries 
and  sporting  goods. 

N.  Snellenburg  &  Co.,  Philadelphia— March 
bicycles   and  bicycle  clothing. 

R.  C.   Stevens,   Philadelphia— Erie  bicycles. 

A.  P.  Swoyer  Co.,  Philadelphia— Search- 
light gas  and  oil  lamps. 

W.  W.  Taxis,  Philadelphia— Union,  Dela- 
ware and  Peerless  bicycles  and  Record  ped- 
als. 

E.  K.  Tryon,  Jr.,  &  Co.,  Philadelphia.— 
Stormer  and  Pennant  bicycles  and  general 
sporting  goods. 

Twentieth  Century  Mfg.  Co.,  New  York 
City — Oil  lamps. 

Veeder  Mfg.  Co.,  Hartford,  Conn.  —  Cy- 
clometers. 

We&sels  &  Walz  Cycle  Co.,  Philadelphia- 
Liberty  bicycles. 

H.  T.  Wise  &  Co.,  Philadelphia— Cements 
and  lubricants. 

William  Wrigley,  Jr.,  &  Co.,  Philadelphia— 
Wrigley  and  Kinzie  bicycles. 


experiment  and  willing  to  engage  space 
another  season. 

The  show  encountered  the  severest 
snow  storm  in  recent  years,  and  it  was 
found  impracticable  to  get  motor  vehicles 
inside  the  Auditorium.  Despite  these 
drawbacks  the  show  cleared  expenses. 
Several  exhibitors  made  sales  for  spot 
cash  and  one  manufacturer  placed  agen- 
cies in  four  neighboring  towns. 

The  exhibitors  of  bicycles  were  as  fol- 
lows: M.  D.  Stebbins,  the  Chilion  wood 
frame  bicycle;  George  Sibley,  the  Day- 
ton; White  Sewing  Machine  Company; 
E.  A.  Nelson,  Trinity  and  Olive;  Forbes 
&  Wallace!,  Keating  and  Lenox;  Hendee 
&  Holden,  Indian;  Guy  Furniture  Com- 
pany, Monarch;  Luther-Eames  Company, 
Eagle;  Taylor  &  Son,  Stearns;  Industrial 
Cycle  Company. 


SPRINGFIELD  CYCLE  SHOW 


Local  Exhibition  in  Hassachusetts  Succeeds  Despite 
Untoward  Weather— Business  Transacted. 


Springfield,  Mass.,  Feb.  20.— The  cycle 
show  held  in  the  Auditorium  last  Tues- 
day, Wednesday  and  Thursday  was  the 
most  pretentious  effort  in  that  direction 
that  has  yet  been  made  in  Western 
Massachusetts.  The  number  of  exhibits 
was  not  so  large  as  the  management  had 
hoped  for,  but  those  who  had  booths  ex- 
press   themselves   as    satisfied    with    the 


Week's  Exports  from  New  York. 

Exports  of  bicycles  and  bicycle  mate- 
rials from  the  port  of  New  York  for  the 
week  ending  February  14  are  recorded  as 
follows: 

Bicycles.  Mtls. 

Germany  $14,343  $9,258 

France   11,634  2,146 

Englajwi  9,656  3,534 

Belgium   3,355  1,575 

Argentine  Republic  3,988      

New  Zealand  2,489      

Russia  2,047      

Holland 1,818  387 

Brazil    1,343      

Australia   108  540 

Denmark  500  170 

Mexico   243  398 

Uruguay   420      

British  Guiana 399      

Scotland   50  250 

British  East  Indies  97  160 

China    232      

Austria    210 

Sweden    176      

Cuba    156      

Venezuela    41 

Porto   Rico   38      

British  West  Indies  20      


Totals 


.$53,115  $18,669 


Freezing  of  Acetylene  Lamps. 

Several  instances  have  been  reported 
this  winter  of  the  freezing  of  the  water 
in  the  reservoirs  of  acetylene  lamps  when 
riding  on  cold  days.  To  avoid  this  one 
should  not  fill  the  reservoir  until  ap- 
proaching darkness  warns  that  lighting 
up  time  is  at  hand.  Nor  should  the  light 
be  permitted  to  go  out  while  the  rider 
is  resting  and  warming  himself  indoors. 
Except  in  excessively  cold  weather  the 
heat  of  the  chemical  action  in  the  car- 
bide and  of  the  burning  gas  is  sufiicient 
to  prevent  freezing  of  the  water  when  the 
lamp  is  in  use. 


Fire  Damages  Artemis  Plating  Works. 

The  offices  and  salesroom  of  the  Arte- 
mis Plating  Works,  at  73  West  Jackson 
street,  Chicago,  were  damaged  by  fire  last 
week  at  an  estimated  loss  of  from  $75,000 
to  $80,000  on  stock  and  fixtures.  Insur- 
ance adjusters  are  now  taking  an  inven- 
tory, and  it  will  be  a  week  or  ten  days  be- 
fore affairs  can  be  straightened  out  and 
shipments  made.  The  factory  is  on  West 
Fourteenth  street. 


Restraining  Order  Against  Vehicle  Tax. 

A  temporary  restraining  order  against 
the  enforcement  of  the  new  ordinance 
passed  in  Terre  Haute,  Ind.,  requiring  the 
payment  of  a  license  by  all  users  of  ve- 
hicles and  bicycles  in  the  city  streets,  has 
been  issued  by  Jtidge  Piety  upon  the  pe- 
tition of  a  large  number  of  cyclists  and 
prominent  citizens  who  own  carriages. 


Most  of  the  goods  exported  to  the  South 
African  Republic  pass  through  Port  Eliz- 
abeth, which  is  839  miles  from  Cape 
Town  by  rail,  has  a  population  of  over 
25,000,  and  is  the  second  city  of  Cape 
Colony  in  importance. 


The  Cycle  Age  and  Trade  Review 


501 


SHOW  FOR  NEW  YORK  DEALERS 


SUBSTITUTE  FOR  "OPENING  DAY" 


Houses  Not  Represented  At  January  Ex= 

hibition  Are  Evincing  Interest  in 

the  Affair. 


Somehow  or  other  it  has  come  to  be 
recognized  as  the  correct  caper  for  outsid- 
ers to  charge  a  smart  price  for  serving  the 
interests  of  the  retail  cycle  trade  in  such 
matters  as  local  shows.  To  this  general 
custom  there  is  but  one  noteworthy  ex- 
ception, to  wit,  the  Denver  function, 
which  is  being  housed  and  staged  free 
of  cost  to  exhibitors  by  a  man  of  experi- 
ence whose  affectation  of  interest  in  the 
affairs  of  his  exhibitors  is  real  and  not 
spurious.  The  cry  of  "free  space"  has 
been  heard  so  often  of  late  that  it  would 
not  be  surprising  if  this  much  coveted 
gift  were  really  to  be  the  trade's  portion 
on  the  occasion  of  all  future  shows,  ex- 
cept in  such  cases  as  when  the  dealers  or 
makers  finance  and  conduct  the  exhibi- 
tions. 

A  $16,000  Guarantee. 

Though  the  promoters  of  the  New  York 
dealers'  show,  which  is  to  take  place  ac 
the  Grand  Central  Palace  from  March  23 
to  April  1,  declare  that  they  are  meet- 
ing with  hearty  encouragement,  yet  like 
the  promoter  of  the  January  exhibition 
they  will  take  no  chances  on  the  gate. 

Nothing  but  the  test  of  public  attend- 
ance, however,  will  decide  whether  the 
promoters  of  this  second  cycle  exhibi- 
tion are  ahead  of  time  with  their  pro- 
ject or  have  been  blanketed  by  the  prince 
of  showmen,  as  Col.  Pope  admirably  calls 
the  urbane  Sanger.  But  be  this  as  it 
may,  they  are  shrewd  enough  at  finding 
a  philosophy  to  match  their  enterprise, 
and  here  it  is: 

Argument  for  the  Show. 

"The  show  is  designed  to  take  the 
place  of  the  'spring  opening'  scheme 
which  was  tried  last  year  by  the  New 
York  dealers,  offering  an  opportunity 
for  agents  to  display  their  lines  at  a 
time  when  the  roads  are  beginning  to 
become  suited  for  continuous  riding  and 
wheelmen  may  be  presumed  to  be  ready 
to  place  orders  and  deposit  money  for 
immediate  deliveries.  'Spring  openings' 
attract  buyers,  but,  widespread  as  are  the 
establishments  of  the  New  York  deal- 
ers, it  is  not  possible  for  any  of  them  to 
secure  the  visits  of  more  than  a  compara- 
tively small  portion  of  the  entire  number 
of  buyers,  few  of  whom  are  able  to  find 
time  to  go  the  rounds  of  all  the  stores 
in  which  the  goods  they  wish  to  examine 
are  on  sale. 

Certain  Makers  Evince  Interest. 

"Space  diagrams  and  other  printed 
matter  concerning  this  exhibition 
have  been  distributed  among  all 
the  dealers  in  bicycles  and  sundries  in 
New  York  and  among  local  branch 
houses,  and  have  also  been  sent  to  manu- 
facturers, as  it  is  presumed  that  many  of 
the  latter  will  wish  to  take  up  with  their 
agents  and  branches  nearest  New  York 
the  matter  of  having  their  product  rep- 
resented. ConCsiderable  interest  is  being 
evinced  by  manufacturers  who  were  not 
represented  at  the  recent  shows,  and 
who,  according  to  their  statements,  re- 
gard the  local  show  as  an  institution  to 
be  cultivated." 


Tourists'  Customs  Privilege  Abused. 

The  reciprocal  customs  arrangement 
consummated  last  year  between  the 
United  States  and  Canada,  whereby  mem- 
bers of  the  L.  A.  W.  and  C.  W.  A.  can 


take  their  bicycles  across  the  border  free 
of  duty  by  presentation  of  their  member- 
ship tickets  to  the  customs  officers  and  a 
statement  that  they  will  return  with  the 
machine  within  a  certain  limited  period, 
is  in  danger  of  being  abrogated  because 
of  the  failure  of  about  fifty  riders  from 
this  country  to  return  within  the  speci- 
fied time.  L.  A.  W.  officials  are  making 
strong  efforts  to  keep  the  agreement  in 
force  and  the  League  may  even  go  to 
the  extent  of  paying  the  duty  on  the  fifty 
machines,  which  will  be  small,  rather 
than  have  the  privilege  revoked.  A  more 
careful  watch  is  to  be  kept  hereafter  on 
those  who  take  bicycles  across  the  border 
as  tourists,  their  names  and  League  num- 
bers being  recorded  so  that  they  cannot 
take  a  second  machine  into  Canada  until 
the  first  is  brought  back. 


ELEVATED  CYCLE  PATH 


Work  on  Nine=MiIe  Wood  Structure  from  Pasadena 
to  Los  Angeles  to  Begin  At  Once. 


A  company  has  been  organized  in 
California  for  the  purpose  of  construct- 
ing an  elevated  roadway  from  Pasadena 
to  Los  Angeles  exclusively  for  the  use  of 
cycles  and  motor  carriages.  It  will  ex- 
tend for  a  distance  of  nine  miles  through 
a  charming  country,  by  oak-dotted  hills, 
through  orange  and  lemon  groves, 
through  narrow  valleys  and  broad  streets 
in  the  most  direct  route  possible,  at  an 
easy  grade  of  one  per  cent.  The  way  is 
to  be  elevated  sixteen  feet  above  the  lev- 
el of  the  streets,  though  it  is  sometimes 
fifty  feet  above  the  valleys. 

The  right  of  way,  with  the  exception 
of  two  miles,  has  been  purchased,  and 
arrangements  are  being  made  for  a  ter- 
minal depot  at  Pasadena.  The  Los  An- 
geles terminus  will  be  on  the  plaza.  Mid- 
way between  the  two  cities,  on  a  hill, 
200  feet  above  the  river  bed,  will  be 
erected  a  casino  and  cyclists'  club  house, 
where  open  air  concerts  will  be  given 
and  a  cafe  established. 

In  the  center  of  the  cycle  path  will 
be  a  three-inch  rail  to  prevent  collisions 
of  cyclists  going  in  opposite  directions. 
Entrance  and  exit  will  be  controlled  by 
toll  gates,  and  the  sum  of  ten  cents  will 
be  charged  for  the  use  of  the  path  for 
the  round  trip.  Work  is  to  be  begun  im- 
mediately on  the  first  six  miles. 

The  projected  cycleway  will  be  ten  feet 
wide  and  allow  plenty  of  floor  room  for 
four  riders  abreast;  the  side  rails — of 
base  board  and  wire  netting — -will  be  five 
feet  high,  affording  ample  protection 
against  accidents,  yet  allowing  full  view 
of  the  country;  the  floor  itself  will  be  of 
Oregon  pine,  an  inch  and  a  half  thick; 
and  great  care  will  be  taken  to  place  the 
structure  upon  strong  and  well  braced 
supports.  The  posts  will  all  be  charred 
at  the  base  and  filled  in  with  cement, 
to  protect  them  from  decay  and  the  en- 
tire structure  will  be  painted  dark  green. 
When  it  is  brilliantly  lighted  from  end 
to  end  by  incandescent  lamps  placed  two 
hundred  feet  apart  over  the  center  of  the 
wheeling  space,  a  trip  over  it  at  night 
will  be  a  treat  new  to  cyclists. 


In  India  the  natives  are  often  seen 
riding  bicycles  fitted  with  rat-trap  ped- 
als, which  they  push  with  their  unpro- 
tected feet.  From  lifelong  exposure  and 
use  on  all  kinds  of  ground  the  soles  of 
their  bare  feet  become  toughened  and 
insensible  to  ordinary  pricks  and 
scratches. 


Tires  of  German  military  bicycles  are 
reported  to  be  made  with  an  ordinary 
outer  cover  enclosing  another  tire,  the 
lower  half  of  which  is  of  soft,  spongy 
rubber,  while  the  half  nearer  the  rim  is 
composed  of  solid  segments  of  cork 
which  are  severed  transversely  at  places. 


NEW   CYCLE    REPAIR  CHARGES 

ADOPTED  BY  COLUMBUS  AGENTS 


First  Attempt  to  Establish  iUniform  Pri= 

ces  for  Repairs— Dealers  Take 

Kindly  to  It. 

Columbus,  O.,  Feb.  20.-^The  appended 
list  of  prices  on  bicycle  repairs  has  just 
been  adopted  by  the  dealers'  associa- 
tion of  this  city.  It  is,  of  course,  a  little 
too  early  to  predict  what  results  will 
follow  the  establishment  of  this  list,  par- 
ticularly as  no  efforts  of  a  similar  char- 
acter have  been  attempted  or  tested  here 
before.  The  dealers,  however,  have  been 
so  unanimous  in  their  action  upon  all 
subjects  looking  to  the  betterment  of  all 
retail  trade  conditions  that  it  is  confi- 
dently expected  the  schedule  of  prices 
will  be  closely  adhered  to.  Every  effort 
will  be  bent  to  persuade  the  repairmen 
that  it  is  also  to  their  advantage  to  main- 
tain the  prices  herewith  quoted: 
Frames  cut  down  and  re-enameled 
plain  colors,  wheel  broug-ht  knocked 

down  j5  QQ 

Re-enameled,     plain    colors,     knocked 

down  2  50 

Re-enameled,  plain  colors'and "striped  3.50 
Ke-enameled,  fancy  colors  and  striped  5.00 
Taking   wheel    apart   and   putting-   to- 
gether,  extra i  oo 

General    overhauling,    bearings   only!!  l!oo 
General     overhauling,     bearings     and 

cleaning  nickel   150 

Truing  and  aligning  frame $1.50  to  2!oo 

rruing  and  aligning  forks 50  to  1.00 

Spokes,   one   25 

Spokes,   two   !!  35 

Each  additional  put  in !!!!!!!!!!!!     10 

New  rims  put  on,  plain !  200 

Pair  rims  put  on,  plain 3.50 

G.  &  J.  rims  put  on,  each 2.50 

Truing    wheel    in    frame    (fair    condi- 

^tion)..^ 25  up 

Truing  wheel  in  frame  (bad  condition)    .50  up 

Punctures  double  tube,  laced  tires 50 

Single  tubes,  one  plug 25 

Single  tubes,  two  plugs 50 

Jiffy  or  Vimoid,  each  hole 25 

CUncher  tires   35 

M.  &  W.  valve  and  stem !!!!!    !50 

Cement  , on  tire  25 

Vulcanizing,     casing      and     repairing 

tube,  small  hole  75 

Vulcanizing,      casing     and     repairing 

tube,   large  hole 100 

Vulcanizing    end    of    inner    tube,    re- 
moved and   replaced    50 

Vulcanizing  valve  stem,  single  tube...    !75 

Straighten  crank  25 

Straighten  handle   bar    25  up 

Truing  sprocket  25  up 

Cleaning   bearings    1 00 

Vulcanizing  single  tube,  small  hole...    .50 

Vulcanizing  single  tube,  large  hole 75 

General    overhauling   1.50 

Cleaning  spokes  and  varnish  and  en- 
amel rims,  per  pair i.oo  up 

Chain  guard  complete  and  lacing 1.00 

Dress  guard,  complete  1.00 

Lacing  mud  guard .50 

Lacing  chain  guard 25 

Put  on  rear  stays  50 

Pedal  rubber  put  on 40 

Repair   chain    !25 


Acetylene  Gas  for  Lighting  Stores. 

What  is  the  cheapest  way  to  illuminate 
a  store? 

This  question  was  discussed  in  a  meet- 
ing of  dealers  one  day  last  week,  when  it 
was  stated  that  new  methods  of  illumi- 
nating were  coaming  up  which  might  be 
used  to  advantage.  One  man  said  he  had 
some  experience  with  acetylene  gas,  find- 
ing it  satisfactory.  He  had  trouble  at 
first,  but  learned  how  to  operate  it  and 
now  liked  it  very  much.  Electric  lig'ht 
in  his  store  had  cost  him  $3.95  per  month 
for  six  lig'hts.  He  now  has  twelve  acety- 
lene gas  lights,  which  cost  him  $4  per 
month  or  about  the  same,  but  he  gets  at 
least  one-third  more  light  and  has  it  for 
use,  at  all  times  of  the  day,  whereas  elec- 
tric light  was  not  furnished  in  the  morn- 
ing when  probably  it  would  be  necessary 
to  have  light  if  the  day  was  very  cloudy, 
or  on  winter  mornings  when  days  are 
sihort. 


Thirty-inch  wheels  are  becoming  popu- 
lar in  France. 


502 


The  Cycle  Age  and  Trade  Review 


^ESCENT  Bicycles 


Bigh  Grade  and 
Low  Price  tell  the 
Story  for  1899. 


at  the  Crest  of  Favor. 


In  ^95  we  talked  a  gcx)d  deal  about  the  Crescent  Bicycle. 
Sold  57,000  that  year. 


Our  illustrated  catalogue 
No.  2,  free. 


In  *96  the  Crescent  spoke  for  itself  on  thousands  of  American  roads. 
Sold  70,000  that  year. 

In  '97  every  Crescent  rider  was  talking  about  the  wheel  to  everybody 
else. 

Sold  83,000  that  year. 

In  '98  we  told  what  the  Crescent  was^  what  the  Crescent  did,  and 
what  Crescent  riders  said. 
Sold  over  100,000  that  year. 

WESTERN  WHEEL  WORKS, 


CHICAGO. 


NEW  YORK. 


r 


NEW    TESTIMONIALS     EACH    WEEK. 


w 


MILWAUKEE  TIRESj 


PUNCTURE  PROOF 


Pneumatic 


Resilient 


Single  Tube 


COPYRIGHT  1898,  BY  MILWAUKEE  PATENT  PUNCTURE  PROOF  TIRE  00. 

PRESENTING  TESTIMONIALS. 


Easy  Riding 


Huntington,  W.  Va.,  Dec.  1, 1898. 

MiLWATJKBE  Patent  Puncttjee-Peoof  Tiee  Co.,  Milwaukee,  Wis. 

Gentlemen: — It  affords  me  much  pleasure  to  give  you  a  testimonial  of 
your  Milwaukee  Patent  Puncture-Proof  Tires.  I  have  been  using  your 
puncture-proof  tire  for  some  time  and  consider  it  THE  BEST  TIRE  I  ever 
saw,  notwithstanding  the  fact  I  have  ridden  some  of  the  best  tires  on  the 
market  including  the  Palmer.       Respectfully,       (Signed)  W.  F.  Bowen. 


THE  ERNST  WAGNER  COMPANY, 
Wholesale  and  Retail  Hardware  and  Bicycles. 

Manitowoc,  Wis.,  Nov.  22, 1898. 
Milwaukee  Patent  Punctuee-Peoop  Tiee  Co.,  Milwaukee,  Wis. 

Gentlemen:— I  have  used  one  of  your  tires  on  my  own  wheel,  and  I  do 
honestly  believe  it  to  be  the  BEST  TIRE  made  to-day. 

(Signed)       E.  Wagnee. 


Representatives  Wanted. 


Write  for  Prices  and  Other  Information. 


I  MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO..  MILWAUKEE.  WIS,,  U.  S.  A.   i 


The  Cycle  Age  and  Trade  Review 


Entered  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  Offices,  American  Tract  Building,  New  York  City. 


Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries  $6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 


The  disbandment  of  the  National  Board  of 
LOCAL  Trade  of  Cycle  Manufacturers  has  apparently 

CYCLE  created  a  very  widespread  impression  to  the 

ckTTDf  ir^ixv         effect  that  hereafter  all  organized  work  with- 
rVDHL.Hl  .       .,  ,      ,      J  ^  I,  -J,        ^   X. 

in  the  cycle  trade  must  be  considered  hope- 
less. It  was  the  signal  for  a  go-as-you-please  policy  diametri- 
cally opposed  to  the  previous  policy  of  central  regulation  and 
may  have  affected  the  enterprise  and  vitality  of  several  local 
cycle  boards  of  trade. 

In  reality  the  National  board  fell  because  it  failed  to  regu- 
late or  regulated  too  harshly,  and  not  because  it  regulated 
too  much.  It  died  through  internal  disagreement,  because  the 
interests  of  its  members  and  those  of  the  trade  at  large  clashed. 
In  the  beginning  of  its  existence  it  organized  about  forty  local 
boards  ol  trade  and  these  are  continuing  after  the  parent  body's 
disruption.  For  the  cycle  dealers  who  compose  these  local 
organizations  to  lag  in  their  work  would  undoubtedly  be  a 
mistake.  TLey  possess  the  vital  principle  which  the  national 
board  lacked,  namely  identity  of  interests  of  the  members. 
And  they  have  a  hundred  and  one  ways  of  accomplishing  good 
results  in  all  towns  not  exceeding,  say,  150,000  inhabitants. 

It  has  never  been  the  hidebound  local  organiza.tions  that 
wanted  to  regulate  everything  which  thrived;  but  much  good 
work  has  been  done  by  local  boards  whose  members  came 
together  at  short  intervals  and  after  talking  things  over  agreed 
upon  certain  informal  rules  for  conducting  their  business. 

In  the  past  year  such  boards  have  found  it  possible,  for 
example,  to  suppress  all  donations  of  cycle  sundries  with  the 
salt-  of  bicycles,  and  by  this  alone  have  saved  their  members 
several  hundred  dollars  apiece.  They  have  also  found  it  prac- 
ticable to  maintain  reasonable  prices  for  repairs  by  keeping 
the  same  within  the  limits  of  two  schedules,  one  giving  the 
maximum  price  that  the  public  should  be  expected  to  pay  and 
another  the  minimum  price  for  the  dealer  or  repairman  to 
accept. 

Besides  other  forms  of  work,  which  may  be  best  prosecuted 
by  local  cycle  boards  in  conjunction  with  other  branches  of  trade 
in  a  community,  the  regulation  of  local  publicity  for  cycle  mat- 
ters presents  an  attractie  field  for  energetic  cycle  dealers. 
Many  newspapers  in  the  minor  towns  have  been  in  the  habit 
of  casting  slurs  upon  the  cycle  trade  and  echoing  every  rumor 
of  low  prices,  etc.,  without  giving  heed  to  the  harmful  effect 
to  local  trade  of  so  doing  and  without  investigating  at  all  if 
the  rumors  were  well  founded.  Their  desire  for  printing  mat- 
ters pertaining  to  cycling  should  be  turned  in  another  direction; 
and  it  is  easily  within  the  power  of  local  cycle  boards  to  do  so 
by  furnishing  reading  matter  which  will  stimulate  the  public 
interest  in  cycling  instead  of  holding  it  back.  It  may  be  ob- 
tained from  cycle  trade  papers  in  this  country  and  England  and 
from  journals  devoted  to  outdoor  sports.  Manufacturers  may 
also  be  laid  under  constribution  to  supply  it. 

In  local  advertising  the  boards  may  assist  their  members 
by  contracting  in  block  for  the  season's  work,  obtaining  not 
only  lower  rates  but  impressing  the  publishers  with  the  neces- 
sity of  catering  to  the  trade  by  good  composition  and  pi'ess 
work  and  open-handed  hospitality  for  cycling  news  of  reliable 
character  and  general  interest. 

Since  it  is  being  gradually  acknowledged  that  the  hard- 
ware man  or  the  jeweler  or  the  farm  implement  dealer  who 
also  sells  bicycles,  will  make  his  advertising  much  more 
effective  if  he  does  not  mix  his  goods  in  his  announcements 
but  advertises  bicycles  sperarately  from  other  lines,  it  should 


be  comparatively  easy  to  induce  members  of  local  boards  to 
appropriate  a  certain  sum  for  cycle  advertising  at  the  beginning 
of  the  season  and  invariably  hand  their  advertisements  to  the 
publishers  through  the  secretary  of  the  board. 

The  saving  would  be  instantaneous;  the  ultimate  effects  lo 
encourage  cycling  in  the  many  social  forms  of  the  pastime 
which  have  not  yet  been  much  cultivated,  would  be  incalculable 
if  the  practice  of  supplying  good  reading  matter  became  general. 

,  All  the  bicycle  dealers  and  other  merchants 

EXPRESS  ^^^   during  the  last  few   months  have   ex- 

COMPANIES  pressed  their  opinions  in  regard  to  express 
YIFT  TiTNP  rates  and  the  means  for  regulating  them  in 

communications  to  this  paper  may  feel  that 
they  have  contributed  their  share  toward  bringing  about  a  i  e- 
form  which  the  defunct  National  board  of  the  cycle  trade  proved 
powerless  to  cope  with.  The  Merchants"  Association  of  New 
York  which  led  the  crusade  against  unjust  express  charges  has 
ordered  a  truce  pending  negotiations  with  the  express  com- 
panies looking  toward  an  amicable  agreement. 

This  is  probably  the  first  time  in  the  last  three  decades  that 
the  express  companies  have  found  it  politic  to  keep  their  ear 
to  the  ground  and  listen  to  an  argument  in  favor  of  reducing 
their  income,  and  while  the  communications  to  this  paper  alone 
would  have  been  without  efEect  to  bring  about  this  first  step 
toward  a  betterment  of  conditions,  they  have  proved  valuable 
material  of  war  in  conjunction  with  the  ammunition  furnished 
by  other  trades  and  by  the  New  York  association. 

"In  case  agreement  by  negotiation  cannot  be  reached,"  says 
the  latter,  "we  shall  resume  with  vigor  our  efiiorts  to  have 
express  charges  regulated  by  law."  From  this  statement  it 
may  be  surmised  that  the  Merchants'  Association  will  try  to 
give  the  negotiations  now  pending  a  national  scope  so  that  the 
entire  cycle  trade  will  share  the  benefits  of  whatever  amicable 
agreement  the  association  sees  fit  to  enter  into.  Doubt  might 
be  entertained  on  this  point,  because  it  is  the  avowed  object  of 
the  combined  merchants  of  New  York  "To  foster  the  trade 
and  welfare  of  New  York"  and  not  of  any  other  part  of  the 
country  unless  incidentally. 

In  this  instance  the  grievance  is  national,  however,  and  a 
local  remedy  would  not  prove  effectual  or  lasting  or  lawful. 

Whatever  inducements  the  express  companies  may  hold  out 
to  the  association  in  regard  to  express  rates  from  and  to  New 
York,  the  association  will  not  fail  to  see  that  it  would  cripple 
itself  for  all  future  work  of  any  magnitude  by  taking  a  local 
view  of  a  matter  in  v/hich  it  has  received  aid  from  all  over  the 
country. 

To  the  cycle  trade  the  satisfactory  progress  which  has  so 
far  been  made  points  unmistakably  to  a  new  conception  of 
the  proper  means  for  redressing  troubles  in  the  trade.  In  the 
l:ast  it  has  been  attempted  to  do  so  through  organizations 
within  the  cycle  trade  only  and  the  results  have  not  been 
flfittering  when  dealing  with  large  issues.  Now  the  cue  has 
been  given  for  a  more  comprehensive  method  by  which  the  co- 
operation of  other  trades  should  be  enlisted,  whenever  their 
interests  are  identical  with  those  of  the  cycle  trade. 

For  local  efforts  as  well  as  for  those  of  national  scope  this 
means  the  Jiearty  participation  of  cycle  manufacturers,  cycle 
jobbers  and  retailers  in  public  movements  which  have  a  bearing 
upon  their  own  prosperity. 


More  than,  one  concern  now  exclusively  engaged  in  cycle 
manufacture  is  restlessly  scanning  the  horizon  for  a  sign  which 
may  be  interpreted  as  a  happy  augury  for  the  future.  Three 
years  of  savage  competition  attended  by  countless  follies  and 
hardships  has  resulted  in  such  a  thinning  of  hopes  that  even 
the  bravest  recoil  from  considering  the  further  stages  of  a 
strife  which  must  leave  the  field  eventually  in  possession  of 
those  who  are  best  fitted  to  survive. 


Exclusive  bicycle  makers  want  side  lines  as  badly  as  ex- 
clusive dealers,  but  do  not  desire  to  pick  up  with  manufacture 
which  will  be  as  burdensome  as  that  which  they  now  carry  on. 


504 


The  Cycle  Age  and  Trade  Review 


BRAZING  BY  IMIVIERSION 


Frame  Brazing  Cost  Largely  Reduced  By  Anti-Flux- 
periments  in  the  Hoffman  Factory 


Ex= 


The  use  of  anti-flux  for  preventing  the 
aocumulaitiom  of  brass  on  the  outside  of 
frame  connections  during  the  brazing 
process  promises  to  be  one  of  the  most 
important  operations  tending  toward  the 
general  adoption  and  econominal  prac- 
tice oif  immersion  brazing.  Nearly  every 
shopman  who  is  thoroughly  familiar  with 
the  dipping  process  concedes  that  the  op- 
erator of  the  immersion  furnace'  can  braze 
more  frames  in  a  day,  braze  them  more 
uniformly  secure  and  with  the  consump- 
tion of  less  fuel  than  can  the  operator 
of  the  flame  brazing  table.  The  riddance 
of  superfluous  spelter  is  a  prolblem  which 
deserves  much  attention  from  experi- 
menters because  it  is  at  present  the  point 
in  immersion  brazing  which  entails  the 
most  expense. 

Filing  is  Expensive. 

Though  there  are  several  improved 
methods  for  economically  removing  brass 
none  has  shown  sufiicient  practicability 
to  warrant  the  dropping  of  the  long 
standing  plan  of  filing.  Pickling  baths 
and  emery  belts  have  been  only  part.ial 
successes  and  each  is  open  to  severe  ob- 
jections. The  bulk  of  the  factories  still 
file,  and  though  the  filing  of  a  frame 
brazed  by  dipping  is  but  little  if  any  more 
difficult  than  the  filing  of  a  flame  brazed 
frame  the  general  desire  for  economy  in 
this  branch  of  cycle  building  which  the 
dip  process  has  stimulated  makes  the 
money  spent  in  filing  frames  seem  like  a 
sheer  waste. 

The  very  fact  that  the  brass  that  is 
filed  off  a  frame  joint  is  in  no  way  neces- 
sary, and  the  further  fact  that  the  ex- 
pense gone  to  in  order  to  remove  it  is 
caused  by  the  shortcoming  of  brazing 
methods,  make  it  obvious  that  the  best 
leduotion  of  frame  finishing  costs  is  not 
through  improved  methods  of  spelter  re- 
moval, but  through  practical  prevention 


THIS  PIECE  WAS  ANTI-FLUXED. 

of  superfluous  spelter.  For  this  reason, 
then,  anti-flux  becomes  an  Important 
item  in  immersion  brazing.  Though  anti- 
flux  was  proposed  almost  as  early  as  was 
the  dipping  process  it  has  never  been 
widely  adopted  because  brazers  have  been 


unable  to  obtain  satisfactory  results  from 
the  preparations  that  have  been  known. 
The  popular  recognition  of  the  fact  that 
immense  savings  could  be  made  by  the 
use  of  a  successful  anti-flux  has  led  to 
individual  experimenting  in  various  fac- 
tories, and  several  si^perintendents  and 
brazing  foremen  are  now  almost  satis- 
fled  that  they  have  compositions  which 
will  meet  the  requirements. 

Anti=Flux  Reduces  Expense  Two-Thirds. 

Where  a  brazing  furnace  is  installed 
and  operated  successfully,  the  cost  of 
brazing  per  frame  should  not  amount  to 
more  than  4  cents  and  the  spelter  used 
should  not  exceed  5  cents'  worth,  making 
a  total  brazing  cost  of  9  cents  per  frame. 
Systematic  practice  can  douibtless  lower 
these  figures  to  6  or  7  cents.  Now  if  the 
frames  be  subjected  to  a  sand  blast  be- 
fore sending  to  the  filers  an  additional 
expense  of  4  cents  each  is  added,  and 
as  an  average  on  regular  frames  the  fil- 
ing will  cost  35  cents  per  frame.  This 
means  that  while  doing  4  cents'  worth 
of  work  and  using  a  few  cents'  worth  of 
spelter,  the  brazer  has  made  necessary, 
because  of  the  accumulation  of  brass  on 
the  outside  of  the  joints,  work  amounting 
to  39  cents  or  a  little  over  four  times  as 
much  as  the  entire  original  expense  of 
brazing. 

■Supposing  that  a  perfect  anti-flux  were 
used  in  connection  with  the  immersion 
brazing,  the  cost  of  spelter  consumed 
would  be  reduced  one-half  or  more,  say  to 
2  cents  per  frame.  Letting  the  actual 
cost  of  brazing  reimain  at  4  cents,  the 
total  cost  of  brazing  would  be  reduced  at 
the  start  to  6  cents  per  frame,  and  there 
being  but  little  brass  on  the  outside  of 
the  joints  the  bulk  of  the  usual  filing 
work  would  be  unnecessary.  Adding  4 
cents  for  sand  blasting  and  5  cents  for 
what  filing  and  emery  cloth  polishing 
would  be  needed  the  frames  could  be 
turned  over  to  the  enameling  room  for 
about  15  cents  each.  This  flgure  in  com- 
parison with  the  average  cost  of  brazing 
by  the  flame  process  and  removing  the 
accumulated  spelter  by  filing,  which  alto- 
gether brings  the  expense  up  to  about  53 
cents,  Shows  very  clearly  the  advantages 
that  are  to  be  gained  through  the  im- 
mersion process  when  once  the  right  com- 
position is  found  to  use  as  an  anti-fiux. 

A  Successful  Anti=Flux. 

In  the  factory  of  the  Hoffman  Bicycle 
Co.,  of  Cleveland,  where  the  dipping 
method  is  regularly  employed,  an  anti- 
flux  is  in  use  which  yields  the  results 
shown  in  accompanying  illustrations.  The 
brass  left  on  the  outside  of  the  steering 
head  shown  is  practically  limited  to  the 
portions  in  the  immediate  vicinity  of  the 
joint  where  it  was  necessary  to  leave  the 
metal  uncovered  by  anti-flux  in  order  to 
insure  perfect  flow  of  metal  into  the. 
joint.  The  cost  of  removing  what  spelter 
there  is  on  the  outside  of  the  joint  should 
not,  after  sand  blasting,  amount  to  more 
than  15  cents  per  frame,  giving  a  prob- 
able total  cost  of  brazing  and  flnishing 
the  frames  ready  for  the  enameling  room 
of  about  24  or  25  cents. 

The  left  of  the  two  straight  tubes  in 
the  second  illustration  was  painted  with 
the  Hoffman  anti-flux  and  dipped  in  the 
brazing  crucible  as  though  it  were  a 
joint  to  be  brazed.  The  only  brass  ad- 
hering to  the  outside  of  the  tube  was  a 
light  ring  around  the  tube  at  the  point 


which  marked  the  depth  to  which  it  was 
dipped  and  a  few  very  small  lumps  scat- 
tered around  the  end  of  the  piece.  The 
other  tube  had  before  dipping  been  paint- 
ed with  an  anti-flux  which  is  on  the 
market  for  general  use.  Either  from  the 
action  of  flux  in  the  crucible,  or  on  ac- 
count of  the  heat,  or  because  of  both,  the 
anti-flux  only  partially  succeeded  in  keep- 
ing the  brass  from  the  tube,  there  being 
several  large  spots  thinly  coated  with  the 
spelter.  After  the  dipping  the  anti-flux 
coating  appeared  in  a  striated  condition 
and  was  as  hard  as  a  borax  scale,  thus 
making  necessary  either  extra  work  for 
the  filer,  sand  blasting  or  pickling. 

Preparation  of  Anti=Flux. 

Graphite  has  been  the  fbase  of  all  anti- 
flux  preparations  made  thus  far  on  ac- 
count of  its  heat  resisting  properties.    It 


W&a/LAoc^ 


GOOD  AND  BAD  RESULTS. 

is  not  known  if  late  experimenters  with 
anti-flux  are  using  graphite,  though  from 
the  appearance  of  the  coating  left  on 
samples  of  work  it  is  probable  that  the 
compositions  contain  some  graphite.  One 
of  the  earliest  forms  of  anti-flux  consist- 
ed of  equal  parts  of  rust  or  ferric-oxide, 
graphite  and  wihiting  or  calcium  carbo- 
niate,  mixed  with  enough  turpentine  to 
give  the  composition  a  pasty  consistency. 
Then  in  order  to  supply  the  necessary 
body  for  painting  purposes  varnish  was 
added.  Similar  mixtures  have  been 
thinned  with  water,  linseed  oil  and  even 
stale  beer,  the  exact  nature  of  the  mixing 
liquid  seeming  not  to  matter  except  as  it 
furnished  a  good  paint.  Wheither  the  oil 
used  should  be  of  a  mineral  rather  than 
of  a  vegetable  nature  is  not  known.  In 
fact  so  open  are  the  various  questions 
concerning  the  mixing  of  such  prepara- 
tions, the  exact  utility  each  of  the 
various  substances  incorporated  in  them, 
that  there  is  plenty  of  room  for  the  in- 
telligent experimenter. 

Mineral  Paint  Can  Be  Used. 

Thick  bodied  creosote  paint,  or  any 
form  of  mineral  paint  such  as  is  used  by 
irailway  companies  for  painting  property 
subject  to  exposure,  gives  fair  results  as 
a  preventive  of  superfluous  spelter.  Such 
material  has  been  used  in  a  few  instances 


The  Cycle  Age  and  Trade  Review 


505 


by  flame  brazers  who  brushed  it  over 
the  joints,  covering  all  of  the  outside 
surface  except  that  portion  immediately 
around  the  joint  into  which  the  brass 
had  to  be  flowed.  If  it  should  prove  a 
satisfactory  anti-flux  for  immersion  braz- 
ing its  advantage  of  being  quite  cheap 
and  readily  obtainable  would  count  much 
in  its  favor. 

One  of  the  latest  attempts  at  the  pro- 
duction of  a  new  anti-flux  compound  is 
that  of  a  Chicago  manufacturer  who 
states  that  he  has  a  very  successful  prep- 
aration, but  that  it  demands  the  use  of  a 
specially  constructed  furnace.  All  of  the 
successful  immersion  furnaces  now  in  op- 
eration are  arranged  so  that  the  flame 
and  heat  rising  from  the  fire  box  are  de- 
flected to  pass  over  the  top  of  the  crucible 
and  keep  the  surface  spelter  at  the  prop- 
er temperature.  This  experimenter's  anti- 
flux  while  it  stands  the  heat  of  the  braz- 
ing furnace  will  not  stand  direct  contact 
with  the  flames,  and  so  to  use  it  success- 
fully a  furnace  must  be  constructed  in 
which  there  are  no  flames  covering  the 
crucible.  How  well  this  can  be  done  is  a 
matter  of  conjecture,  but  it  certainly 
opens  up  a  fleld  "for  careful  study  on  the 
part  of  furnace  builders.  If  a  furnace 
could  be  built  in  which  the  flames  were 
confined  and  not  allowed  to  pass  over  the 
top  of  the  spelter,  and  which  would  still 
heat  the  brass  at  the  top  as  well  as  at 
the  bottom  of  the  crucible,  it  would  have 
the  added  advantage  of  affording  much 
more  comfortable  operation  than  do  the 
furnaces  as  now  ordinarily  built. 


FAVORS  IMMERSION  BRAZING 


Hofman  Bicycle  Co.  Finds  tiie  Process  Satisfactory 
and  riore  Reliable  Than  Flame  Brazing. 


The  following  letter  received  from  the 
Hoffman  Bicycle  Co.  is  good  evidence  of 
the  fact  that  when  intelligently  operated 
the  dip  brazing  process  has  many  points 
of  superiority  over  the  old  flame  method. 
It  particularly  brings  out  the  fact  that 
not  until  the  immersion  process  was 
adopted  were  manufacturers  able  to  suc- 
cessfully braze  fish  mouth  reinforcements 
or  internal  lug  branches.  The  Hoffman 
Co.  strikes  a  true  note  in  its  remarks 
about  the  fitting  of  joints  and  the  im- 
possibility of  brazing  poorly  fitting  joints 
by  the  immersion  process. 

To  the  Editor: — Having  had  considerable 
experience  in  dip  brazing,  we  beg  to  say 
that  in  our  judgment  it  is  preferable  to  the 
old  style  of  brazing.  Up  to  the  present  sea- 
son -we  used  the  old  blow  pipe  process.  "We 
found  in  many  instances  that  it  was  diffi- 
cult to  braze  fast  fish  mouth  reinforcements 
with  this  process.  The  difficulty  was  to  get 
the  spelter  to  run  evenly  all  around  and  to 
make  sure  it  was  brazed,  as  we  were  unable 
to  see  on  the  inside  of  the  tube.  We  find 
with  the  new  process,  properly  handled,  it  is 
an  easy  matter  to  braze  fast  a  fish  mouth 
reinforcement,  or  any  sort  of  internal  joint. 

To  illustrate  the  fact  that  such  brazing 
can  be  handled  perfectly,  we  are  sending 
you  under  separate  cover  one  of  our  regular 
bicycle  heads,  onto  which  we  have  brazed  a 
short  section  of  tubing  snch  as  we  use  in 
the  construction  of  our  bicycles,  which  we 
have  sanved  open  to  prove  that  dip  brazing 
can  be  done  successfully.  We  ask  you  to 
criticise  this  joint  and  find  any  fault  you 
may  be  able  to  with  it. 

The  trouble  seems  to  be  that  a  great  many 
people  criticize  a  certain  line  of  work  before 
they  are  familiar  with  it.  In  the  first  place, 
to  'braze  with  this  process  successfully  it  is 
necessary  to  have  the  right  kind  of  appa- 
ratus, and  in  the  second  place  it  is  neces- 
sary to  know  when  the  work  is  right.  We 
have  no  difficulty  in  brazing  with  the  dip 
process.  We  have  overcome  all  obstacles  in 
this  line  and  have  a  nerfect  system,  wiiere- 
by  the  brazing  can  Tje  done  with  absolute 
certainty.  Regarding  burning  the  tubing. 
would  say  that  in  our  judgment  the  tubing 
Is  not  so  liable  to  be  burned  as  by  the  old 
process,  as  the  old  process  of  brazing  usual- 
ly heated  the  tubing  hotter  on  one  side  than 
the  other,  and  sometimes  it  was  necessary 
to  get  an  excessive  heat  in  order  to  get  the 
STjelter  to  flow  evenly  all  around,  and  then 
there  was  no  certainty  that  the  joint  was 
brazed.  With  the  new  process  the  spelter 
can  be  made  to  flow  evenly,  and  at  the  same 
time  the  tubing  heated  evenly  all  over  and 
it  is  not  necessary  to  get  the  tubing  so  hot 
it  will  burn  the  carbon  out. 


Regarding  the  joints  having  to  be  made 
perfect,  would  state  it  has  always  been  our 
policy  to  make  perfect  fitting  joints,  and  a 
joint  that  is  not  perfect  enough  to  braze 
with  the  dip  process  is  not  perfect  enough  to 
put  into  a  bicycle,  as  it  not  only  makes  poor 
and  defective  construction  but  it  endangers 
the  life  of  the  rider,  which  is  certainly  the 
most  important  feature  of  the  lot.  Owing 
to  the  sharp  competition  many  manufactur- 
ers, in  their  efforts  to  make  their  goods  at 
low  cost,  disregard  many  important  features 
that  should  be  attended  to. 

If  the  heads  of  all  manufacturing  con- 
cerns were  mechanics,  and  would  look  into 
the  construction  themselves  more  carefully, 
in  our  judgment  there  would  be  a  tendency 
to  make  a  better  class  of  goods,  'n^hich 
would  command  better  prices.  The  public 
is  willing  to  pay  for  a  good  article  provid- 
ing they  are  sure  of  getting  a  good  article, 
but  competition  has  heen  so  sharp  that  each 
one  is  trying  to  beat  the  other  in  price,  and 
the  result  is  that  bicycles  are  being  made 
today,  and  sold  at  ridiculous  prices,  which 
are  not  only  unsafe  but  which  are  a  dis- 
grace to  the  bicycle  business.  In  our  judg- 
ment the  time  is  near  at  hand  when  better 
construction  will  have  to  be  made,  and  we 
hope  this  time  will  arrive  very  soon. 

Hoffman  Bicycle  Co. 


Susan  Van  Doozen. 

I'll  write,  for  I'm  witty,  a  popular  ditty, 

To  bring  to  me  shekels  and  fame. 
And  the  only  right  way  one  can  write  one 
today 

Is  to  give  it  some  Irish  girl's  name; 
There's  "Rosy  O'Grady,"  that  sweet  "steady 
lady," 

And  dear  "Annie  Rooney,"  and  such. 
But  mine  shall  be  nearly  original,  really. 

For  "Susan  Van  Doozen"  is  Dutch. 

"Oh!     Susan    Van   Doozen,    the   girl    of    my 
ehoos'n', 

Tou  stick  in  my  bosom  like  glue. 
When    this    you're    perus'n'    remember    I'm 
mus'n' 

Sweet  Susan  Van  Doozen,  on  you; 
So  don't  be  abus'n'  my  offer,  and  bruis'n' 

A  heart  that  is  willing  to  woo. 
And  please  be  excus'n',  not  cold  and  refus'n', 

Oh!    Susan  Van  Doozen,  please  do!" 

Now,   through    it   I'll    scatter— a    quite   easy 
matter — 
The  lines  that  we  all  of  us  know. 
How    "the   neighhors   all  cry   as   she   passes 
them  by, 
'There's  Susan  the  pride  of  the  row!'  " 
And  something  like  "daisy"  and  "setting  me 
crazy" — 
These  lines  the  dear  putolic  would  miss- 
Then  chuck  a  "sweetheart"  in,   and   "never 
to  part"  in 
And  end  with  a  chorus  like  this: 

"Oh!     Susan    Van    Doozen,    before    I'd    be 
los'n' 
One  glance  from  your  eyes  of  sky  blue, 
I  vow  I'd  stop  us'n'  tobacco  and  booz'n'— 
■    That  word  is  not  nice,  it  is  true— 
I    wear    out   my   shoes    'n,'      I'm    los'n'    my 
roos'n' — 
My  reason,  I  should  say,  dear  Sue- 
So  please  change  your  views  'n,'  become  my 
own  Susan, 
Oh!    Susan  Van  Doozen,  please  do!" 

—Li.  A.  W.   Bulletin. 


SPEED  ON  HILLS 


Keeping  the  Effort  Constant— Overexertion  Avoid- 
ed  by  Proper  Regulation-  Effects  of  Wind. 


Experienced  riders  well  know  that  a 
constant  amount  of  exertion  in  riding  is 
less  fatiguing  than  intermittent  bursts  of 
speed  efforts  alternating  with  periods  of 
relaxation.  It  would  seem,  therefore,  that 
it  would  conduce  to  ease  in  cycling  if 
one  were  careful  to  exert  himself  just  as 
much  going  up  a  slight  slope  as  down 
one,  and,  of  course,  he  could  do  this  by 
properly  adjusting  his  speed,  according  to 
the  deductions  of  an  English  professor 
from  some  experiments  to  determine  the 
air  resistance  to  cyclists.  Thus,  suppos- 
ing one's  usual  rate  of  riding  to  be  about 
12  miles  per  hour,  then  if  he  comes  to  a 
hill  whose  flanks  slope  at  1  in  60  the 
proper  pace  to  ride  up  the  hill  would  be 
4  miles  an  hour,  and  20  miles  per  hour 
down  the  opposite  side;  this  would  pro- 
vide for  the  same  exertion  going  up  or 
down;  similarly,  if  the  slope  be  1  in  120, 
the  speed  up  is  8  miles  per  hour,  and  the 
speed  down  is  16  miles  per  hour. 

When  a  rider  is  going  very  fast,  as  in 
going  for  a  record  on  the  road,  he  should 
pay  far  less  regard  to  the  hills  and  ride 


more  as  if  they  never  existed;  in  fact, 
while  for  ordinary  riding  a  hill  of  1  in  80 
changes  a  speed  of,  say,  12  miles  an  hour 
(on  the  level)  to  6  miles  an  hour  up  the 
hill,  and  18  miles  an  hour  down  it,  yet 
for  a  racing  pace  of,  say,  20  miles  per 
hour  that  same  hill  will  only  change  the 
pace  (for  equal  exertion  uphill  and  down) 
from  20  miles  an  hour  (along  the  level) 
to  16  miles  an  hour  up  the  hill,  and  24 
miles  an  hour  down.  So  that  the  varia- 
tion in  speed  is  only  8  miles  per  hour,  or 
40  per  cent  in  the  last  case,  while  in  the 
first  case  the  variation  was  12  miles  per 
hour,  or  100  per  cent. 

As  an  example  of  the  effect  of  wind 
other  than  that  caused  by  one's  own  mo- 
tion, first  take  the  case  of  riding  on  a 
straight  road  at  12  miles  per  hour  with 
the  wind  dead  against  one.  If  the  velocity 
of  the  wind  (relative  to  the  road)  be  8 
miles  per  hour,  the  effect  on  the  cyclist 
is  as  though  he  were  climbing  a  hill  of 
1  in  60  all  the  time,  and  if  the  velocity  of 
the  wind  increases  to  twenty  miles  per 
hour  it  is  as  if  the  cyclist  were  climbing 
a  slope  of  1  in  20— a  good  stiff  hill. 

Now  take  the  far  preferable  case  of 
the  cyclist  having  the  wind  with  him.  If 
the  velocity  of  the  wind  be  8  miles  per 
hour  it  helps  him  as  though  the  road 
sloped  downhill  at  an  incline  of  1  in  120; 
should  the  wind  become  a  brisk  breeze 
of  20  miles  per  hour  the  apparent  down- 
hill slope  becomes  1  in  80,  and,  lastly,  if 
the  wind  become  a  small  gale  of  40  miles 
per  hour  the  cyclist  feels  as  if  the  slope 
were  1  in  20,  and  as  that  is  inconven- 
iently steep  it  would  necessitate  using  a 
brake. 


English  Exports  for  Three  Weeks. 

Exports  of  bicycles,  materials  and  sun- 
dries from  all  the  ports  of  England  for 
three  weeks  ending  Feb.  3  are  recorded 
as  follows: 

Perth,  Australia  $  3,785 

Rockhampton   968 

Adelaide    842 

Sydney   3,538 

Melbourne   26,087 

Freemantle  673 

Brisbane    290 

Newcastle    44 

Durban,   South  Africa  15,773 

Cape  Town  12,952 

Port  Elizabeth 7,105 

Flushing   14,606 

Invercargill,    New    Zealand 1,230 

Nelson  407 

Wellington    2,895 

Napier    203 

Auckland  945 

New  Plymouth   48' 

Christchurch   1,389 

Otago    1,781 

Kurrachee,    India   1,423 

Bombay   5,031 

Calcutta  2,265 

Madras    1,970 

Bangkok   774 

Colombo,    Ceylon   242 

Boulogne  1,592 

Amsterdam    87 

Bremen    73 

Ghent    862 

Brussels    48 

Ostend    527 

Bordeaux    1,031 

Hamburg   ' .  |  '97 

East    London    ..',  1 070 

Lyttleton    '. 1^699 

Penang,    Straits    Settlement 702 

Shanghai  1176 

Hong   Kong  145 

Yokohama  92 

Tientsin   '.'.'..'.  gg 

Barbados  gz 

Bermuda  ,,.,  73 

Buenos   Ayres    nfi 

Madeira 4g 

Malta 169 

Mauritius 310 

Mossel   Bay   174 

Gibraltar 271 

Berbice •  73 

Piraeus 402 

Townsville 261 

New    York 397 

Smyrna 92 

Sourabaya    73 

Hiago  .  ;;;::;:::;    ss 

Launceston    45 

Total  .$119,177 


A  street  sweeping  motor  is  now  to  be 
seen  in  Paris. 


506 


The  Cycle  Age  and  Trade  Review 


Current  Cycle  flanufacture 

In  the  following  table,  which  will  be  continued  in  subsequent  numbers  of  THE  CYCLE  AGE,  will  be  found  an  amplification  of  that  class  of  information  which  is  custom 
arily  given  in  catalogues  issued  by  makers  of  bicycles,  saddles,  bells,  lamps,  chains,  rims,  cyclometers,  etc,    It  will  serve  as  a  handy  reference  for  dealers. 


Firm  Name 


Model 


FtJLTON  MACHINE  WOBKS. 


GENEVA  CYCLE  CO. 


HAY  &  WILLITS  MFG.  CO., 


HOFFMAN  BICYCLE  CO. 


KEYSTONE  M.  &  M.  CO.. 


KIEK  MFG  CO 

LEAGUE  CYCLE  WOEKS 

LINDSAY  &C0 

LUTHY  &C0 


MASON  &  MASON. 


MILWAUKEE  ENGINEERING  CO.. 
MILWAUKEE  M'FG.  CO 


NATIONAL  AMERICAN  CYCLE  CO., 
NATIONAL  SEWING  J"^ACHINE  CO. 


READING  CYCLE  M'FG,  CO. 


FRANK  STUEGES. 


Men's    Thistle 
Women's    " 
Men's    Fulton 
Women's  " 
Thistle  Racer 

Model  1,  Men 
"      2,  Women 
"      3,  Men 
"      4,  Women 
"      5,  Men 
"      6,  Women 
"      7,  Men 
"      8,  Women 

Mod'l  9,  30-in  wh'ls 

Outing  Men,  25 
Outing  Women,  26 
Outing  Men,  28 
Outing  Women,  29 

Comb.  Tandem 
Diamond  Tandem 
Model  32,  Women 
"      31,  Men 
"      30,  Women 
"      29,  Men 
Road  Racer 
Track  Racer 

No.  5,  Men 
No.  6,  Women 
No.  11,  Men 
No.  12,  Women 
No.  15,  Men 
No.  17,  Men 
No.  18,  Women 
No.  19,  Men 
No.  20,  Women 

Model  L  and  G 
Model  L  and  G 

Racer 
30  inch  Wheels 

28  inch  Wheels 

30  inch  Wheels 

Pacific 


Roadster 

Road  Racer 

Special 

Lady  Luthy 

Track  Racer 

Comb.  Tandem 

Fairy  King 

Fairy  Queen 

Men's  Tandem 

Soudan 

Famous 

Model  A 
Model  B 

Pathfinder,  4  Mod 

Model  25 
Model  30 
Eldredge  Special 
Ladies'  Diamond 
Model  10 
Model  L 

Simplex 

Vindex 

Vindex  Lt.  Road 

Men,  8 

Women,  9 

Men,  2 

Women,  3 

Men,  6 

Women,  7 

Diamond  Tandem 

Comb.  Tandem 

O 

1 


List 

Weight 

Price 

(all  on) 

$50 

23  lbs. 

.50 

24  lbs. 

40 

23  lbs. 

40 

24  lbs. 

50 

21  lbs. 

25 

25  lbs. 

25 

26  lbs. 

30 

24  lbs. 

30 

25  lbs. 

50 

24  lbs. 

50 

25  lbs. 

40 

24  lbs. 

40 

25  lbs. 

50 

25  lbs. 

50 

25  lbs. 

50 

25  lbs. 

35 

25  lbs. 

35 

25  lbs. 

100 

45  lbs. 

100 

44  lbs. 

40 

25  lbs. 

40 

25  lbs. 

50 

25  lbs. 

50 

24  lbs. 

75 

23  lbs. 

75 

19  lbs. 

25 

26 

80 

31 

50 

40 

41 

35 

86 

.35 

25  lbs. 

50 

24  lbs. 

60 

20  lbs. 

60 

26V2  " 

40 

24  lbs. 

50 

27  lbs. 

75 

24  lbs. 

75 

24  lbs. 

75 

23V2" 

75 

22V2" 

85 

25  lbs. 

100 

20  lbs. 

150 

44  lbs. 

26  lbs. 

27  lbs. 

185 

41  lbs. 

40 

24  lbs. 

25 

25  lbs. 

25  lbs. 

25  lbs. 

50 

23V2lbs 

60 

50 

50 

50 

40 

35 

35 

40 

50 

50 

24  lbs. 

50 

241/2" 

40 

24  lbs. 

40 

24V2  " 

85 

25  lbs. 

35 

26  lbs. 

75 

38  lbs. 

75 

42  lbs. 

35 

25  lbs. 

85 

25  lbs. 

Depths 

Width 

Form 

Form  of 

Drop 

Rear 

Rear 

Lugs  at 

of 

of 

of 

Front 

of 

Fork 

Stay 

Bottom 

Frame 

Tread 

Joints 

Crown 

Hanger 

Tubing 

Tubing 

Bracket 

22,125 

41/2  in. 

Flush 

Oval 

3  in. 

Dsh'pe 

Round 

4 

21,23 

41/2  in. 

Flush 

Oval 

3  in. 

Dsh'pe 

Round 

4 

22,25 

41/2  in. 

Flush 

Oval 

3  in. 

Dsh'pe 

Round 

4 

21,23 

4V2  in. 

Flush 

Oval 

3  in. 

Dsh'pe 

Round 

4 

22,  25 

41/2  in. 

Flush 

Oval 

Sin. 

Dsh'pe 

Round 

4 

22,  24,  26 

4%  in. 

Outside 

Oval 

21/2  in. 

Comb. 

Comb, 

4 

22,24, 

4%  in. 

Outside 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

22,  24,  26 

47/§  in. 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

22,24, 

47A  in. 

Flush 

Oval 

2V2in. 

Comb. 

Comb. 

4 

22,  24,  26 

47/8  in. 
m  In. 
4%  in. 

Flush 

Oval 

3    in. 

D  sh'pe 

D  sh'pe 

4 

22,24, 

Flush 

Oval 

21/2  in. 

D  sh'pe 

D  sh'pe 

4 

22,  24,  26 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

22,24, 

4?8  in. 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

23, 

4%  in. 

Flush 

Oval 

4    in. 

Comb. 

Comb. 

4 

211/2231/2251/2 
19V221V223V2 

4%  in. 

Flush 

Arch 

21/2  in. 

Comb. 

D  sh'pe 

4 

4%  in. 

Flush 

Arch 

21/2  in 

Comb. 

D  sh'pe 

4 

22,24, 

4SS|in. 

Flush 

Arch 

21/2  in. 

Comb. 

Comb. 

4 

20,22, 

4%  in. 

Flush 

Arch 

2V2  In. 

Comb. 

Comb. 

4 

22,24, 

5     in. 

Flush 

Square 

23,24, 

5    in. 

Flush 

Square 

20,22, 

m  in. 

Flush 

Square 

21/2  in. 

D  sh'pe 

D  sh'pe 

22,24, 

434  In. 

Flush 

Triple 

21/2  in. 

D  sh'pe 

D  sh'pe 

20,22, 

Flush 

Square 

21/2  in. 

D  sh'pe 

D  sh'pe 

^'^• 

Flush 

Square 

21/2  in. 

D  sh'pe 

D  sh'pe 

^,24, 

41/2  in. 

Flush 

Square 

3     in. 

D  sh'pe 

D  sh'pe 

22, 

4V2  in. 

Flush 

Square 

3    in. 

D  sh'pe 

D  sh'pe 

22,  24,  26 

5  in. 

Outside 

Arch 

21/2  in. 

Round 

Round 

4 

20,  22,  24 

5  in. 

Outside 

Arch 

21/2  in. 

Round 

Round 

4 

22,  24,  26 

5  in. 

Flush 

Arch 

2V2in. 

D  sh'pe 

D  sh'pe 

4 

20,22,24 

5  in. 

Flush 

Arch 

21/2  in. 

D  sh'pe 

D  sh'pe 

4 

23, 

5  in. 

Flush 

Arch 

3V2  in. 
2Viin, 

Oval 

Oval 

4 

22,  24,  26 

5  in. 

Flush 

Arch 

D  sh'pe 

D  sh'pe 

3 

20,  22,  24 

5  in. 

Flush 

Arch 

2V2  in. 

D  sh'pe 

D  sh'pe 

3 

22,  24,  26 

5  in. 

Flush 

Arch 

21/2  in. 

Oval 

Oval 

4 

20,  22.  24 

Sin. 

Flush 

Arch 

21/2  111. 

Oval 

Oval 

4 

20-26 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

20-26 

Flush 

Square 

3    in. 

Comb. 

Comb. 

4 

20-24 

Flush 

Square 

3     in. 

Comb. 

Comb. 

4 

23-25 

Flush 

Square 

4V2in. 

Comb. 

Comb. 

4 

22,  24,  26 

Bin. 

Flush 

Oval 

2V2ln. 

Comb. 

D  sh'pe 

3 

23,25, 

5  in. 

Flush 

Oval 

3V2to. 

Comb. 

D  sh'pe 

22,  24,  26 

5  In. 

Flush 

Oval 

2?4in. 

D  sh'pe 

Round 

4 

21,23, 

4 

22, 

5    in. 

Fish 
Mouth 

Arch 

Round 

Round 

22,24, 

4V2  in. 

Fish 
Mouth 

Arch 

21/2  in. 

Round 

Round 

22,24, 

41/2  in. 

Fish 
Mouth 

Arch 

2V2ln. 

Round 

Round 

20,22, 

5     in. 

Fish 
Mouth 

Arch 

21/2  in. 

Round 

Round 

22,24, 

4?feln. 

Fish 
Mouth 

Arch 

3    in. 

Round 

Round 

22,24, 

Fish 
Mouth 

Arch 

2%ln. 

Round 

Round 

22,24, 

47^  in. 

Flush 

Arch 

3    in. 

D  sh'pe 

D  sh'pe 

4 

20,22, 

5     in. 

Flush 

Arch 

3    in. 

D  sh'pe 

D  sh'pe 

4 

22,24, 

Flush 

Arch 

2%ln. 

Round 

Round 

22,24,26 

4%  in. 

Flush 

Oval 

3    In. 

D  Tap- 
ered 

Round 

3 

21,  23,  25 

4?8  in. 

Comb. 

Oval 

21/2  in. 

Oval 

Oval 

22,  24,  25 

4%  in. 

Outside 

Oval 

214  in. 

Round 

Round 

4 

20,22, 

4%  in. 

Outside 

Oval 

214  in. 

Round 

Round 

4 

22,  24,  26 

5%  in. 

Flush 

Oval 

2V2in. 

Comb. 

Round 

4 

22,24, 

4%  in. 
45|  in. 
43,§  in. 

Flush 

Arch 

3V2ln. 

D  sh'pe 

D  sh'pe 

4 

22,24, 

Flush 

Arch 

2    in. 

D  sh'pe 

D  sh'pe 

4 

22,24, 

Outside 

Arch 

3    in. 

D  sh'pe 

D  sh'pe 

4 

20, 

45/8  in. 

Flush 

Arch 

2     in. 

D  sh'pe 

D  sh'pe 

4 

22,  24,  26, 

5     in. 

Flush 

Arch 

2    in. 

D  sh'pe 

D  sh'pe 

4 

22,24, 

5     in. 

Outside 

Arch 

2    In. 

Comb. 

Round 

4 

22x24  Men 

Flush 

Oval 

2V2in. 

Comb. 

Comb. 

4 

21  Women 

22x24  Men 

Flush 

Oval 

2V2'in. 

Comb. 

Comb. 

4 

20x22  W'mn 

22x24 

Flush 

Special 

21/2  in. 

Comb. 

Comb. 

4 

22,  24,  26 

Fish 
Mouth 

Arch 

21/2  in. 

Comb. 

Tap'rd 

4 

20,  22,  24 

Fish 
Mouth 

Arch 

2V2in. 

Comb, 

Tap'rd 

4 

22,  24,  26 

Flush 

Arch 

21/2  in 

Comb. 

Tap'rd 

4 

20,  22,  24 

Flush 

Arch 

21/2  in. 

Comb. 

Tap'rd 

4 

22,25, 

Fish 
Month 

Arch 

21/2  in. 

Comb. 

Tap'rd 

4 

22, 

Fish 

Mouth 

Fish 

Arch 

2V2ln. 

Comb. 

Tap'rd 

4 

22x22,  24x24 

Arch 

2V2ln, 

Comb. 

Tap'rd 

4 

Mouth 

22x24,  20x22 

Fish 
Mouth 
Flush 

Arch 

2V2in. 

Comb. 

Tap'rd 

4 

22,24, 

Arch 

21/2  in. 

Comb. 

Tap'rd 

4 

22, 

Flush 

Arch 

21/2  in. 

Comb. 

Tap'rd 

4 

Lugs  at 

Seat-Post 

Cluster 


4 
4 
4 
4 

34 


Crank 

Hanger 

Form 


Three  Piece 
Three  Piece 
Three  Piece 
Three  Piece 
Three  Piece 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
One  Piece 
One  Piece 
One  Piece 
One  Piece 
One  Piece 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

Single  Piece 
Single  Piece 
Single  Piece 
Single  Piece 
Single  Piece 
Single  Piece 
Single  Piece 
Single  Piece 
Single  Piece 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

One  Piece 

One  Piece 

Fauber 

Three  Piece 

Three  Piece 

Three  Piece 

Three  Piece 

Three  Piece 

Three  Piece 

Fauber 

Fauber 

Three  Piece 

Two  Piece 


Two  Piece 

Two  Piece 
Two  Piece 

Two  Piece 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

Two  Piece 

Two  Piece 

Two  Piece 

Two  Piece 

Two  Piece 

Two  Piece 
Two  Piece 
Two  Piece 

Two  Piece 

Two  Piece 

Two  Piece 


The  Cycle  Age  and  Trade  Review 


507 


and  Regular  Equipment. 


EQUIPHENT. 


Handle 

Seat 

Chain 

Form 

Chain- 

/- 

Front 

Rear 

Bar 

Post 

Adjust- 

of 

less 

Crank 

Frame 

Sprock- 

Sprock 

Fast'g 

Fast'g 

ment 

Crank 

Gear 

Len'ths 

Chain 

P  edals 

Kims 

Saddles 

Tires 

Colors 

et 

et 

Expand'! 

Special 

Eccent!ic 

Special 

6I/2  in. 

Peacock 

Thistle 

Gordon 

Kokomo 

Black 

23,  25,  27, 

8,  9,  10, 

Expand'! 

Special 

Eccent!ic 

Special 

6     in. 

Peacock 

Thistle 

Gordon 

Kokomo 

Black 

23, 

8,  9,  10, 

Expand'! 

Special 

Horizontal 

Special 

61^  in. 

Peacock 

FiUton 

Expe!t 

Kokomo 

Black 

23,  25,  27, 

8,  9,  10, 

Expand'! 

Special 

Horizontal 

Special 

6    in. 

Peacock 

Fulton 

Expert 

Kokomo 

Black 

23 

8,  9,  10, 

Expand'! 

Special 

Eccentric 

Special 

6y2  in. 

Peacock 

Thistle 

Kokomo 

Black 

23,  25,  27, 

8,  9,  10, 

Clamp 

Clamp 

Horizontal 

Round 

7  in. 

Indianap'ls 

CCC 

Garford 

Special 

Black 

20, 2-4-.5-6, 

7,  8,  9,  10, 

Clamp 

Clamp 

Ho!izontal 

Round 

61/3  in. 

Indianap'ls 

CCC 

Garlord 

Special 

Black 

20,  22, 

7,  8,  9,  10, 

Clamp 

Clamp 

Horizontal 

Round 

7  in. 

Indianap'ls 

Bridgeport 

Garford 

Special 

Black 

20,  2-4-5-6, 

7,  8,  9,  10, 

Clamp 

Clamp 

Horizontal 

Round 

6I/2  in. 

Indianap'ls 

Bridgeport 

Garford 

Special 

Black 

20,22, 

7,  8,  9,  10, 

Expand'! 

Expand'r 

Horizontal 

Round 

7  in. 

Indianapl's 

Star 

Wheeler 

Dunlop 

Black 

20,  2-4-i6, 

7,  8,  9,  10, 

Expand'! 

Expand 'r 

Horizontal 

Round 

6V2  in. 

Indianapl's 

Star 

Wheeler 

Dunlop 

Black 

20,  22, 

7,  8,  9,  10, 

Expand'! 

Expand'r 

Horizontal 

Round 

7  in. 

Indianapl's 

Bridgeport 

Garford 

Defender 

Black 

20,  2-4-5-6, 

7,  8,  9,  10, 

Expand'! 

Expand'r 

Horizontal 

Round 

6I/2  in. 

Indianapl's 

Bridgeport 

Garford 

Defender 

Black 

20,  22, 

7,  8,  9,  10, 

Expand.! 

Expand'! 

Horizontal 

Round 

7  in. 

Indianapl's 

Star 

Wheeler 

Palmer 

Black 

28, 

7,  8,  9,  10, 

Internal 

Internal 

Horizontal 

Oval 

6I/2  in. 

Indiana 

P&F 

Defender 

Green 

22,  24,  26,  28 

8,  9,  10, 

Internal 

Internal 

Horizontal 

Oval 

6     in. 

Indiana 

P&F 

Defender 

Green 

22,24, 

8,  9,  10, 

Clamp 

Internal 

Oblique 

Diamond 

6     in. 

Indiana 

Outing 

Defender 

Green 

22,  24,  26, 

8,  9,  10, 

Clamp 

Internal 

Oblique 

Diamond 

6     in. 

Indiana 

Outing 

Defender 

Green 

22,  24,  26, 

8,  9,  10, 

Inte!nal 

Expand'r 

Round 

Internal 

Expand'! 

Round 

Inte!nal 

Expand'! 

Round 

Internal 

Expand'r 

Round 

Internal 

Expand'r 

Round 

Inte!nal 

Expand'r 

Round 

Internal 

Expand'r 

Round 

Internal 

Expand'r 

Round 

• 

Clamp 

Clamp 

Oblique 

Round 

7     in. 

Bl'k,  Green,M'roon 

22,  24,  26 

8,  9,  10, 

Clamp 

Clamp 

Oblique 

Round 

6I/2  in. 

it             a             t( 

22,  24,  26 

8,  9,  10, 

Clamp 

Clamp 

Oblique 

Round 

7     in. 

((              u              u 

22,  24,  26 

8,  9,  10, 

Clamp 

Clamp 

Oblique 

Round 

6V2  in. 

((             (1             (( 

22,  24,  26 

8,  9,  10, 

Internal 

Internal 

Oblique 

Round 

7     in. 

It             t(             (( 

22,  24,  26 

8,  9,  10, 

Internal 

Internal 

Oblique 

Round 

7     in. 

((              ((              (( 

22,  24,  26 

8,  9,  10, 

Internal 

Internal 

Oblique 

Round 

6V2  in. 

U                ((                It 

22,  24,  26 

8,  9,  10, 

Internal 

Internal 

Oblique 

Round 

7     in. 

11            ((            (( 

22,  24,  26 

8,  9,  10, 

Internal 

Internal 

Oblique 

Round 

6V2  in. 

U                  (1                  (( 

Tan,  Green,  Blue, 

22,  24,  26 
19,26 

8,  9,  10, 
7  to  10 

Internal 

Clamp 

ObUque 

Oval 

7&  6in 

indianap'ls 

Bridgeport 

Maroon 

Internal 

Expand'r 

Eccentric 

Diamond 

7&614 

[ndianap'ls 

Record 

Wheeler 

Black 

20,30 

7  to  12 

Internal 

Expand'r 

Eccentric 

Diamond 

7  &  6I/4 

[ndianap'ls 

Record 

Wheeler 

Black 

20,30 

7  to  12 

Internal 

Expand'r 

Eccentric 

Diamond 

7  &  6I/4 

Indianap'ls 

Record 

Wheeler 

Black 

20,30 

7  to  12 

Binder  or 

Binder 

Oblique 

Comb. 

7  &  71/2 

Baldwin 

Brown  or 

Palmer,   Good- 

Black, Blue 

17,30 

7  to  10 

Clamp 

Brooks 

rich,  M  &  W 

Binder  or 

Binder 

Oblique 

Comb. 

7  &  71/2 

Baldwin 

Green,  Maroon 

17,30 

7  to  10 

Clamp 

7  in. 

Clamp 

External 

Horizontal 

Oval 

Men 

61/2  in. 

Women 

Brown  Pat. 

Black 

22,  26,  28 

8,  9,  10, 

Clamp 

Clamp 

Oblique 

Curved 

6I/2  in. 

Diamond 

Record 

Keene 

Brown  style 

New  Brunswick 

Green 

19,  20,  22 

7&8 

Clamp 

Clamp 

ObUque 

Curved 

6I/2  in. 

Diamond 

Record 

Keene 

Brown  style 

New  Brunswick 

Green 

19,  20,  22 

7&8 

Clamp 

Clamp 

Oblique 

Curved 

61/2  in. 

Diamond 

Reoord 

Keene 

Brown  style 

New  Brunswick 

Green 

19,  20,  22 

7&8 

Clamp 

Clamp 

Oblique 

Curved 

6I/2  in. 

Diamond 

Record 

Keene 

Brown  style 

New  Brunswick 

Green 

19  or  20 

8 

Clamp 

Clamp 

Oblique 

Curved 

6I/2  in. 

Diamond 

Record 

Keene 

Brown  style 

Palmer 

Green 

19,  20,  22,  25 

7&!8 

Clamp 

Clamp 

Oblique 

Curved 

6I/2  in. 

Indianap'ls 

Record 

Keene 

Brown  style 

New  Brmiswlck 

Green 

19,  20,  22,  25 

7&8 

Internal 

Indepen't 

Oblique 

Diamond 

6I/2  in. 

Diamond 

Record 

Keene 

Brown  style 

Raritan 

Green 

24,  25,  26 

8,  9,  10 

Internal 

Indepen't 

ObUque 

Diamond 

6I/2  in. 

Diamond 

Record 

Keene 

Brown  style 

Raritan 

Green 

20,  22,  23 

8,  9,  10 

Clamp 

Clamp 

ObUque 

Curved 

6I/2  in. 

Indianap'ls 

Record 

Keene 

Brown  style 

New  Brunswick 

Scarlet 

19,  20,  22,  25 

7&8 

Clamp 

Internal 

Special 

Flat 

t 

6V2  in. 

Baldwin 

Green,  Blue, 
Maroon,  Black 

23,  26,  28 

9,10 

Clamp 

Watson 

Horizontal 

Oval 

Chant- 
reU 

61/2-7  in. 

ChantreU 

Banner 

GilUam 

Famous 

Black,  Carmine, 
Maroon,  Green 

22  24,  66, 

8,  9,  10 

Clamp 

Clamp 

Oblique 

Oval 

7     in. 

Hercules 

GiUiam 

20,  21,  22 

7,8,9 

Clamp 

Clamp 

ObUque 

Oval 

6I/2  in. 

Hercules 

Black,  Green, 
Maroon 

23,  24,  25 

7,  8,  9 

Internal 

Internal 

ObUque 

Round 

6V2  in. 

Baldwin 

Own  make 

SinglePiece 

GiUiam 
Garford 
Wheeler 

India 

Black,  Maroon 

22,  24,  26 

7,  8,  9  . 

Internal 

Exte!nal 

Eccentric 

Diamond 

7     in. 

Eldredge 

Laminated 

Eldredge 

Black 

30  teeth 

8  to  13 

Internal 

External 

ObUque 

Round 

7     in. 

Hdredge 

Laminated 

Wheeler 

Eldredge 

Black 

28    " 

8  to  13 

Internal 

Clamp 

ObUque 

Round 

6I/2  in. 

Eldredge 

Laminated 

■  Wheeler 

Eldredge 

Black 

28    " 

8  to  13 

Internal 

Exte!nal 

ObUque 

Round 

6I/2  in. 

Eldredge 

Laminated 

Wheeler 

Eldredge 

Blue 

28    " 

8  to  13 

Internal 

External 

ObUque 

Bound 

7     in. 

Eldredge 

Single 

Hunt 

M.&W. 

Maroon 

26    " 

8  to  11 

Internal 

Clamp 

ObUque 

Round 

6V2  in. 

Eldredge 

Single 

Hunt 

M.&W. 

Maroon 

24    " 

7  to  10 

Internal 

External 

ObUque 

Oval 

7  in. 
Men. 
6I/2  in. 

Indianap'ls 

Hercules 

Lobdell 

P.  &  F. 

Green 

22,  24,  26,  28 

9 

Internal 

External 

ObUque 

Oval 

Star 

LobdeU 

Garford 

M.&W. 

Green 

22,  24,  26,  28 

9 

Women 

Internal 

External 

ObUque 

Combn. 

7  in. 

Star 

LobdeU 

Wheeler 

Hartford 

Green 

26,28 

9 

Internal 

Internal 

Special 

Combn. 

6V2  in. 

Morse 

U.S. 

Kuntz 

0-so-eze 

Defender 

Brewster  Green 

22  to  28 

8-9-10 

Internal 

Internal 

Special 

Combn. 

6I/2  in. 

Morse 

U.S. 

Kuntz 

0-so-eze 

Defender 

Brewster  Green 

22  to  28 

8-9-10 

Internal 

Internal 

Special 

Combn. 

6I/2  in. 

Peacock 

U.S. 

Kuntz 

Rockaway 

Defender 

Brewster  Green 

:22to28 

8-9-10 

Internal 

Internal 

Special 

Combn. 

6V2  in. 

Peacock 

U.S. 

Rockaway 

Defender 

Brewster  Green 

::  22  to  28 

8-9-10 

Clamp 

Clamp 

Special 

Combn. 

6I/2  in. 

Peacock 

U.S. 

Rockaway 

Defender 

Brewster  Green 

22  to  28 

8-9-10 

Clamp 

Clamp 

Special 

Combn. 

6V2  in. 

Peacock 

U.S. 

Rockaway 

Defender 

Brewster  Green 

22  to  28 

8-9-10 

Internal 

Internal 

Special 

Combn. 

61/2111. 

Peacock 

U.S. 

Rockaway 

Defender 

Brewster  Green 

22  to  28 

8-9-10 

Internal 

Internal 

Special 

Combn. 

6I/2  in. 

Peacock 

U.S. 

Rockaway 

Defender 

Brewster  Green 

22  to  28 

8-9-10 

Internal 

Internal 

Special 

Combn. 

6I/2  in. 

Peacock 

U.S. 

Rockaway 

Defender 

Brewster  Green 

22  to  28 

8-9-10 

Internal 

Inte!nal 

Special 

Combn. 

6V2  in. 

Peacock 

U.S. 

Rockaway 

Oxford  3  M 

Brewster  Green 

22  to  28 

8-9-10 

50) 


The  Cycle  Age  and  Trade  Review 


LIABILITY  OF  HAKERS 


Important  Decision  in  English  Court  Concerning  the  Pro= 
tection  Granted  By  the  Guarantee 


In  a  recent  issue  of  the  Cycle  Age  at- 
tention was  drawn  to  the  liability  of  bi- 
cycle makers  if  it  should  happen  that 
their  machines  should  break  down 
through  defect  in  structure  while  in  pos- 
session of  riders  to  whom  the  usual  guar- 
antee had  been  given.  It  was  pointed  out 
that  the  guarantee  as  it  now  stands  is 
no  guarantee  against  a  lawsuit  for  heavy 
damages. 

In  one  of  the  English  courts  a  case  has 
just  come  to  notice  in  which  verification 
of  the  risk  which  attends  defective  cycle 
manufacture  has  come  prominently  into 
view,  and  the  maker  who  was  unfortu- 
nate enough  to  be  accused  was  mulcted  in 
the  sum  of  $600  damages  by  a  jury  which 
were  given  no  alternative  in  the  matter 
of  conclusion  by  the  judge  who  tried  the 
case.  The  case  is  one  of  more  than  usual 
interest  for  bicycle  makers  in  this  coun- 
try, not  alone  on  account  of  the  fact  that 
the  same  common  law  practice  which  ob- 
tains in  England  would  by  inference  ob- 
tain in  this  country  were  a  similar  case 
carried  to  the  higher  courts,  but  on  ac- 
count of  the  fact  that  so  many  of  our  bi- 
cycle makers  are  sellers  of  goods  in  Eng- 
land. 

Origin  of  tlie  Suit. 

An  outline  of  the  case  is  here  given:  An 
Irishman  bought  a  bicycle  from  the  Bel- 
fast agent  of  the  makers  of  the  Rover. 
He  did  not  purchase  the  machine  out- 
right, but  paid  $52.50  for  it  in  exchange 
with  a  second-hand  mount.  Some  months 
after  the  purchase  he  went  to  England 
and  had  the  machine  sent  to  his  place 
of  residence.  One  evening  while  riding 
at  the  residence  of  his  employer  the  ma- 
chine collapsed  and  the  rider  was  ren- 
dered unconscious,  in  which  condition  he 
remained  for  four  days.  The  damaged 
machine  was  sent  to  the  factory  with  a 
polite  note  stating  the  particulars  of  the 
accident,  and  requesting  that  it  be  in- 
spected and  the  plaintiff's  claim  for  $100, 
incurred  through  doctor's  bills,  be  al- 
lowed. The  makers  of  the  machine,  how- 
ever, stood  on  their  dignity  and  declined 
to  do  anything  more  than  make  good  the 
parts  which  proved  defective,  which  hap- 
pened to  be  the  front  forks,  but  intimated 
their  willingness  to  supply  a  new  frame. 
These  overtures  were  not  accepted  by  the 
cyclist,  and  as  a  result  he  instituted  a 
suit  for  $2,500  damages. 

Makers  Stand  Pat  on  Tlieir  Gurantee. 

In  responding  to  the  letter  of  the  in- 
jured cyclist,  the  makers  of  the  machine 
stated  that  while  the  accident  was  a  re- 
grettable one,  still  they  would  not  go  be- 
yond the  guarantee  contained  in  their 
printed  catalogue,  as  they  could  not  tell 
what  abuse  the  machine  might  have  had 
after  it  left  their  establishment.  The  at- 
torney for  the  plaintiff,  seizing  upon  this 
valuable  point,  established  the  fact  that 
the  machine  had  been  traded  or  sold  by 
the  agent  of  the  maker  while  represented 
as  in  fit  condition  to  ride;  In  detail  it 
was  shown  that  the  injured  cyclist  went 
to  the  agent's  store,  was  given  a  catalogue 
of  the  Rover  company  and  told  that  if  he 
wanted  a  strong  and  reliable  machine 
which  would  stand  knocking  about  he 
should  purchase  the  Rover.  The  plaintiff 
stated  to  the  agent  that  he  had  heard  of 
Rover  machines  breaking  at  the  head,  but 
the  agent  lightly  told  him  not  to  place 


credence  in  all  that  he  heard.  The  cyclist 
took  the  catalogue  home,  devoured  its 
contents  and  made  up  his  mind  to  pur- 
chase a  Rover. 

The  machine  was  used  for  six  months, 
and  then  after  an  intermission  of  three 
months  was  shipped  to  England,  where 
it  was  used  for  a  month  in  daily  trips  of 
six  miles  each.  One  night  while  travel- 
ing at  the  rate  of  about  ten  miles  an  hour 
the  steering  post  of  the  machine  broke 
just  above  the  crown,  and  when  the  rider 
recovered  consciousness  he  found  himself 
with  the  palate  of  his  mouth  broken,  one 
tooth  knocked  out,  others  loosened,  one 
of  his  lips  cut,  his  face  badly  lacerated, 
and  his  body  generally  in  as  fit  a  condi- 
tion for  repair  as  his  machine.  It  was 
testified  that  while  riding  the  cyclist  en- 
countered no  obstacle. 

Bill  for  Doctor's  Services  Disallowed. 

A  claim  of  $6  for  spectacles,  which  doc- 
tor ordered,  was  not  allowed  the  cyclist 
by  the  makers  of  the  Rover,  and  then  he 
pressed  a  further  claim  for  a  larger  bill 
of  expenses  which,  upon  disallowance,  re- 
sulted in  the  suit. 

It  was  contended  by  the  injured  cyclist 
that  the  damaged  machine  was  not  rein- 
forced in  the  steering  post,  a  structural 
condition  which,  however,  was  found  in 
the  machine  which  was  returned  to  him 
repaired.  Through  the  assistance  of  va- 
rious witnesses  the  injured  cyclist  proved 
that  he  was  a  very  careful  rider  and  that 
the  machine  did  not  show  any  signs  of 
collision — in  fact,  that  the  bottom  of  the 
steering  post  was  snapped  clean  off. 

Defense  of  the  flakers. 

Upon  presentation  of  all  the  evidence 
on  both  sides,  the  solicitor  for  the  plain- 
tiff urged  the  court  to  toss  aside  the  value 
of  the  specific  guarantee  given  by  the 
makers  in  the  catalogue.  The  attorneys 
for  the  defendant  company  urged  that  the 
onus  of  proving  that  the  machine  was  not 
all  that  their  clients  guaranteed  rested 
with  the  plaintiff,  arguing  that  if  the  in- 
jured cyclist  was  successful  in  his  action 
no  cycle  maker  would  be  safe,  and  that 
commerce  in  cycle  manufacture  would  be 
paralyzed.  The  defendants  further  plead- 
ed through  their  counsel  that  they  had 
guaranteed  all  precautions  which  were  us- 
ual and  reasonable  had  been  taken  by 
them  to  secure  excellence  in  material  and 
workmanship,  and  if  the  machine  met 
with  an  accident  it  was  not  through  neg- 
lect on  their  part.  In  a  final  effort  to  per- 
suade the  jury  that  no  fault  could  be  im- 
plied to  the  makers  of  the  machine,  it  was 
declared  that  no  evidence  had  been  of- 
fered to  show  that  the  machine  was  con- 
structed of  bad  material  or  by  unskillful 
workmen;  that  the  plaintiff  bought  a  spe- 
cified article  under  its  trade  name  and  ob- 
tained a  receipt  showing  that  it  was  a 
specified  article;  that,  in  short,  there  was 
no  real  contract  between  the  injured  cy- 
clist and  the  maker  or  his  agent. 

An  Unsympathetic  Judge. 

The  judge,  however,  was  disinclined  to 
be  sympathetic  with  the  makers.  He  re- 
jected as  mere  rumor  that  part  of  the  evi- 
dence of  the  plaintiff  which  tended  to 
prove  that  it  was  common  for  Rover  ma- 
chines to  break  at  the  head;  summed  up 
the  evidence  in  the  case  and  put  the  fol- 
lowing significant  questions  to  the  jury, 


which  were  answered  in  the  manner  indi- 
cated: 

1.  Did  the  plaintiff  at  the  time  of  the  sale 
make  known  to  the  defendants'  agent, 
Mr.  Gass,  the  particular  purpose  for 
which  it  was  required,  ®o  as  to  show  he 
relied  on  his  skill  and  judgment? 

Answer:    Yes. 

2.  Was  the  contract  for  the  sale  of  the  bi- 
cycle to  the  plaintiff  in  fact  a  contract  for 
the  sale  of  a  specified  article  under  its 
trade  name  ? 

Answer:    No. 

3.  Was  there  an  examination  by  the  plain- 
tiff at  the  time  of  sale,  which  ought  to 
have  revealed  any  defect  in  the  steering 
post,  if  it  existed? 

Answer:    No. 

4.  Was  Mr.  Gass  agent  for  the  sale  of  the 
'bicycle  to  the  plaintiff? 

Answer:    Yes. 

5.  Did  he  represent  to  the  plaintiff  that  the 
bicycle  was  then  reasonably  fit,  and  pro- 
per to  ride? 

Answer:    Yes. 

6.  If  so,  was  the  plaintiff  thereby  induced 
to  buy  it? 

Answer:    Yes. 

7.  Was  the  bicycle  then  reasonably  fit  and 
proper  to  be  used  by  the  plaintiff? 

Answer:    No. 
S.    If  not,  did  it,  by  reason  of  its  not  hav- 
ing been  sold  reasonably  fit  and  proper  to 
be  used,  break  down  when  used  in  April 
1898? 

Answer:  Yes. 
9.  Before  the  sale,  had  all  usual  and  rea- 
sionable  precautions  been  taken  by  the  de- 
fendants to  secure  excellence  of  work- 
manship and  material  in  respect  to  the 
bicycle? 

Answer:    No. 

10.  If  not,  did  it  by  reason  of  such  usual 
and  reasonable  precautions  not  having 
been  taken  break  down? 

Answer:    Yes. 

11.  Did  the  plaintiff  sustain  loss  and  injury 
by  the  breaking  of  the  bicycle? 

Answer:    Yes. 

12.  If  so.  assess  his  damages  for  the  loss 
and  injury  he  so  sustained. 

Answer:    £120  damages. 

An  Important  Question. 

It  may  be  added  that  the  jury  found 
considerable  difiiculty  in  answering  the 
second  of  the  judge's  questions.  From  a 
legal  point  of  view  it  was  the  most  im- 
portant of  the  series,  and  had  it  been  an- 
swered in  the  aflirmative,  judgment  would 
have  been  entered  in  favor  of  the  com- 
pany, as  the  sale  of  a  specified  article 
under  its  trade  name  does  not  carry  any 
implied  guarantee. 

The  Cycle  Manufacturers'  Protective 
Association,  which  is  the  English  trade 
organization  which  in  function  corre- 
sponds to  the  National  Board  of  Trade  of 
Cycle  Manufacturers  in  this  country,  is 
deeply  interested  in  the  decision  and  in 
another  like  case  which  is  pending.  It  is 
not  the  guarantee  as  it  is  printed  in  the 
catalogue  of  makers  which  is  the  center 
around  which  the  legal  battle  is  being 
waged,  for  that  is  a  matter  which  has 
been  settled  out  of  court  before  this.  But 
the  paramount  issue  is,  does  this  trade 
guarantee  set  aside  the  guarantee  which 
is  implied  by  common  law? 


Gutter  Rights  of  Bicycles. 

An  Emglish  judge  has  decided  that  a 
bicycle  standing  in  the  gutter,  propped 
up  by  the  pedal  on  the  curbstone,"  is  en- 
titled to  protection  from  ether  users  of 
the  public  street.  Some  overhanging  wire 
in  a  passing  cart  pulled  a  bicycle  under 
the  wheels  of  the  vehicle  by  catching  the 
handle  bar  and  the  cyclist  got  his  dam- 
ages in  court.  Counsel  pleaded  that  the 
cyclist  left  it  at  his  own  risk,  and  the 
accident  was  the  result  of  his  own  negli- 
gence. Thereupon  the  judge  pulled  up 
counsel  sharply  and  told  him  he  was 
against  the  argument. 


An  important  exhibition  of  motor  ve- 
hicles is  soon  to  be  held  in  Verona,  Italy, 
whose  city  council  is  now  considering 
the  programme  for  the  occasion.  It  is 
proposed  to  hold  there  the  first  congress 
of  Italian  motor  vehicle  drivers,  to  have 
a  promenade  of  vehicles  through  the 
city,  a  general  display  of  the  various  au- 
tomobiles and  a  road  race  of  103  miles. 


The  Cycle  Age  and  Traexe  Review 


509 


THESE^ 
jfARE     THE 

OMLY 
IjoOLS  YOl/lL>! 

NEED. 


M 


TRADE 
MARK 


y^ 


THESE^ 
jTARE    THE 

ONLY 
POOLS  YOl/U>i 

NEED. 


-90- 

MANUFACTURERS  ARE  FURNISHING 

Dunlop  Detachable  Ores 

On  theif  wheels  AT  NO  EXTRA  COST,  either  wholesale 
or  retail,  jt  Jt  Jt  jt  ,^ 

Agents  should  see  that  the  manufacturers  whota  they  rep- 
resent are  among  thb  number.    Write  us  about  ii,^  ^  ,^  ,^  ^ 

^^^  t899  WILL  BE  A  DUNLOP  YEAR^^^ 

Cbe  JIttiericdn  Dunlop  Cire  Company 


1^  1^ 


t^  i^ 


134  Cake  Street,  ebicago. 


Bellepnic,  (nortb  newark)  n.  3. 


TRADE 
MARK 


36-3$  Combard  Street,  Toronto. 


"THESE^ 
^ARE     THE 
ONLY 

POOLS  yoi/lu 

NEED. 


The  Sterling 


u 


BUILT  LIKE  A  WATCH " 

"AJTHING  OF  BEAUTY"  appeals  instantly  to  the'fenriinine  eye, 
and  its  possession  means  in  its  honest  sense  "Af  JOY  FOREVER." 


Woman,  more  than  man,  experiences 
a  keen  sense  of  pride  in  being  mounted 
upon  a  graceful,  beautifully  finished 
wheel,  light  in  weight,  and  possessing 
superior  running  qualities. 


The  wide  awake  agent  knows  that  ONE  thoroughly  satisfied  woman  will  convince  SIX  men  that  the  make  of  wheel 

she  rides  is  the  one  for  them  to  select. 
Our  catalog  and  proposition  are  ready  for  the  wide  awake  agent. 

STERLING  CVCLE  WORKS, 
ke:nosh^,  avis. 


510  The  Cycle  Age  and  Trade  Review 


^ 


<?"' 

OPERATING  THE  FORMER                         ^^^^% 
FACTORIES  OF                                       ^^ %/ 

■ 

GARFORD  MFG.  CO, 

OF  F,T,YRIA,  OHIO 

HUNTMFaCO, 

OF  WF.STBORO,  MASS. 

WHKKLER  SADDLE  CO. 

OF  DETROIT,  MICH. 

WHKH:TP,R  SADDLE  CO. 

OF  TORONTO,  ONT. 

GILLIAM  MFG.  CO. 

OF  CANTON,  OfflO 

P.  &  F.  MFG.  CO. 

OF  READING,  PA. 

-ir 

Offices;  m4n  rn^nm  crust  Builditid 

•  «  •  Cleveland,  Oblo «  «  « 

The  Cycle  Age  and  Trade  Review 


511 


^Co  iU  trade 


ti  ti 


D 


HE  American  Saddle  Co.  begs  to  announce  that  its 
organization  has  been  completed,  and  that  its  gen- 
eral offices   are    located  in  the   American   Trust 
Building,  Cleveland,  Ohio. 

The  American  Saddle  Co.  has  acquired  the  properties 
and  business  of  the  following  named  companies: 

THE  GARFORD  MFG.  CO.,  Elyria,  Ohio 
THE  WHEELER  SADDLE  CO.,  Detroit,  Mich. 
THE  WHEELER  SADDLE  CO.,  Toronto,  Ont. 
THE  GILLIAM  MFG.  CO.,  Canton,  Ohio. 
THE  HUNT  MFG.  CO.,  Westboro,  Mass. 
THE  P.  &  F.  MFG.  CO.,  Reading,  Pa. 

and  a  contr oiling  stock  interest  in  the 

BROWN  SADDLE  CO.,  Elyria,  Ohio. 

The  primary  purpose  of  the  new  organization  is  to 
arrest  the  calamitous  conditions  which  have  governed  the 
saddle  industry  for  the  past  two  seasons,  and  which  have 
deprived  the  makers  of  fair  returns  on  their  capital  invested. 

This  it  will  strive  to  accomplish,  not  by  the  advance- 
ment in  price  of  its  product  to  the  trade,  but  by  the  reduc- 
tion of  expenses  and  the  cost  of  manufacture  through  con- 
centrated management  of  its  business  and  the  employment 
in  its  several  mills  of  the  best  special  machinery  and  me- 
chanical appliances  known  in  the  art  of  saddle  building. 

It  will  constantly  endeavor  to  better  the  grade  of  its 
product,  and  by  increased  facilities  extend  better  service 
than  has  heretofore  been  possible. 

All  communications  should  be  addressed  to  the  com- 
pany at  Cleveland,  Ohio. 


i^    ^ 


Che  Jimcricdn  Saddle  Company 


By  A.  L.  GARFORD,  President. 


512 


The  Cycle  Age  and  Trade  Re  i^fEW 


LETTER  FROn  ENGLAND 


Common  ilisapprehensions  in  Regard  to  British  Forms  of 
rianufacture — Fine  Work  on  Components 


Prom  force  of  habit  and  through  con- 
stant repetition  of  rash  statements  in 
that  part  of  the  press  which  knows  noth- 
ing of  the  condition  of  the  bicycle  indus- 
try in  any  country,  it  has  become  too 
broadly  accepted  that  American  bicycle 
manufacturers  are  far  in  the  lead  of  all 
foreign  competitors  in  everything  that 
pertains  to  the  art  of  bicycle  production. 
That  the  assertion  is  true  in  a  measure 
has  prevented  those  who  knew  the  exact 
conditions  on  both  sides  of  the  Atlantic 
from  gainsaying  it,  for  the  public  are 
impatient  of  fine  distinctions  and  favor 
unmeasured  expressions  of  opinion  if 
they  may  be  only  half-way  defended. 

Reasonable  Foreign  Opinions  of  Value. 

In  many  instances  American  manufac- 
turers have  not  found  out  the  real  nature 
of  the  competition  which  they  would 
meet  in  the  export  markets  until  they 
had  entered  them  and  been  brought  face 
to  face  with  foreign  productions.  They 
did  not,  then,  as  a  rule,  find  that  the  ob- 
stacles to  successful  trade  were  insur- 
mountable but  only  that  they  would  have 
been  gainers  if  they  had  listened  less  to 
the  colored  reports  which  found  their 
way  into  the  majority  of  our  press  and 
more  to  the  sober  accounts  given  in  Cy- 
cle Referee  of  London,  and  from  time  to 
time  in  The  Cycle  Age.  Such  views  as 
are  entertained  by  unbiased  members  of 
the  English  or  German  industry  have 
seldom  been  presented,  and  the  Cycle  Age 
therefore  takes  pleasure  in  publishing 
a  letter  from  such  a  source,  accompany- 
ing it  with  illustrations  of  the  two  crank 
hanger  constructions  to  which  the  writer 
refers,  one  being  that  of  the  Birmingham 
Small  Arms  Company  shown  with  the 
rear  fork  construction  in  which  it  is  in- 
corporated, and  the  other  that  of  another 
company  which  also  manufactures  com- 
ponent parts  for  the  agents'  trade: 

A  Young  School  of  Mechanics. 

London,  Jan.  30. — Taking  a  line  from 
the  usual  expressions  in  American  bicy- 
cle journals,  it  might  be  imagined  that 
the  impression  in  America  is  that  man- 
ufacturers in  this  country  are  little  re- 
moved from  primeval  savages,  and  that 
our  output  in  bicycles  and  bicycle  parts 
is  of  a  nature  both  cumbersome  and  in- 
artistic, as  well  as  unmechanical. 

It  is  willingly  admitted  that,  speaking 
broadly,  our  manufacturing  methods  are 
very  expensive,  and  that  our  shop  eco- 
nomics are  not  as  advanced  as  in  Amer- 
ica. The  principal  reason  for  this  state 
of  things  is  the  absolute  disregard  which 
in  the  past  has  been  shown  towards  men 
of  technical  and  educational  standing. 
Our  elementary  education  has  been  crude, 
and  not  followed  up  by  any  technical  in- 
struction either  in  the  matter  of  theo- 
retic or  applied  mechanics.  This  state 
of  things  is  fortunately  being  amended, 
and  there  is  already  a  young  school  of 
mechanics  who  are  very  little  behind 
American  thought.  Despite,  however,  the 
fact  the  general  standard  of  education 
has  been  low,  there  has  always  existed  a 
school  of  engineers  capable  of  exercising 
a  very  wide  influence  upon  manufactured 
products.  This  fact,  combined  with  the 
free  trade  policy  adopted  in  our  markets, 
which  brings  competition  from  all  parts 
of  the  world,  has  produced  an  output  of 
a  character  that  is   far  more  advanced 


than  most  Americans  give  us  credit  for. 
Put  briefly,  the  prevailing  sentiment  in 
the  mind  of  an  English  designer  is  a  dis- 
tinct fondness  for  true  radii  and  true 
angles.  This  trait  will  be  found  in  prac- 
tically every  branch  of  engineering  con- 
struction. It  will  be  conveyed  most  viv- 
idly by  comparison  of  some  of  our  loco- 
motives with  those  of  American  type. 

Light  Weight  English  Bicycles. 

I  now  wish  to  show  you  the  effect 
which  this  tendency  has  produced  in  bi- 
cycle design.  In  tLe  first  place,  I  wish 
you  to  dis-illusion  yourself  of  any  idea 
that  the  English  bicycle  is  ne- 
cfssarily  a  heavy  machine.  As 
a  matter  of  fact,  all  of  our  factories 
produce  light  bicycles,  which  could  al- 
ways compete  in  point  of  weight  against 
American  products,  even  at  the  time 
when  American  houses  were  advertising 
road  machines  at  from  18  to  25  pounds. 
The  difficulty,  however,  is  that  English 
manufacturers  have  not  yet  learned  to 
specialize  products,  and  it  is  usual  for 
many  different  models  to  be  going 
through  the  factory  at  the  same  time. 
An  English  bicycle  catalogue  will  usually 
contain  a  path  racing  machine,  weighing 


usual  adjustments  of  the  machine,  they 
possess  sufficient  solidity  to  render  them 
a  permanent  adjunct  to  the  bicycle.  A 
gear  case  is  usually  provided,  and  the 
brake  work  is  also  of  an  efficient  me- 
chanical nature. 

Bottom  Brackets  for  Assemblers. 

Having  superficially  referred  to  the 
conditions  prevailing  here,  I  will  direct 
your  attention  to  the  samples  which  are 
now  in  your  possession. 

I  will  first  consider  the  bottom  bracket 
and  accompanying  fittings  comprising  the 
chain  stay,  chain,  etc.,  manufactured  by 
the  B.  S.  A.  Co.,  which  I  have  sent.  You 
will  at  once  see,  from  even  a  cursory  ex- 
amination, that  these  fittings  are  made 
for  the  market  entirely  different  from 
your  own.  So  far  as  I  can  judge,  most 
American  parts  makers,  such  as  the 
Cleveland  Machine  Screw  Co.,  Smiths  of 
Milwaukee,  Crosby  &  Mayer,  Fauber  and 
others,  supply  their  products  to  factory 
manufacturers  possessing  a  considerable 
output  of  complete  machines.  This  is 
quite  the  reverse  of  the  usual  practice  in 
this  country.  Here  a  bicycle  factory  is 
to  all  intents  and  purposes  self-contained. 
The  people  who  buy  components  are 
agent  makers  or  "assemblers."  They 
build  in  quantities  anywhere  from  six 
machines  to  several  hundred  a  year. 
Some  of  them  possess  considerable  fa- 
cilities; some  of  them  work  in  a  very 
crude  manner.  In  the  aggregate,  they 
form  a  by  no  means  unimportant  section 
of  the  business,  their  gross  output  prob- 
ably exceeding  that  of  the  factories.  For 
these  reasons,  the  component  parts  are 
far  more  finished  than  in  the  case  of  your 


B.  S.   A.   HANGER  AND  FORKS. 


anywhere  from  19  to  24  pounds,  accord- 
ing to  the  idiosyncrasy  of  the  designer. 
There  will  also  be  a  road  racing  ma- 
chine, which  will  be  practically  the  same 
as  the  path  racing  machine  excepting 
that  there  will  be  a  wider  range  of  ad- 
justment to  handle  bars  and  seat  pillar, 
and  that  the  wheels  and  tires  will  be 
somewhat  heavier.  The  weight  of  this 
machine  will  be  approximately  23  to  25 
pounds.  The  next  model  will  be  a  light 
roadster.  This  machine  is  in  every  re- 
spect identical  with  the  American  full 
roadster,  and  will  weigh  from  24  to  28 
pounds.  The  next  model  is  a  full 
roadster.  This  machine  is  believed  to  be 
peculiar  to  this  country.  It  is  built  from 
entirely  different  requirements  to  those 
existing  in  your  country.  It  is  a  machine 
which  is  intended  to  last  many  years, 
and  is  used  by  business  men  and  tourists. 
I  understand  that  a  very  large  propor- 
tion of  the  year's  output  of  American  bi- 
cycles is  bought  by  people  who  ride 
mainly  in  the  parks  and  cities.  It  is 
quite  the  reverse  in  this  country,  where 
the  full  roadster  bicycle  to  which  I  allude 
is  used  and  bought  by  people  who  ride 
the  length  and  breadth  of  the  country 
over.  It  is  provided  with  an  entirely 
different  equipment  from  that  associated 
with  American  machines.  The  mud 
guards  in  themselves  are  light,  usually 
beaded  in  order  to  give  lateral  rigidity. 
They  are,  however,  attached  to  the  ma- 
chine in  a  vastly  superior  manner  to  that 
usually  associated  with  your  own  fittings. 
The  stays,  bridges,  etc.,  are  usually  ma- 
chined fittings,  and  although  they  may 
be  removed  without  interfering  with  the 


own  fittings.  The  set  sent,  as  in  fact 
all  the  fittings,  are  a  portion  of  the  ordi- 
nary commercial  output,  just  as  bought 
by  the  country  builder.  You  will  see  that 
the  only  work  necessary  is  to  strip  the 
parts  down,  complete  the  frames,  file  up 
and  then  finish.  In  some  cases  the  sets 
are  sent,  as  to  you,  without  forksides, 
but  it  is  quite  the  usual  practice  for  as- 
semblers to  buy  the  front  forks  built  in- 
to the  crowns. 

Barrel  Patterns  Frowned  Upon. 

In  the  bottom  bracket  you  will  notice 
that  the  diameters  of  the  bearing  are 
very  much  smaller  than  with  American 
fittings.  This  is  one  reason  why  we  pre- 
fer machined  brackets  to  sheet  metal 
ones.  Speaking  personally,  I  must  admit 
a  decided  preference  for  English  bottom 
bracket  construction.  I  have  yet  to  hear 
a  sound  mechanical  argument  in  favor  of 
excessive  diameters  or  anything  ap- 
proaching the  1%-inch  inside  measure- 
ment to  be  found  on  most  American 
brackets.  I  take  it  that  the  diameter  of 
your  brackets  is  consequent  upon  the  use 
of  sheet  metal  fittings,  which  demand  a 
considerable  amount  of  skill  in  order  to 
obtain  the  necessary  metal  with  which 
to  form  the  lugs.  The  use  of  the  one  piece 
crank  hanger  is,  I  presume,  the  result, 
rather  than  the  cause  of  the  large  diam- 
eters. I  see  many  American  bicycles 
with  bottom  brackets  possessing  an  out- 
side measurement  of  2  inches  and  more, 
with  fiush  joint  chain  stays  %-inches  in 
diameter.  The  type  of  bearing  used  in 
the  bottom  bracket  sent  is  to  all  intents 
and  purposes  universal  on  this  side,  so 


The  Cycle  Age  and  Trade  ftEviEW 


518 


THE  POPULARITY  OF  eaJ  ^ 


Barnes  Bicycles 

was  never  more  evident  than  it  is  this  season. 

Riders  know  the  BARNES  to  be  the  free  running  and 

lasting  kind. 

Agents  know  it  is  the  BARNES  line  which  brings  them 

prosperity. 

It  is  the  general  excellence  of  the    BARNES  which 

satisfies. 

Is    there   a   BARNES  agency  in  your  town?     If  not, 

write  us. 

....  WISE  BUYERS  BUY  WHITE  FLYERS .... 


The  Barnes  Cycle  Co.,     -    Syracuse,  N.  Y. 


Q/^k.(kCLA^4ay^^         ^^>2^0        / 


Q/J^Ui^    ^^^^^T^r^rZAJ     Oe-tlyxCu^   ^   (/%r^::u^<JLy^ r 


rf-<t  t  ■' ' 


z 


/^^ 


y 

/t^ 


^^^^^M^x 


<=cL^^aL^ 


-xjC^ 


A^^z 


tQotxAiu 


c^^-eyrV'a^^x^ 


i^^iyz 


&rr9H/ 


/:^yr'Ly6r~^<^'-^  '-pyy-Ar^ 


Jlj^     <3>,        ^JZr^tc^^r- 


"  Box  A   " 


514 


The  Cycle  Age  and  Trade  Review 


much  so  that  quite  98  per  cent  of  all  bi- 
cycles built  are  made  in  this  style.  I  my- 
self believe  it  to  be  absolutely  the  best 
bearing  for  bottom  brackets,  being  posi- 
tively free  from  complications,  easy  to 
adjust,  permanently  locked,  giving  a  full 
width  between  the  balls,  and  oil  retain- 
ing in  a  marked  degree.  I  should  like 
to  see  a  couple  of  American  refinements 
added  in  the  form  of  ball  retainers  and 
dust  excluding  washers.  The  type  of  ball 
race  usually  adopted  is  a  two  point  type 
Y/ith  radial  points  of  contact,  60  degrees 
to  the  axis.  I  would  call  your  attention 
to  the  locking  device  in  the  B.  S.  A. 
bracket.  If  you  loosen  the  nut  at  the 
bottom  of  the  cup,  and  give  the  disc  a 
turn,  you  will  find  that  the  cotter  pin 
will  free  itself. 

Plain  Crank  Shafts.  ' 

You  will  notice  that  solid  axles  are 
used  in  both  of  the  bottom  brackets  sent 
you.  These  axles  can  be  formed  upon  a 
full  automatic  screw  machine,  or  for  mod- 
erate outputs  can  be  economically  pro- 
duced on  hand  capstans,  although  I  am 
sorry  to  say  many  concerns  are  content 
to  turn  them  with  ordinary  slide  rest 
lathes.  The  B.  S.  A.  Co.  turns  them  on 
heavy  lathes  of  a  type  peculiar  to  its 
own  shops.  An  ordinary  turning  tool  is 
used,  but  the  lathe  is  entirely  self-act- 
ing, although  not  automatic  in  its  feed  of 
material.  In  this  instance,  as  in  others, 
where  turning  tools  are  used,  the  axle  is 
made  of  a  steel  forging.  The  axles  are 
usually  case  hardened  all  over,  but  only 
ground  on  the  ball  races.  In  some  shops 
the  bar  is  cut  into  lengths,  and  a  deep 
groove  of  the  section  suitable  to  form 
the  ball  races  is  turned  at  the  two  points 
of  contact.  The  bar  is  then  carbonized 
all  over,  after  which  the  superfluous  met- 
al at  the  ends  and  in  the  center  is  turned 
off,  thus  leaving  the  grooves,  now  form- 
ing the  ball  races,  carbonized,  while  the 
rest  of  the  axle  has  a  less  cohesive  na- 
ture. You  will  readily  see  that  when  this 
axle  is  hardened  and  tempered  the  only 
portion  that  will  be  file  proof  will  be  the 
wearing  parts,  the  rest  of  the  axle  being 
comparatively  soft.  This  is  excellent  prac- 
tice, although  for  ordinary  commercial 
output  somewhat  superfluous,  as  the 
number  of  axles  which  break  is  almost 
infinitesimal.  The  discs,  or  cups,  to  use 
the  expression  more  readily  understood, 
are  always  turned  on  automatic  screw 
machines,  excepting  in  the  case  of  small 
outputs,  when  hand  capstans  are  used. 
There  is  a  slight  tendency  displayed  at 
the  present  time  which  may  possibly  re- 
sult in  a  movement  of  considerable  im- 
portance, towards  devising  a  cup  adjust- 
ing bearing  in  which  there  will  be  no  ne- 
cessity for  threading  the  outside  of  the 
cups.  This  will,  of  course,  enable  the 
cup  to  be  ground  all  over.  The  consum- 
mation of  this  improvement  would  result 
in  a  refinement  of  considerable  value. 

You  will  probably  be  somewhat  struck 
with  the  appearance  of  the  square  cranks 
of  the  sample  sent.  This  is  usually  put 
down  to  the  inherent  conservatism  of  the 
English  bicycle  maker.  As  a  matter 
of  fact,  it  is  in  strict  accordance  with 
the  demands  of  the  English  public,  and 
the  traditions  of  the  English  engineer. 
Round  cranks  were  formerly  furnished, 
but  a  distinct  preference  has  always  been 
shown  for  the  square  type. 

Split  Crank  Byes  Disappearing. 

The  cotter  pin  is  still  almost  universal 
on  this  side,  but  I  think  it  both  unme- 
chanical  and  expensive,  although  it  gives 
practically  no  trouble  when  fitted  in  the 
manner  evidenced  in  the^tting  sent  you. 
You  will  notice  that  the  B.  S.  A.  crank 
is  split  at  the  pedal.  I  am  convinced  that 
this  is  a  mistake,  and  that  the  principle 
is  being  rapidly  superseded  by  that  adop- 
ted Ijy  American  manufacturers. 


The  other  bottom  bracket  which  you 
have  received  is  made  in  a  plant  which 
is  to  all  intents  and  purposes  an  Amer- 
ican factory.  Like  many  other  English 
shops  so  equipped,  the  nature  of  the  tools 
is  but  poorly  understood,  consequently 
the  quality  of  the  output  does  not  com- 
pare with  that  of  the  B.  S.  A.,  which  shop 
is  essentially  a  European  shop.  There 
are,  however,  some  points  of  design  I 
should  like  to  call  your  attention  to.  In 
the  first  place  you  will  note  that  the 
cranks  are  fitted  very  close  to  the  bot- 
tom bracket  face.  This  is  undoubtedly 
good;  one  of  the  grave  faults  of  the  cup 
and  cone  bearing,  which  was  once  uni- 
versal here,  and  is  still  common  in  Amer- 
ica, is  that  a  considerable  amount  of 
room  is  wasted  between  the  crank  and 
bottom  bracket. 

f Sprocket  Wlieels  Always  Detachable. 
I  would  also  call  your  attention  to  the 
banjo  type  of  chain  wheel  attachment. 
This  method  is  more  usually  found  on 
factory  bicycles  than  on  component  parts. 
In  fact,  the  bracket  in  question  is  the 
only  separate  fitting  which  I  could  ob- 
tain to  send  you.    It  is,  however,  so  large- 


''fic  Cyi::Lt.  /lot^ 


ly  used  by  bicycle  makers  that  it  is  worth 
your  serious  consideration.  You  will  no- 
tice that  the  chain  wheels  with  us  are 
always  detachable  and  interchangeable. 


GERMAN  FIRE  CYCLE 


Four-Wheel  Hose  Vehicle  Driven  By  Two  Men — Is 
Light  and  Speedy — Apparatus  Carried. 


While  the  bicycle  has  never  been 
brought  into  more  than  experimental  use 
in  this  country  as  an  aid  to  fire  depart- 
ment work,  German  fire  apparatus  build- 
ers have  for  several  years  given  this  line 
of  improvement  considerable  attention. 
One  of  the  most  recent  results  of  their 
labors  is  a  fire  department  cycle  which, 
though  it  may  be  imperfect  in  many  de- 
tails, is  said  to  be  very  efficient  in  the 
accomplishment  of  its  intended  purposes. 

It  is  a  four-wheel  truck,  with  a  low, 
compact  superstructure,  is  fully  equipped 
as  an  engine  and  has  a  complete  outfit 
of  life-saving  apparatus.  The  wheels  have 
solid  rubber  tires,  it  is  operated  by  two 
firemen,  sitting  tandem,  and  runs  rap- 
idly on  good  roads,  while  its  handling 
and  maneuvering  is  extremely  simple. 
The  firemen  having  the  one  in  charge  at 
Gruenewald,  a  suburb  of  Berlin,  recently 
covered  a  mile,  made  the  hydrant  attach- 
ment and  were  at  work  in  something  less 
than  five  minutes. 

The  bicycle  engine  carries  the  follow- 
ing tools  and  implements,  stowed  snugly 
away,  and  each  held  securely  in  place: 
One  life-saving  sack,  four  water  gauges, 
one  heavy  woolen  cloth  or  blanket;  one 
pickaxe,  one  hydraulic  key,  one  standpipe 
or  nozzle,  one  spraypipe  or  nozzle,  one 
spade,  one  adjustable  rope  and  hooked 


ladder,  one  life  line,  one  leather  pouch 
with  life-saving  gun  and  line,  one  medi- 
cine chest,  with  bandages  and  drugs;  one 
smoke  mask,  with  vinegar  and  ammonia 
in  bottles  and  leather  pouch;  one  bell, 
one  lantern  and  sixty  feet  of  hose,  one 
tool  chest  and  one  torch.  The  weight  of 
the  machine  itself  and  all  it  carries  is 
377  pounds,  and  the  price  of  the  entire 
outfit  is  $275. 

DROP  FRAHES  IN  THE  SOUTH 


Their  Common  Use  by  All  Members  of  the  Family 
Explains  a  riystery. 


"In  central  Florida  everyone  rides  the 
drop  frame  woman's  pattern  of  bicycle. 
The  machine  is  a  piece  of  property  com- 
mon to  the  household,  like  the  dining 
table  and  the  dog.  It  belongs  to  no  one 
in  particular  and  all  use  it,"  says  a  cyclist 
who  recently  returned  from  a  sojourn  in 
the  flowery  peninsula.  "This  custom  is 
not  confined  strictly  to  the  'crackers,'  for 
some  of  the  more  prosperous  of  the 
farming  classes  and  villagers  follow  it. 
The  cycle  there  is  more  a  vehicle  of 
utility  than  in  the  North,  speaking  in  a 
general  way.  It  is  employed  for  visit- 
ing and  shopping  much  more  faithfully 
than  in  the  cities.  The  riding  is  over 
shell  and  clay  road  and  is  very  fair; 
some  of  the  roads,  in  fact,  are  ideal,  be- 
cause the  clay  packs  as  hard  and  smooth 
as  cement. 

"This  is  all  true  m  other  parts  of  the 
South  besides  Florida,  from  what  I  can 
gather,  and  it  explains  the  wonderful  in- 
crease in  the  production  and  sale  of  wo- 
men's bicycles  which  has  puzzled  makers 
of  and  dealers  in  these  machines  for  two 
or  three  years. 

"In  1897  and  1898  the  sales  of  women's 
drop  frame  machines  increased  greatly. 
There  was,  sure  enough,  a  big  increase  in 
the  number  of  women  riders,  but  it  was 
not  suflBcient  to  account  for  the  dispro- 
portion of  the  sales  in  the  two  kinds  of 
machines.  You  have  no  doubt  seen,  as  I 
have,  men  who  go  riding  on  Sundays 
only  and  use  a  drop  frame — ^the  machines 
they  bought  for  their  wives,  who  use 
them  on  week  days,  and  it  is  not  an  un- 
common circumstance,  either.  Still,  there 
is  not  enough  of  that  sort  of  thing  done 
in  the  North  to  make  any  appreciable 
difference  in  the  proportion  of  sales, 
which  must  therefore  be  attributed  to  the 
very  general  use  of  the  drop  frame  in  the 
South." 


Working  Overtime. 

The  most  important  element  on  the 
flnancial  side  of  the  question  of  overtime 
work  is  that  of  wages,  says  the  Iron  Age. 
This  is  the  only  item,  too,  which  is 
known  with  absolute  certainty;  all  the 
others  which  go  to  make  up  a  cost  sheet 
are  subject  more  or  less  to  judgment. 
The  lighting  and  heating  of  the  shop  for 
night  work  and  the  cost  of  the  lessened 
production,  hour  by  hour,  as  compared 
with  day  work,  can  only  be  ascertained 
approximately.  Another  uncertain  and 
yet  essential  item  is  the  cost  of  correct- 
ing blunders  made  during  night  work. 
I  ne  lighting,  heating  and  power  accounts 
are  not  subject  to  much  variation.  Most 
shops  pay  larger  wages  for  overtime 
work.  If  the  men  receive  a  time  and 
a  half  for  night  work,  then  the  labor 
expense  is  increased  50  per  cent,  and  as 
this  is  the  most  important  single  item, 
its  effect  upon  the  total  cost  is  signifi- 
cant. 

Toronto's  cycling  population  last  year 
was  estimated  at  25,000,  and  it  is  thought 
the  reduction  in  prices  of  bicycles  and 
improvement  of  streets  will  increase  the 
number  by  half  the  coming  season. 


Midnight  cycle  rides  are  becoming  pop- 
ular in  Australia. 


The  Cycle  Age  and  Trade  Review 


515 


"WAS  EVER  THE  LIKE  BEFORE?'' 


THE  EVER  VICTORIOUS 

ELDREDGE 


SCORES  STILL  ANOTHER  GREAT  VICTORY 


At  San  Francisco  Six  Day  Race 

February  12-18,  1899, 

in  which  event  THREE  RIDERS  of 


Eldredge  Bicycles 


fitted  with 


Eldredge  Tires 


TOTALLY  ECLIPSED  ALL  FORMER  RECORDS 

Chas.  W.  Miller,  Long  Distance  Champion 
"Teddy"  Hale,  European  Champion 

Louis  Gimm,  24-Hour  Champion 

New  World's  Record  and  First  Place  by  Miller,  2^192%  Miles;  supposedly 
impossible  feat  made  easy  by  riding  the  ever  unfailing  Eldredge. 


Six  Day  Eace,  New  York,  1897, 


First  Place  and  World's  Eecord 


Look  at  this  list  of 
uninterrupted 
Eidredge  Victories: 


Three  Day  Bace,  Paris,  France,  1898,  First  Place  and  World's  Record 


Six  Day  Race,  New  York,  1898, 


First  Place  and  World's  Record 


24  Hour  Race,  New  York,  1898, 


First  Place  .  • 


Would  a  poor 
Bicycle  do  It? 


Six  Day  Race,  San  Francisco,  1899,       First  Place  and  World's  Record 


NATIONAL  SEWING  MACHINE  CO 

FACTORY  AND  PRINCIPAL  OFFICE: 

BELVIDERE,        -        ILLINOIS 


EASTERN  OFFICE: 
898  Broadway,  cor.  20tli  Street,  New  York  City, 


CHICAGO  OFFICE: 
49-5  J  Jackson  Boulevard,  bet.  State  and  Wabash. 


"WE  MAKE  WHEELS,  TOO. 


ff 


516 


The  Cycle  Age  and  Trade  Review 


COnnERCE  IN  FOREIGN  HARKETS 


Since  a  few  of  our  cycle 

CYCLE  SALESMEN    makers     have     traveling 
IN  SOUTH  salesmen  in  South  Amer- 

AMERICA  ica,  and  they  are  meeting 

with  success,  it  is  a  mat- 
ter of  considerable  interest  to  know  the 
general  methods  by  which  they  have 
reached  that  success.  One  who  has  trav- 
eled all  over  South  America  says  that  a 
knowledge  of  Portuguese  is  indispensable 
in  Brazil.  Spanish  will  do  in  every  other 
place. 

The  combination  of  requirements  val- 
uable to  the  foreign  salesman  is  the  pos- 
session of  a  reflned,  gentlemanly  bearing, 
habitual  politeness,  and  the  patience  to 
endure  with  complaceDcy  all  kinds  of  de- 
lays and  postponements.  A  gentlemanly 
bearing  and  suave  manners  are  two 
strong  inherited  characteristics  of  the 
Latin-American,  and  it  is  by  these  traits 
that  foreigners  are  usually  judged.  Po- 
liteness costs  nothing  and  brings  fair 
returns  in  any  country,  but  in  no  portion 
of  the  world  are  the  returns  greater  than 
in  South  America.  It  is  not  only  the 
means  of  saving  many  dollars  in  the 
course  of  a  trip,  but  the  exercise  of  this 
virtue  invariably  secures  attentions  and 
valuable  services  which  money  cannot 
buy. 

South  Americans  also  give  dresis  great- 
er prominence  in  the  make-up  of  the  man 
than  we  do.  They  are  prone  to  judge  a 
man  more  by  his  clothes  than  we  do,  and 
it  is  therefore  well  worth  while  catering 
to  these  ideas.  Flashy  clothes  of  loud 
patterns,  and  in  fact  light  colored  cloth- 
ing of  any  description,  are  considered  bad 
taste.  South  Ameirican  gentlemen  dress 
in  very  subdued  shades,  black  being  the 
favorite  color.  The  long  frock  coat  and 
silk  hat  are,  by  the  way,  two  indispensa- 
ble articles  of  a  South  American  mer- 
chant's wardrobe  and  are  worn  at  any 
time  during  the  day.  This  is  a  point  to 
be  remembered  by  every  salesman  who 
expects  to  travel  there.  To  be  dressed 
beyond  the  criticism  of  your  customer  is 
a  point  to  your  advantage. 

The  bluff,  boisterous  mannerisms  of  a 
fair  proportion  of  our  commercial  travel- 
ers are  not  understood  much  farther 
south  than  the  Rio  Grande.  In  Latin- 
A-merica  it  is  falsely  interpreted  as  an 
evidence  of  a  limited  education  and  a 
lack  of  refinement.  This  is  also  a  fact 
worth  remembering.  But  by  far  the  most 
trying  phase  of  commercial  traveling  in 
South  America  to  the  American  charac- 
ter is  the  slowness  with  w'hich  the  re- 
sults are  accomplished  and  the  excessive 
delays  one  has  tb  put  up  with  on  every 
hand. 

'lae  ix  u  s  s  i  a  n  machine 
DEVELOPMENT  works  are  not  yet  able  to 
OF  RUSSIAN  fuiiy  supply  the  wants  of 
MANUFACTORIES  the  country,  but  no  doubt 
within  a  short  period 
Russia  will  be  almost  independent  of  for- 
eign aid  in  this  respect,  as  every  year 
large  and  well-equipped  works,  supplied 
with  an  abunaance  of  capital,  are  erected 
in  that  country,  mostly  by  English,  Ger- 
man, Belgian  and  French  capitalists  or 
stock  concerns.  The  success  of  these 
works  is  guaranteed  just  now  by  the  large 
government  orders  for  supplies  for  the 
Siberian  and  other  roads,  and  also  by  the 
great  demand  for  machinery  of  all  kinds  . 
throughout  the  country.  The  high  im- 
port duty  affords  protection  to  all  such 
undertakings.  So  far,  Russia  has  not 
been  able  to  export  any  machinery  or 
products  of  technical  industry,  but  this 
industry  is  progressing  rapidly.  There 
is  still  a  decided  lack  of  skilled  labor. 


while  there  are  plenty  of  able  and  well- 
educated  engineers. 

The  government  aids  the  erection  of  in- 
dustrial establishments  in  all  parts  of  the 
country,  with  the  view  of  making  Russia 
independent  of  foreign  countries,  decreas- 
ing the  importation  of  foreign  goods  and 
sustaining  home  industry. 

The  present  policy  differs  from  the  one 
pursued  in  former  years  in  that  most  of 
the  large  stock  concerns  for  manufactur- 
ing machines,  railroad  supplies,  etc., 
which  have  come  into  existence  during 
the  last  four  or  five  years  are  controlled 
by  foreigners  who  formerly  were  almost 
prohibited  from  investing  their  money 
in  this  manner. 

A  Chicago  wheelman,  who 
CYCLE  TRADE       has    spent   several   years 
IN  SOUTH         traveling  about  the  world 
AMERICA  on  liis  bicycle,  gtates  that 

the  trade  in  bicycles  in 
South  American  countries  has  been  much 
exaggerated  in  the  American  press.  Bue- 
nos Ayres  struck  him  as  the  best  field,  as 
the  roads  are  very  fine,  as  a  rule,  and  the 
use  of  bicycles  is  bound  to  become  as 
prevalent  as  in  this  country.  The  cli- 
mate, too,  is  very  much  like  our  own. 
While  British  and  German  machines  have 
been  having  the  call,  the  buyers  have  re- 
cently taken  up  American  bicycles,  which 
are  driving  the  others  out  of  the  field. 

In  Colombia  and  Venezuela  very  few 
bicycles  are  used,  and  in  Ecuador  hardly 
any.  In  Peru  they  have  some  sale  in  the 
cities  as  luxuries,  but  in  none  of  these 
countries  will  the  use  of  bicycles  become 
at  all  general,  he  thinks,  as  there  are  no 
roads,  and  owing  to  the  revolutionary 
tendencies  of  the  people. 

In  British  Guiana  the  gold  fields  are 
producing  great  wealth,  particularly  those 
near  Demerara,  and  the  prosperous  resi- 
dents of  that  town  ride  bicycles,  even  on 
the  comparatively  poor  roads,  which  are 
now  being  improved.  In  the  Barbados 
there  are  a  great  many  riders,  and  the 
number  is  rapidly  increasing  in  Jamaica. 


A  dead  set  seems  to  have 
CHAIN  WHEEL       been  made  in  some  quar- 
SHROUDS  ters   in   England   against 

ABROAD  the     shroud     on     chain 

wheels,  and  the  elimina- 
tion of  this  long  standing  feature  in  cycle 
construction  would  certainly  be  accom- 
panied by  some  great  advantages.  At  the 
same  time  it  would  be  futile  to  throw 
it  out  on  the  grounds  of  its  faults  alone, 
and  it  may  easily  be  seen  that  it  has 
many  great  advantages,  while  its  com- 
petitor for  favor,  the  umshrouided  wheel, 
has  also  many  disadvantages.  These  ad- 
vantages and  disadvantages  have,  we  be- 
lieve, been  rather  neglected,  and  a  rush 
has  been  made  for  the  unshrouded  wheel 
without  taking  into  proper  consideration 
the  relative  merits  of  the  two  systems. 
It  is  a  question  upon  which  opinion  is 
very  greatly  divided,  and  capable  men  in 
the  cycle  trade  are  at  present  holding 
very  different  views  of  the  question. 


At  the  South  African  industrial  and  art 
exhibition  which  opened  December  15  in 
Grahamstown,  the  exhibit  of  bicycles  is 
large  and  consists  principally  of  English 
manufactures,  the  only  American  machine 
being  curiously  examined.  The  United 
States  stands  second  in  the  imports  of 
bicycles  into  this  country. 


In  Brussels  the  police  have  an  exhibi- 
tion of  stolen  bicTcles. 


A  decision  recently  ren- 
GYCLE  dered.  by    the    Japanese 

PATENTS  IN         patent  bureau  is  of  great 
JAPAN  importance   tO'  American 

cycle  investors,  as  it  de- 
cides that  no  foreign  patent  which  has 
had  prior  registration  in  another  coun- 
try can  be  registered  in  Japan.  This 
would  seem  to  show  that  protection  sup- 
posed to  be  enjoyed  by  foreign  inventors 
under  existing  treaties  does  not  exist,  as 
the  provisions  of  these  treaties  are  whol- 
ly inapplicable  to  the  patents  already  in 
existence,  any  of  which  can  still  be  pi- 
rated in  Japan. 

A  protest  was  filed  on  behalf  of  a  Brit- 
ish subject  against  the  refusal  by  the 
patent  examiners  of  his  application  for 
a  patent  on  a  bicycle  improvement.  The 
examiners  had  refused  registration  on 
the  ground  that  the  machine  in  ques- 
tion was  identical  with  one  which  the 
applicant  had  patented  in  the  British 
patent  office  in  1895.  It  was  argued  that 
although  the  invention  was  published 
in  the  British  official  patent  reports  on 
February  3,  1897,  the  applicant  did  not 
receive  a  copy  of  the  report  in  question 
until  April  6  in  the  same  year,  and  the 
application  for  the  patent  in  Japan  was 
lodged  on  the  following  day  (April  7). 
Thus  there  v/as  not  sufficient  time  for  the 
said  report  to  be  circulated  in  Japan.  It 
was,  therefore,  impossible  to  say  that 
the  invention  in  the  application  was  al- 
ready for  public  use  in  Japan  before  the 
application  for  the  patent  was  made.  Af- 
ter examining  all  the  documents  concern- 
ing the  application  the  following  judg- 
ment was  given: 

"The  point  in  dispute  in  this  case  was 
whether  an  invention  patented  in  a  for- 
eign country  before  the  application  had 
been  made  in  Japan  for  a  patent  could 
or  could  not  be  patented  in  Japan.  The 
applicant  maintained  that  an  invention 
patented  in  a  foreign  country  and  pub- 
licly known  was  not  publicly  known  as  in- 
tended in  Clause  3  of  Article  II  of  the 
patent  law,  and  that  he  was  not  preclud- 
ed, therefore,  from  obtaining  patent 
rights  in  Japan.  But  an  invention  which 
has  been  publicly  made  known  before  the 
date  of  the  application,  from  whatsoever 
cause,  excepting  for  the  purpose  of  ex- 
periment, cannot  be  granted  patent 
rights  (in  Japan).  An  invention  which 
has  been  patented  and  publicly  made 
known  in  a  foreign  country  cannot  be 
said  to  have  been  made  known  to  the 
public  through  experiments.  A  patent 
in  a  foreign  country,  therefore,  cannot 
be  regarded  as  coming  under  Clause  3  of 
Article  II  of  the  patent  law. 

"The  applicant  further  maintained  that 
the  term  'public  use'  applied  only  to  the 
district  under  the  laws  which  have  force 
within  the  jurisdiction  of  the  patent  bu- 
reau granting  the  application.  But  an  in- 
vention which  has  been  publicly  made 
known  will  naturally  be  known  to  the 
public  generally,  so  that  the  district  can- 
not be  limited  excepting  where  restric- 
tions are  specifically  made  by  laws  or 
treaties.  The  invention  in  this  applica- 
tion was  patented  in  the  British  patent 
bureau  in  1895  and  published  in  the  Brit- 
ish official  patent  reports  issued  on  Feb- 
ruary 3,  1897.  It  was,  therefore,  evident 
that  the  invention  was  in  'public  use,' 
within  the  meaning  of  the  Japanese  pat- 
ent law,  and  the  examiners  were  justi- 
fied in  refusing  to  grant  a  patent  for  the 
invention.  For  the  reason  above  cited, 
the  bureau  upholds  the  decision  of  the 
examiners." 


Vol.  XXII.    No,  J7. 


THE  CYCLE  AGE  OFFICE. 


February  23,  1899. 


MODERN  BICYCLE  REPAIRS 


SPLENDID  WORK  NOW  READY  FOR  PUBLICA= 
TION  BY  THE  CYCLE  AGE 


It  Will  Embrace  All  the  Practical   Sugges- 
tions AVhich  Practical  Men  Have  Been 
Able  to  Furnisli— Will  Con- 
tain 100  Illustrations 


It  may  be  said  with  perfect  truth  that  no 
repairer,  he  his  shop  great  or  small,  can  afford 
to  miss  the  valuable  matter  contained  in 
"Modern  Bicycle  Eepairs." 

It  will  be  published  by  The  Cycle  Age, 
and  ready  for  delivery  a  week  hence. 

The  book  is  illustrated  in  a  workmanlike 
style.     More  than  one  hundred  illustrations. 

The  following  brief  extract  of  its  contents 
will  furnish  an  idea  of  its  character  : 

CHAPTER  1— REPAIRS,  OR  REPLACEMENT 

First  equipment  of  the  shop.  A  study  of 
economical  methods.  Illustrations  of  good 
and  had  methods.  List  and  cost  of  tools 
and  fittings.      Use   of  assembling  jacks. 

CHAPTER  2— WHEELS  AND  COMPONENT  PARTS 

Purchase  of  spokes,  sizes  to  buy  and  how 
to  keep  them.  Eims;  tools  for  spacing 
and  drilling.  Inexpensive  truing  jigs. 
To  repair  broken  spoke  holes  in  huhs. 
Nipple  grips.  Eeplacing  cups  and  cones. 
To  braze  a  split  cone.  . 

CHAPTER  3— FRAME  AND  FORKS,  BRAZERS 
AND  BRAZING 

To  braze  without  spoiling  enamel.  Three 
ways  to  repair  broken  tube.  Broken  lugs, 
fork  ends  and  fork  stems.  Dangers  of 
twisted  forks.  Truing  a  frame.  Selection 
of  a  brazer. 

CHAPTER  4— REMODELING  OF  FRAMES 

Computing  the  cost.  Catting  down  frames. 
Changes  of  all  sorts  in  tingles  and  tandems. 

CHAPTER  S— THE  CRANK  HANGER 

Eemodeling.  Loose  cranks.  Buckled 
tandem  sprockets.  Two-piece  construction. 

CHAPTER  6— THE  STEERING  HEAD 

Broken  crown  cones.  A  question  of  solder. 
Fixing  loose  cones.  Squeaking  steering 
heads.     Eust  on  nickel. 

CHAPTER  7— SEAT  POSTS  AND  HANDLE  BARS 

Broken  parts.  Internal  expanders.  The 
flashing  of  tubing.     Ways  of  bending  bars. 

CHAPTERS— HINTS  ON  THE  ART  OF  ENAMELING 

Necessary  equipment.  Keepiog  of  enam- 
els. Coating  and  baking.  Two  and  three 
color  work. 

CHAPTER  9— SADDLES  AND  PEDALS 

Springs  and  clamps.  Eepairing  pneumatic 


saddles.     Eattan  lacing.     To  make  pom- 
mel clip.      Broken    springs.     Difficulties ' 
of  pedal  repairs  and  how  to  overcome  them. 

CHAPTER  10— BUILDING  FRAMES  FROM  COM= 
PONENT  PARTS 

Should  be  undertaken  by  men  of  experi- 
ecce  only.  A  variety  of  patterns.  Cor- 
rect angles.  Dimensions.  Cheap  man- 
drels and  their  uses. 

CHAPTER  II— PURCHASING  PARTS  FOR  SPECIAL 
WORK 

Ingenuity  of  great  value;  examples.  Meth- 


5\ 

k 

¥ 

ods  by  which  many  parts  may  be  made  of 
unexpected  value. 

CHAPTER    12— EXPERIMENTING     WITH    CON= 
STRUCTION 

Eepairmen  best  suited  to  devise  practical 
improvements.     Value  of  their  ideas. 

CHAPTER  13— MECHANICAL  POWER  IN  THE 
SHOP 

Practical  advantages.     Cheapest  forms  of 
motors.     Installation.     Floor  plan. 

CHAPTER  H— MISCELLANEOUS   REPAIRS  AND 
SUGGESTIONS. 

CHAPTER  IS— TIRE  REPAIRS 

According  to  tire  construction.     Method 
for  each  kind  described. 

Price  to  Cycle  Age  Subscribers,  One  Dollar; 
to  all  others,  Two  Dollars.  Order  at  once. 
First  come,  first  served. 


M 
M 
M 
^ 
^ 
^ 
^ 
^ 


^ 
^ 
^ 
^ 
^ 
W 


"Cycle  Ad-ages"  has  been  se- 
lected as  the  most  appropriate 
title  for  this  page.  It  was  sug- 
gested by  Mr.  George  Wilcox, 
of  51-71  Taylor  Street,  Spring- 
field, Mass.,  to  whom  a  check 
has  been  mailed  in  accordance 
with  last  week's  offer. 

Other  suggestions  received  were: 
Our  Own  Affairs,  Something  About 
Ourselves,  Our  Way  of  Thinking, 
We'll  Tell  You  All  About  It,  What 
We  Do,  Where  We  Come  In,  Open 
Court  of  Cycle  Age,  Cycle  Aee  and 
Counsel,  Forum  and  Council,  Cycle 
Age  Council  lable.  Cycle  Age  For- 
um, Among  Ourselves,  Between  U 
and  Us,  Our  Mutual  Interest,  Spark- 
ulets,  Multum  in  Parvo,  Our  Horn, 
Cycle  Age  Pointers,  Practical  Point- 
ers, Orisinal  Cycle  Sayings,  Cycle 
Adlets,  Plain  Talks,  Our  Little  Cor- 
ner, A  Page  to  Ourselves,  Our  Bene- 
fit Your  Benefit,  Have  You  Bead 
This,  Always  Interesting,  The  Puf- 
ifiy.  Our  Own  Business,  Oh  !  Listtn 
To  the  Band. 

—And  they  are  still  coming. 


$25  FOR  AN  IDEA ! 

THERE  IS   ONE  WEEK  LEFT  IN 
WHICH   TO  EARN  IT! 

The  CYCLE  AGE  will  pay  its 
Subscribers  to  Tell  how  it  can 
best  Please  them. 

The  best  Answer  to  the  fol= 
lowing  Question  received  at  the 
CYCLE  AGE  Office  before 
riarch  1st  is  worth  $25  ta 
the  Subscriber  who  sends  it: 


Suppose  you  were  the  Editor  of 
the  CYCLE  AGE,  what  changes, 
if  any,  would  you  make  and  why. 


Would  you 


(Enlarge  any  Department? 
Decrease  any  Department? 
Omit  anything  it  now  Prints  ? 
Add  anything? 

f  The  Illustrations? 
Do  yon  like   \  The  "Information  for  Buyers?'' 
(.The  Motor  Car  matter? 

The  Sport  Department? 
The  facts  about  America's  In- 
creasing Foreign  Trade  ? 
For  Amusement  or  Information? 


{ 
Do  you  read   \ 

I 


SATISFIED  ADVERTISERS 

You  certainly  have  ffot  the  wires  mov- 
ing for  us  iu  this  business,  for  we  have 
been  and  are  yet  answering  letters  which 
say,  "  Saw  it  in  The  Cycle  Age." 

LONG  BEAM  LAMP  CO. 

Hillsboro,  Ohio. 


THE  BUSINESS  END  WON 


An    Attempt    to    Prejudice   Subscribers    and 
Wliat  Came  of  It. 

Some  time  ago  a  contemporary  took  advan- 
tage of  a  paragraph  in  a  correspondent's  letter 
and  endeavored  to  show  that  The  Cycle  Age 
was  not  interesting  to  agents. 

The  corresponderrt  was  an  agent  out  in 
Oregon. 

The  Cycle  Age  respects  the  opinion  of 
every  reader.  It  therefore  placed  before  the 
one  in  question  a  few  facts  concerning  the 
value  of  the  paper. 

Being  a  sensible  man  he  saw  the  point  This 
is  what  he  says: 

^^ Trade  developments  and  mechanical  items  in- 
terest me  as  they  do,  or  ought  to  do,  every  agent. 
If  you  have  not  sent  papers  every  week  please  send 
back  numbers  at  once. ' ' 

And  here  is  another  quotation  from  the  same 
letter  which  speaks  for  itself: 

^ '  You  7nay  enter  my  subscription  to  The  Cycle 
Age.     I  enclose  ^2. 00  to  pay  for  same, ' ' 


518 


The  Cycle  Age  and  Trade  Review 


PUBLIC'S  THIRST  FOR  FACTS 


French   Buyers  of  Motor  Vehicles  Demand  Description  of 
Vital  Principles  of  Construction 


That  the  fear  of  imitators  which  im- 
pels manufacturers  to  surround  the  con- 
struction of  motor  vehicles  with  as  much 
secrecy  as  possible  often  brings  about 
exactly  the  opposite  result  of  that  which 
was  intended,  is  the  contention  of  a 
French  writer  in  the  technical  automo- 
bile press  who  often  finds  himself  hamp- 
ered by  the  mystery  cult  of  motor  vehicle 
constructors. 

He  reasons  plausibly  that  full  publicity 
in  regard  to  every  detail  is  the  only 
means  by  which  the  public  can  be  made 
to  distinguish  between  originators  and 
imitators,  and  that  it  always  favors  the 
former  when  the  case  is  clear.  He  also 
holds  that  the  public  must  ultimately 
learn  to  understand  the  whole  mechanism 
of  a  commodity  which  is  destined  to  be- 
come so  common  as  motor  vehicles  and 
will  not  consent  very  long  to  purchase 
any  vehicle  whose  construction  is  not 
laid  bare. 

Apache  TiTlcks  With  Patents. 

"It  was  formerly  the  fashion,"  he 
writes,  "for  a  constructor  to  conceal  as 
much  as  possible  the  real  functions  of  his 
mechanical  arrangements.  Actuated  by 
the  idea,  which  is  perfectly  correct,  that 
it  is  nearly  always  easy  to  circumvent  a 
patent,  and  under  the  impression — which 
is  less  correct — that  all  competitors  were 
watching  his  movement  and  were  ready 
to  copy  his  work,  he  resorted  to  all  sorts 
of  Apache  tricks.  To  put  the  imitator  on 
the  wrong  track  he  adopted  a  policy  of 
mystification,  gave  false  description  of 
his  mechanism  in  his  patent,  took  out  an 
insignificant  patent  in  his  own  name  and 
caused  some  obscure  stool-pigeon  to  take 
out  the  real  one  which  nobody  would  then 
take  the  trouble  of  investigating  under 
the  unknown  name. 

"For  a  long  time  the  technical  press 
was  under  these  circumstances  very 
meagerly  fed  with  facts  and  was  reduced 
to  doing  unsatisfactory  work. 

The  Kind  of  Description  Wanted. 

"Lately  a  number  of  manufacturers 
have  discovered  their  error  and  are  will- 
ing to  furnish  diagrams  showing  the 
principal  organs  of  their  vehicles  and 
complete  explanations  of  their  functions, 
and  the  result  is  that  in  these  instances 
the  press  can  do  justice  to  their  con- 
structions by  indicating  clearly  on  what 
points  each  vehicle  shows  originality  and 
differs  from  other  vehicles  in  the  market. 
To  do  more  and  describe  each  bolt  and 
nut  in  a  vehicle  would  be  pedantic.  No 
capable  journal  will  consider  it  advisable 
to  describe  in  forty  columns  those  minor 
points  which  a  twenty  minutes  personal 
examination  would  make  much  more 
clearly  understood.  Abundance  of  details 
on  unimportant  points  is  likely  to  ob- 
scure the  real  point  at  issue  and  give 
readers  false  impressions.  Details  are 
liable  to  be  changed  at  any  time  and  the 
most  minute  description  of  them  cannot 
take  the  place  of  practical  examination, 
while  the  practical  examination  easily 
takes  the  place  of  all  detailed  description. 
What  the  technical  press  wants  is  the 
principle  of  the  mechanism  apart  from 
all  minor  details  of  execution. 

Public  is  Growing  Critical. 

"The  small  number  of  vehicle  con- 
structors who  still  hesitate  to  furnish 
descriptions  of  this  character  should  rea- 


lize that  the  public  attitude  to  motor  con- 
struction is  undergoing  rapid  transforma- 
tion through  the  information  which  no- 
body can  prevent  them  from  obtaining 
when  motor  vehicles  are  sold  in  the  open 
market.  This  public  which  formerly  re- 
ceived with  confidence  the  emphatic  de- 
clarations which  served  for  descriptions, 
now  demand  to  know  why  and  wherefore 
a  new  pattern  of  vehicle  is  'new'  and 
what  claims  it  has  on  their  patronage. 

"Only  the  other  day  a  constructor  told 
the  writer  that  a  lay  purchaser  of  a  ve- 
hicle, who  would  not  ordinarily  have  been 
consideied  a  competent  judge,  made  a 
criticism  of  his  purchase  which  proved 
so  eminently  correct,  that  the  change 
which  was  made  to  satisfy  him  was  Sub- 
sequently incorporated  in  all  vehicles  of 
the  same  pattern. 

"When  such  things  can  happen  it  is 
painful  to  receive  information  about  a 
new  vehicle  about  as  follows:  'We  send 
you  herewith  photograph  of  our  vehicle 
for  publication.  We  don't  wish  to  pub- 
lish details.  State  only  that  the  vehicle 
mounts  eighteen  percent  gradients  read- 
ily at  a  speed  of  ten  miles  per  hour  and 
costs  only  three  cents  to  operate  per 
mile.' 

nost  Described  Vehicles  flostly  Sold. 

"It  is  readily  understood  that  it  is  not 
always  advisable  to  be  in  a  great  hurry 
about  giving  descriptions;  but  they 
should  not  be  concealed  indefinitely. 

"Are  not  the  most  'described'  vehicles 
also  those  which  are  most  readily  sold? 
The  public  is  invariably  inclined  to  mete 
out  justice  to  mere  imitators  and,  rather 
than  purchase  from  a  house  which  copies 
the  designs  of  others,  applies  to  the  ori- 
ginators who  have  the  advantage  of 
longer  experience. 

"In  order  to  thwart  infringers  by  se- 
crecy it  would  be  necessary  not  only  to 
withhold  descriptions  but  also  to  refuse 
to  sell  the  vehicles." 

The  American  Purchaser. 

The  writer  of  the  above,  the  editor  of 
La  Locomotion  Automobile,  when  speak- 
ing of  the  public  desire  for  understand- 
ing the  construction  of  motor  vehicles 
before  buying,  has  of  course  reference  to 
the  French  public  only  and  his  remarks 
may  not  be  directly  applied  to  the  United 
States  where  the  public  interest  in  motor 
vehicles  has  not  yet  crystallized  into  a 
general  determination  to  purchase  at  the 
first  favorable  opportunity.  But  his  ob- 
servations foreshadow  a  condition  which 
may  prevail  here  before  very  long  and 
which  the  foresighted  manufacturer  may 
see  his  way  to  anticipate  with  great 
profit  to  himself. 

The  main  point  at  issue  and  on  which 
opinions  will  be  divided,  is  whether  the 
American  public  will  consent  to  become 
extensive  patrons  of  the  motor  vehicle 
industry  before  they  understand  the  es- 
sential principles  of  motor  vehicle  con- 
struction or  will  insist  upon  receiving 
this  education,  however  hard  it  may  be 
to  acquire,  before  spending  their  money. 


Extraordinary  Automobile  Speed. 

A  successful  attempt  to  regain  the  mo- 
tor vehicle  records  for  one  and  two  kilo- 
meters, lost  to  Count  de  Chasseloup- 
Loubat,  was  made  on  January  27  by  M. 
Jenatzy  with  his  road  wagon  near  Paris. 


He  started  slowly  to  avoid  acident  to  the 
machinery  and  as  a  consequence  failed  to 
lower  the  record  of  57  seconds  held  by 
the  count  for  the  standing  start  kilome- 
ter. Jenatzy  covered  the  second  kilome- 
ter, with  flying  start,  however,  in  the  as- 
tonishing time  of  44  4-5  seconds,  reducing 
the  previous  record  by  6  2-5  seconds. 
The  two  kilometers  (li^i  miles)  were  rid- 
den in  1:41  4-5,  as  against  the  count's  rec- 
ord of  1:47  3-5.  The  second  kilometer 
was  ridden  at  the  rate  of  more  than 
fifty  miles  an  hour. 


ALCOHOL  MOTOR  VEHICLES 


First  One  Patented  in  1895  in  France— Revenue  on 
Spirits  Discourages  Experiments  Here. 


The  alcohol  motor  continues  to  engage 
the  attention  of  vehicle  manufacturers 
in  France  by  reason  of  its  comparative 
fieedom  from  the  objectionable  odors 
which  follow  French  gasoline  engine  ve- 
hicles. A  civil  engineer,  G.  Moysan,  44 
bis,  boulevard  de  Chateaudun,  Saint  De- 
nis, states  in  La  L>oomotion  Automobile 
that  he  obtained  a  patent  for  an  alcohol 
motor  in  1895  and  found  it  possible  to 
suppress  all  odor  of  alcohol  from  the  ex- 
haugt  with  a  vehicle  constructed  accord- 
ing to  his  invention.  He  still  has  the 
vehicle  and  desires  to  enter  into  negotia- 
tions with  constructors  who  may  desire 
to  develop  his  idea  further,  his  failing 
health  having  prevented  liim  from  doing 
so  alone. 

In  United  States  the  revenue  laws 
which  impose  a  considerable  burden  upon 
the  production  of  alcohol,  even  for  in- 
dustrial purposes,  have  kept  all  thought 
of  substituting  alcohol  for  gasoline  in  the 
background,  aside  from  the  greater  ca- 
locir  value  and  expansive  force  of  gaso- 
line vapors,  but  this  restriction  may  be 
only  temporary  and  should  hardly  pre- 
vent American  builders  of  motor  vehicles 
from  keeping  abreast  of  the  developments 
which  may  possibly  be  in  store  for  al- 
cohol vehicles. 

In  colonial  countries  where  American 
vehicle  builders  will  undoubtedly  com- 
pete with  Europeans  for  supplying  the 
vehicle  market,  alcohol  may  in  many  in- 
stances be  produced  by  local  industry  at 
a  lower  figure  then  gasoline,  everything 
considered. 


riotor  Vehicle  Lines  for  Madagascar. 

The  French  Society  of  Colonial  Trans- 
portation last  October  made  a  contract 
with  the  governor  of  Madagascar  for  the 
transportation  of  passengers,  freight  and 
mail  in  the  island,  to  begin  April  1,  1899. 
Choice  of  any  kind  of  power  is  allowed, 
but  the  use  of  automobiles  has  been 
practically  decided  on  by  the  company, 
which  will  very  soon  begin  running  such 
vehicles  over  the  completed  part  of  the 
road  between  Mahatsara  and  Tananarive. 
If  the  experiment  proves  successful  it  is 
expected  that  similar  services  will  be 
organized  in  other  French  colonies. 


Motor  Vehicles  for  Drummers. 

A  French  manufacturer.  Dr.  Claude 
Brothier  at  Yillefagnan,  Oharente, 
France,  has  commenced  the  construction 
of  light  motor  vehicles  especially  intend- 
ed for  commercial  travelers  and  an- 
nounces that  his  experiments  warrant 
him  in  stating  that  the  vehicles  are  of 
practical  design,  price  and  equipment.  It 
seems  that  a  demand  for  this  class  of 
wagons  has  sprung  up  suddenly  in  France 
and  found  the  makers  generally  entirely 
unprepared. 


From  May  1  all  cyclists  in  France  are 
to  carry  a  number  plate.  Foreigners  stay- 
ing less  than  three  months  in  the  coun- 
try need  not  conform  to  the  regulation. 


The  Cycle  Age  and  Trade  Review 


519 


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both  guaranteed  and  unguaranteed 

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520 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


MILLER  WINS  BY  MANY  MILES 


Chicagoan  Adds  185  Miles  to  His  World's 

Record — Aaronson  Climbs  Steadily 

to  Second  Place. 


Score  at  tlie  rinish. 

M.  r. 

MiUer 3,198  .. 

Aaronson  ...3,146  .. 

rredericks..  3,090  3 

Hale 2,063  .. 

Gimnx 2,060  . 

Nawn 3,013  3 


M.  t. 

Alberts 1,838  3 

Barnaby 1,793  7 

Pilklnston..  1,739  .. 

Lawson. ....  .1,635  4 

Jnlius 1,501  4 

Ashinger 1,500  6 


'San  Franoisco,  Feb.  20. — The  six-day- 
go-as-yoiu-please  on  the  eight-lap  board 
track  in  MeOhanics'  Pavilion  was  toought 
to  a  close  at  10:15  Sunday  night  by  the 
management,  who  decided  thajt,  as  there 
was  no  probability  of  the  contestants 
making  any  change  In  their  relative  posi- 
tions, itlhey  could  as  well  be  spared  the 
agonies  of  the  half  hour  remaining  to 
round  out  the  144  hours  since  the  start  of 
the  race. 

No  riders  ever  welcomed  the  end  of  a 
race  more  hearltlly  than  the  even  dozen 
mem  who  remained  in  the  contest  to  the 
finish.  As  the  score  plainly  indicates,  the 
struggle  for  supremacy  had  been  the 
toardest  ever;  fought,  and  human  endur- 
ance was  all  but  completely  exhausted. 
Only  the  closeness  of  the  finish  and  the 
cheers  of  the  spectators  kept  the  men  to 
their  task. 

Victor's  Honors  Well  Merited. 

Miller  was  185%  -miles  ahead  of  the 
best  previous  indoor  record  of  2,007  miles 
4  laps  made  by  himself  at  Madison 
Square  Garden  last  December.  He  de- 
serves his  victory  and  his  record  will 
probably  stand  for  years  to  come.  No 
previous  contest  has  been  so  stubbornly 
contested  from  start  to  finish  and  no  sim- 
ilar number  of  men  have  shown  such 
wonderful  pluck  and  endurance.  Crowds 
'that  almost  rivaled  those  in  attendance 
at  the  closing  hours  of  the  New  York  con- 
test last  December  remained  in  the  big 
pavilion  throug'hout  Saturday  night  and 
Sunday. 

It  was  a  noisy,  but  sympathetic  and 
impartial  crowd,  urging  and  encouraging 
each  rider  in  turn.  There  was  plenty  of 
enthusiasm,  too,  when  Miller,  at  the  end 
of  the  127th  hour,  rode  his  2,000th  mile  in 
2:25  3-5,  unpaeed. 

Riders  Too  Tired  to  Sprint. 

During  the  last  day  the  sprinting  was 
infrequent,  the  pace  earlier  in  the  race 
having  exhausted  the  vitality  of  the  men, 
but  Nawn  and  Barnaby  were  re- 
peatedly stimulated  with  electric  bat- 
teries and  each  time  came  out  and  in- 
dulged in  sharp  sprints  until  again  ex- 
hausted. 

The  sensation  the  last  day  was  the  won- 
derful sprinting  of  Fredericks,  the  Swiss 
rider.  Throughout  the  entire  day  he 
rode  rings  around  Miller,  Aaronson,  and 
the  entire  bunch.  In  twenty^four  hours 
he  jumped  from  eighth  place  to  third,  and 
gave  Aaronson  the  hardest  kind  of  a  race 
for  second  place. 

Gimm  dropped  down  the  line  rapidly 
Sunday,  losing  mile  after  mile  to  Aaron- 
son and  Fredericks,  being  unable  to  over- 
come his  physical  weakness. 

Throughout  the  entire  last  day  Hale 
imagined  himself  riding  to  San  Jose,  but 
his  physical  condition  was  good  and  he 
kept  steadily  at  work. 

Miller's  Remarlcable  Endurance. 

Miller's  endurance  is  marvelous,  and 
his   long  lead   of   forty-six   miles    over 


Aaronson  demonstrates  his  superiority 
beyond  controversy.  He  used  his  head 
with  as  much  success  as  his  muscles,  for 
he  was  systematic  throughout  the  event, 
taking  short  periods  of  rest  at  frequent 
intervals  from  the  start  instead  of  en- 
tirely exhausting  himself  by  continuing 
as  long  as  possible  without  rest  in  the 
first  half  of  the  contest.  At  regular 
times  he  would  leave  the  track  and  puit 
himself  under  his  trainer's  care  for  fif- 
teen minutes  to  half  an  hour.  His  long- 
est absence  was  thirty-eight  minutes. 
Some  unfavorable  criticism  has  been 
elicited,  however,  by  the  champion  saving 
himself  at  the  expense  of  his  opponents 
by  taking  all  the  pace  he  could  get  and 
refraining  to  set  any.  By  this  method  he 
wore  out  Girnm^  who  was  in  the  lead 
during  the  third  and  fourth  days  and  who 
was  looked  upon  until  the  fifth  day,  as  be- 
ing his  most  formidable  rival  and  as  a 
probable  winner. 

Stevens,  who  was  No.  13,  quit  early  in 
the  race  and  declined  to  go  on  although 
he  was  in  good  condition  and  riding  well 
and  his  trainer  used  every  endeavor  to 
make  him  go  on.  His  dropping  out  left 
thirteen  still  in  the  contest. 

Julius  Admired  for  Pluck. 

Julius,  on  the  contrary,  won  the  ad- 
miration of  everybody  by  pluckily  con- 
tinuing to  ride  after  his  trainer  ran  away 
with  all  his  money  and  valuables,  leaving 
his  charge  with  m>  one  to  care  for  him 
and  with  nothing  to  purchase  necessary 
food  and  attention  with.  But  one  of  the 
other  trainers  volunteered  his  services 
and  stuck  to  him  throughout  the  resit  of 
the  race. 

Miller  took  the  lead  in  the  fourteenth 
century  from  Gimm  and  kept  it  to  the 
finish,  constantly  gaining  on  previous  rec- 
ords. He  suffered  much  from  a  sore 
ankle  which  he  had  bandaged  during  the 
last  day. 

Hale  was  delirious  several  times  during 
the  race,  but  his  trainers  dared  not  give 
him  much  rest  for  fear  he  would  lose 
third  position  to  Fredericks,  which  he 
nevertheless  did  in  the  closing  hours. 

Pierce,  wOio  had  dropped  to  eighth  po- 
sition by  Friday,  dropped  out  altogether 
on  Saturday. 

Aaronson  Little  Noticed. 

Aaronson  worked  his  way  up  steadily 
from  tenth  position  the  first  day  to  sec- 
ond place  at  the  finish  without  attracting 
much  attention  or  comment.  Although 
little  notice  was  taken  of  him  he  appar- 
ently had  a  good  chance  for  first  place 
when  Saturday  dawned,  but  he  could  no 
longer  stand  the  strain  and  began  to  lose 
to  Miller. 

In  the  short  distance  events  that  were 
run  after  the  finish  of  the  big  race,  Harry 
Elks  defeated  Jay  Eaton  easily  in  a 
five^mile  match  race  in  9:52,  and  Down- 
ing and  Cotter  on  a  tandem  won  a  mile 
match  with  Foumier  on  his  motocycle 
in  1:54  4-5. 

Charles  Turville  won  an  Australian 
pursuit  race  from  Chapman,  Waller  and 
Stevens  in  4:19  4-5,  covering  2  miles  7 
laps. 

Michael  rode  a  mile  exhibition  in 
1:51  2-5,  Gibson  went  two  miles  in  4:10 
and  Bald  did  a  half  in  :55,  all  paced 
by  the  Frenchman's  "infernal  machine." 


ECONOMY  OF  THE  NEW  METHOD 


Pacemaking  By  flotocycle  Will  Increase 

Middle  Distance  Racing-  Benefit 

to  Racing  Men. 


Tom  Cboper  is  authority  for  the  state- 
ment that  himself  and  Bald,  Kiser  and 
Gardiner  will  race  together  this  year  as 
a  team,  racing  at  all  distances  but  of 
course  preferring  the  sprints. 


Interest  in  motor  pacing  has  been  de- 
veloping rapidly  since  Fournier  landed 
in  New  York  early  in  the  winter  with  his 
petroleum  pacing  tricycle.  Although  his 
only  attempt  to  demonstrate  the  supe- 
riority of  mechanical  pacing  over  human 
pacing  failed  at  Madison  Square  Garden 
through  the  slipping  of  a  driving  belt,  it 
seems  to  be  the  generally  accepted  be- 
lief that  before  the  close  of  the  coming 
racing  season  motor  pacing  will  have  be- 
come a  common  form  of  assistance  in 
middle  and  long  distance  racing. 

It  was  the  introduction  of  middle  dis- 
tance racing  and  the  growth  in  popular- 
ity of  twenty-four-hour  and  six-day  con- 
tests that  make  possible  the  importation 
of  this  innovation,  for  up  to  the  present 
time  no  motor  driven  machine  has  been 
designed,  even  in  France,  where  moto- 
cycle construction  had  its  birth  and  has 
been  most  highly  developed,  that  could 
surpass  human  pacing  in  short  races,  up 
to,  say,  ten  miles.  The  intricate  but 
perfect  machinery  of  man's  anatomy  can 
be  brought  into  complete  effectiveness 
much  more  quickly  than  any  petroleum 
or  electric  motor  that  has  yet  been  ap- 
plied to  any  bicycle  or  tricycle,  so  that 
for  short  distances  a  cycle  driven  by 
men  can  outrun  a  motocycle;  but  the 
mechanical  cycle  is  tireless  and  in  the 
longer  distance  has  the  advantage  of  not 
having  to  be  relieved. 

Immense  Saving  of  Expense. 

The  advantages  of  motor  pacing  are 
manifold,  but  the  greatest  of  them,  from 
the  standpoint  of  the  manufacturer  or 
the  track  association  which  is  retaining 
the  rider,  is  its  comparative  cheapness. 
The  costliness  of  maintaining  an  aggre- 
gation of  human  pacemakers  has  been 
frequently  estimated  and  published.  For 
a  match  race  of  one  hour's  duration  about 
thirty  men  are  needed.  To  get  these  men 
into  proper  condition  several  weeks  of 
training  are  required,  at  an  expense  for 
salaries,  quarters  and  track  facilities, 
Eight  or  ten  multlplets,  costing  from  $50 
to  pernaps  $200  or  $300  to  manufacture, 
must  be  furnished  by  the  maker  or  se- 
cured by  the  manager,  and  other  inci- 
dental expenses  make  this  kind  of  pacing 
rather  a  luxury  for  any  bicycle  maker  or 
racing  association. 

On  the  other  hand,  a  motor  driven 
tandem  or  tricycle  which  can  be  bought 
in  Paris  at  a  cost  of  $500  and  upwards 
would  need  but  one  or  two  riders  to 
manage  It,  and  could  be  used  through- 
out every  contest  in  which  a  given  man 
competed,  and  the  one  or  two  men  re- 
quired to  manage  It  would  not  need  to  be 
relieved  except  in  races  of  six  hours'  du- 
ration or  longer,  and  then  one,  or  at 
most  two  other  crews,  would  be  sufficient 
for  the  entire  race.  These  men  would 
not  need  to  indulge  in  long  weeks  of 
training  for  speed  and  endurance,  and 
the  expensie  would  be  reduced  accord- 
ingly. '  "i--T,-n 
Will  Create  Lower  Records. 

Further  than  this,  mechanical  pacing 
Is  superior  from  the  racing  man's  side  of 
the  question,  because  when  following  the 
multiplet  the  rider  Is  not  under  the  ne- 
cessity of  constantly  watching  for  the 
pickups  which,  even  at  the  best,  cause 
the  loss  of  some  time  and  incidentally 


The  Cycle  Age  and  Trade  Review 


521 


ANOTHER  EARTHQUAKE 


IN  CYCLEDOM  caused  by  the  Orient  Sager  Chainless 
p(q|  ^  that  will  jar  competitors  far  and  wide.  The  ride  by 
Aaronson  in  the  Six  Day  Race  concluded  Sunday  night 
at  San  Francisco  justly  can  be  termed  the  most  marvel- 
ous bicycle  performance  of  the  age.  Wednesday,  the 
second  day  of  the  race,  Aaronson  was  all  but  fagged 
out,  disheartened,  sore  and  completely  discouraged  and  ready  to 
quit.  Waller,  compelled  to  give  up  or  lose  his  eyesight,  then  gave 
Aaronson  the  biggest  dose  of  stimulant  ever  injected  into  a  rider, 
mounted  him  upon  an  ; 


Orient  Sager  Chainless 


From  that  time  on  the  score  of  the  race  printed  in  the  other  col- 
umns of  this  paper  will  show  what  effect  the  stimulant  had 
From  eighth  position  at  the  46th  hour  to  second  place  at  the  fin= 
ish,  having  ridden  2,146  miles  in  the  race  and  finishing  only  46 
miles  behind  the  winner,  speaks  volumes  for  the  speed  qualities 
of  the  Orient.  Aaronson  was  an  unknown  competing  agamst 
champions  like  Miller,  Gimm,  Pierce,  Hale  and  others. 


READ  WHAT  THE  NEW  YORK  SUN  SAYS 
ABOUT  STIMULANT: 

"Aronson  is  really  making  the  biggest  ride  of 
the  race,  for  on  the  second  day  he  was  all  but  rid- 
den out;  at  that  time  he  was  taken  in  hand  by  Dutch 
Waller  and  placed  upon  the  latter's  bicycle.  From 
that  time  on  he  has  been  making  a  marvelous  per- 
formance. Miller  can  consider  himself  lucky  to 
get  the  lead  when  he  did,  for  this  boy  Aaronson 
will  certainly  give  him  a  close  run  for  the  honors 
before  tomorrow  night." 


Mr,  Dealer,  the  moral  of  this  is :  Don't  use  drugs;  the  best  stimulant 
is  an  ORIENT  SAGER  CHAINLESS,  The  progressive  dealer  rep- 
resents the  progressive  tD.a.aiiia.ct\stet,^^^^,^jt^^^^^jt^^jt 


WALTHAM  MFG.  CO 


WALTHAM,   MASS. 


522 


The  Cycle  Age  and  Trade  Review 


fret  the  principal  in  the  race,  and  the 
speed  can  be  regulated  to  the  exact  abil- 
ity of  the  rider  without  the  variation  of 
a  second  to  the  mile.  Thus  the  worry 
and  exhaustion  caused  by  alternate 
sprinting  and  slowing  down  is  obviated. 
The  superiority  and  advantages  of  mo- 
tor pacing  are  so  manifest  that  American 
pacemakers  dread  to  see  any  of  these  ma- 
chines tried  in  this  country,  and  even 
threatened  a  boycott  at  Madison  Square 
Garden  if  Fournier  and  his  machine  were 
employed.  The  Frenchman  was  so  alive 
to  this  jealousy  that  he  had  his  tricycle 
constantly  guarded  for  fear  some  injury 
would  be  done  to  it.  If  the  trials  prove 
satisfactory  the  pacemakers  believe  that 
a  complete  change  in  pacing  methods  will 
quickly  take  place  and  that  the  majority 
of  them  will  inevitably  lose  their  means 
of  livelihood. 

Pacemakers  Take  Narrow  View. 

This  is  undoubtedly  a  very  shortsight- 
ed view  to  take  of  the  matter.  As  a  mat- 
ter of  fact,  the  success  of  motor  pacing  in 
this  country  would  mean  the  promotion 
of  many  more  match  races  and  middle- 
distance  contests  than  are  now  or  ever 
have  been  run,  because  of  the  lessened 
cost.  The  twenty-four-hour  events  could 
then  be  paced  and  the  demand  for  riders 
capable  of  operating  the  petroleum  or 
electric  machines  would  quickly  exceed 
the  supply.  Interest  of  the  race  meet 
goers  in  this  style  of  pacing  would  cer- 
tainly be  keen,  at  least  until  it  had  be- 
come common,  and  operatives  capable  of 
managing  the  machines  could  command 
better  prices  than  even  expert  pacemak- 
ers on  ordinary  multiplets.  Instead  of 
opposing  the  introduction  of  this  style  of 
pacing,  therefore,  it  would  seem  to  be  to 
the  advantage  of  our  racing  men  to  make 
every  effort  to  become  familiar  with  such 
machines,  and  for  some  of  our  manufac- 
turers to  undertake  the  manufacture  of 
them  seriously. 

Results  Depend  on  Pacemakers. 

In  Europe  these  auto-motive  two  and 
three-wheelers  have  aroused  a  great  deal 
of  enthusiastic  interest,  and  motor  pac- 
ing has  been  brought  to  a  high  degree  of 
efficiency.  Both  track  and  road  races 
are  thus  paced  in  France,  where  a  num- 
ber of  race  meets  have  been  run  of  late 
with  contests  between  motocycles  as  the 
principal  events. 

It  is  commonly  admitted  that  the  result 
of  a  paced  contest  depends  as  much  on 
the  pacemakers  as  on  the  principals,  and 
that  with  the  latter  almost  evenly  match- 
ed, the  contest  resolves  itself  into  a  fight 
between  the  pacing  teams.  The  recogni- 
tion of  this  has  led  to  a  desire  for  more 
perfect  pacing  methods  which  shall  elimi- 
nate faulty  pickups  and  give  each  prin- 
cipal the  benefit  of  all  the  pacing  he  can 
stand.  Only  in  this  way  can  a  perfectly 
fair  comparison  of  the  ability  and  speed 
endurance  of  two  or  more  riders  be  ar- 
rived at.  

Mobile  Interested  in  Racing. 

The  Mobile  Cycle  Racing  Association 
was  organized  a  fortnight  ago  at  Mobile, 
Ala.,  with  J.  M.  Hamner,  president  and 
general  manager  and  T.  T.  Wentworth, 
secretary.  The  purpose  of  the  associa- 
tion is  to  give  races  and  advance  the 
sport  in  general.  A  piece  of  ground  has 
been  leased  near  Frascati,  fronting  on  the 
bay  shellroad,  and  an  eight-lap  track  will 
be  constructed  at  once,  which  is  expected 
to  be  ready  by  March  1.  Efforts  will  be 
made  to  secure  all  the  noted  riders  in 
competition. 

Preliminaries  of  Chicago  Road  Race. 

At  the  annual  meeting  of  the  delegates 
of  the  Associated  Cycling  Clubs  of  Chi- 
cago, held  Monday  night,  W.  C.  Malley,  of 
the  Woodlawn   C.   C,   was   unanimously 


elected  to  succeed  R.  G.  Fisher  as  presi- 
dent of  the  organization.  As  soon  as  he 
took  the  chair  the  old  question  of  con- 
solidating with  the  Cook  County  Cyclists' 
Association  and  the  Northwest  Cycle  Ra- 
cing Association  of  the  city  in  the  run- 
ning of  the  Decoration  Day  road  race, 
over  which  the  wrangle  occurred  last 
year,  was  brought  up.  A  committee  was 
appointed  to  conduct  negotiations.  It  was 
reported  that  three  lawyers  are  working 
on  the  draft  of  a  good  roads  bill  to  be 
introduced  into  the  state  legislature. 


QIMM  SERIOUSLY  ILL 


Lies  in  a  Semi°Conscious  State  With  Raging  Fever 
—Belief  That  He  Was  Drugged. 


San  Francisco,  Feb.  21. — As  a  result  of 
the  terrible  strain  of  the  six-day  continu- 
ous race,  Louis  Gimm  lay  all  day  yester- 
day in  a  half  conscious  condition  with  his 
blood  at  a  temperature  of  104  in  a  raging 
fever.  He  collapsed  at  8  o'clock  Sunday 
night  and  could  not  appear  at  the  finish 
two  hours  later  to  receive  his  meed  of 
applause  and  admiration  for  the  good 
showing  he  had  made.  Gimm's  trainer 
and  some  of  his  friends  openly  assert  that 
he  must  have  been  drugged,  as  his  col- 
lapse was  too  sudden  to  be  due  to  nat- 
ural causes,  he  having  throughout  ap- 
peared to  be  one  of  the  freshest  of  the 
contestants. 

Up  to  the  end  of  the  third  day  he  was 
riding  very  strongly,  when  suddenly  he 
went  all  to  pieces,  and  afterward  rode 
around  like  one  in  a  trance.  He  seemed 
dazed,  and  acted  very  strangely  for  a 
rider  wfho  was  in  such  splendid  condi- 
tion. 

Trainer  John  West,  who  looked  after 
the  feeding  of  Miller,  Gimm,  and  Aaron- 
son,  strongly  substantiates  the  charges 
made  by  Gimm's  trainer,  Leonert.  "It 
would  have  been  a  simple  matter  for 
some  one  to  drop  a  morphine  tablet  or 
something  of  that  sort  in  one  of  Gimm's 
feeding  cups,"  said  West,  "and  especially 
as  they  have  allowed  so  many  outsiders 
to  gather  around  the  feeding  stands. 
Gimim  has  certainly  puzzled  me  during 
the  past  three  days,  and  that  he  has 
been  drugged  I  am  positive.  He  was  in 
better  trim  than  Aaronson  at  the  start, 
and  has  been  fed  upon  the  same  things 
that  have  been  given  to  both  Miller  and 
Aaronson,  so  I  can  attribute  his  sudden 
decline  into  this  stupor  to  nothing  else 
than  that  he  has  been  tampered  with." 

In  view  of  the  fact  that  a  great  deal  of 
money  was  wagered  that  Gimm  would 
win,  it  is  believed  some  one  interested  in 
the  betting  administered  the  dose  to  the 
unfortunate  rider. 

LATER. — Gimm  is  improving  slowly 
and  the  doctors  say  that  his  collapse  is 
the  natural  result  of  his  chronic  malady. 
Rumors  of  foul  play  are  persistent,  how- 
ever, and  the  physicians  will  thoroughly 
examine  their  patient  for  evidences  of 
the  administration  of  poisonous  drugs. 


The  Chairmanship  Situation. 

The  many  enthusiasts  who  have  been 
speculating  anxiously  for  many  weeks  re- 
garding the  identity  of  the  chairman  of 
the  League  racing  board  to  be  soon  ap- 
pointed by  President  Keenan,  were  last 
week  "struck  of  a  heap"  by  the  published 
announcement  that  C.  W.  Mears  of  Cleve- 
land would  not  accept  that  office  if  it  were 
tendered  him,  the  reason  given  being  that 
press  of  other  duties  would  make  it  im- 
possible to  devote  the  necessary  time  to 
wielding  Gideon's  bloody  axe  and  filling 
his  shoes  satisfactorily. 

The  early  work  done  in  the  west  for 
Keenan's  cause  by  Mears  as  the  "original 
Keenan  man"  warranted  the  common  be- 
lief that  he  would  soon  chivalrously  re- 
lieve the  present  incumbent-by-proxy  of 


that  office  of  the  load  of  perplexities. 
Therefore  the  announcement  is  aibund- 
antly  mystifying. 

To  further  add  to  rife  speculation,  Ar- 
thur Augustus  Zimmerman  has  just  an- 
nounced in  Troy,  N.  Y.,  that  he  would 
have  no  serious  objections  to  doing  the 
heroic  and  assuming  further  responsi- 
bilities as  chairman  of  the  board. 


All  Racing  Men  Antagonized. 

Philadelphia,  Feb.  20.— The  League 
members  in  this  city  seem  to  be  well  sat- 
isfied with  all  but  one  feature  of  the 
work  of  the  recent  National  Assembly— 
the  imposition  of  a  $2  registration  fee 
upon  the  amateur  racing  men.  It  is  ar- 
gued that  the  present  is  hardly  the  time 
for  an  innovation  of  this  radical  Charac- 
ter; the  League  should  just  now  make 
every  effort  to  retain  the  allegiance  of  all 
racing  men — ^professionals  and  amateurs 
alike — rather  than  frame  laws  calculated 
to'  arouse  everything  antagonistic  and 
pugnacious  in  the  make-up  of  those 
young  men.  That  such  action  should  have 
been  taken  in  the  face  of  the  announce- 
ment of  the  establishment  of  an  amateur 
class  by  the  A.  C.  R.  U.  savors  of  short- 
sightedness. Says  a  returned  delegate: 
"It  got  through  during  one  of  the  few' 
silly  moments  in  an  otherwise  remarkable 
convention." 


To  Continue  on  Old  Lines. 

President  Keenan's  attitude  toward  rac- 
ing matters  is  evidenced  in  his  statement 
in  Pittsburg  Tuesday  outlining  the  policy 
of  the  new  administration,  which  he  said 
"will  take  the  proper  steps  to  control 
track  racing  in  the  future,  as  in  the  past, 
in  the  interest  of  the  public  and  to  pro- 
tect the  purity  of  the  sport.  The  fact  that 
the  L.  A.  W.  has  no  selfish  interest  in  con- 
trolling racing  is  an  effective  argument," 
he  said,  "against  any  hostile  movement 
which  has  only  mercenary  motives  behind 
it.  On  the  other  hand,  those  who  have 
made  legitimate  investments  in  racing- 
track  property  will  plainly  perceive  that 
their  best  interests  are  served  by  the 
maintenance  of  public  confidence  in  the 
integrity  of  the  sport." 


France's  President  Patronized  Racing. 

Felix  Faure,  the  late  president  of 
France  who.  died  last  week,  was  a  great 
lover  of  all  kinds  of  sport  and  especially 
favored  cycle  racing.  Upon  several  occa- 
sions he  attended  the  great  prize  races 
in  Paris  attended  by  a  large  suite,  watch- 
ing the  events  with  keen  delight  and 
close  attention.  He  received  the  winners 
in  his  box  with  as  much  graciousness  as 
if  they  had  been  diplomats,  and  made  it 
a  custom  to  always  offer  a  personal  prize, 
usually  in  the  form  of  a  Serves  vase. 

King  Leopold  of  Belgium  is  also  a  great 
admirer  of  bicycle  races  and  assists  al- 
most every  year  at  the  races  given  dur- 
ing the  national  fete,  for  which  he  offers 
a  handsome  prize,  usually  of  silver.  This 
is  put  up  for  an  event  called  "the  king's 
prize  raca"  . 

Winter  Circuit  Meet  in  Rome. 

The  European  winter  circuit  now  in 
Italy,  where,  on  Sunday,  February  5, 
the  riders  ran  the  qualifying  heats  for 
the  great  prize  of  Rome,  the  final  of 
which  was  to  be  run  the  following  Sun- 
day. The  distance  was  2,000  meters. 
Tommaselli  ran  second  to  Eaniella  in  the 
first  heat,  Grogna  rcn  third  to  Ferrari 
and  Maffl  in  the  second,  Siugrossi  won 
the  third  heat  and  Banker  finished  sec- 
ond to  Gonelli  in  the  last  heat.  The  3,000- 
meter  tandem  race  was  very  e:Mciting,  the 
four  teams  finishing  almost  abreast  and 
separated  by  inches  only.  By  the  de- 
cision  of  the  judges  Banker   and   Tom- 


The  Cycle  Age  and  Trade  Review 


523 


■^^HE  delight  in  cycling  is  in  smooth  and  easy  running  bear- 

^/  ings,  in  fact,  the  bearings  conne  pretty  near  making  the  bicycle. 
In  the  finishing  touches  on  those  parts  we  spend  thousands  of 
dollars  annually  which  other  makers  save.  We  gain  by  that  extra  ex- 
penditure enduring  reputation,  satisfied  riders  and  growing  business. 
This  hanger  bearing  is  the  most  important  of  all  and  In  it  we 
have  all  the  good  points  which  make  riding  easy.  In  our  catalog 
we  describe  this  bearing  fully  and  show  you  why  it  is  the  best.  Your 
customer  will  be  won  by  these  good  points.  They  are  not  talking 
points— simply  meritorious  and  substantial  improvements  which  make 
the  NATIONAL  run  easier  than  others. 


nmiottal  €ycle  manufacturing  Company 

BAY  CITY,   MICH. 

"n  nationat  Riaer  nmr  Cbangcs  l)i$  mount." 


Plain  Talks  on 
ANDRAE  Cycles 

Vin— Light  Roadster  for  Men,  $50. 

This  is  the  most  handsome  bicycle  built. 

Its  taking  points  have  been  turned  into  selling  points. 

There's  more  money  in  selling  than  there  is  in  talking.  We 
needn't  argue  that  with  agents. 

The  Andrae  improved  pattern  frame,  Andrae  rigidity,  quality, 
bearings  sell  the  bicycle  without  talk. 

The  Andrae  hub,  with  sprocket-like  flange  for  direct  spokes  is 
another  selling  point. 

This  light  roadster  is  to  be  shown  to  the  "elite"  of  your  city. 
There  is  no  reason  why  a  man  should  not  buy  an  Andrae  after  he 
sees  it. 

There  are  14  models  in  the  Andrae  line.  Every  one  a  seller  on 
sight.  Write  for  trade  prices  and  our  monthly  paper,  "The 
Andrae  Agent." 

Julius  Andrae  &  Sons  Co. 


MILWAUKEE,  WIS. 


ANDRAE 


NEVER  DISAPPOINTS 


Hentlon  The  Cycle  Age 


mmmmmmmmmmmmm^^M 


,\^. 


That 
Handsome 


Waverley 


••*aT 


$40 


Just  one  quality  of  Waverley  Bicycle  this 
year — the  best  we  know  how  to  make.  Even 
the  "Specials"  that  others  are  talking  about 
at  |50  to  $75  don't  equal  it.  We  intend  that 
this  shall  be  a  Waverley  year — profitable  for 
us  and  our  agents. 

In  a  separate  part  of  our  factories  we  are 
making  IVANHOES  at  |35  and  |25  (and 
$26)  for  those  who  want  good  bicycles  of 
lower  price.  And  getting  ready  to  crowd  the 
bicycle  workmen  later  in  the  season  on  the 
preparations  for  our  superb 

ELECTRIC 
MOTOR  CARRIAGES 

There  is  nothing  experimental  about  our 
motor  carriages.  We  are  far  beyond  that. 
Nearly  ready  for  delivery  in  quantity. 

Indiana  Bicycle  Company 

INDIANAPOLIS,  IND. 


^ 
^ 


t35(; 


^1 

"Cm 


^^ms^m^m^m^Mm^sm 


524 


The  Cycle  Age  and  Trade  Review 


maselli  were  given  fourtli  place,  Dei  and 
Singrossi  winning  the  event  in  5 :  01  3-5. 


Boston  and  flontreal  to  Co=Operate. 

The  World's  Meet  Club  having  in 
charge  the  internarional  championship 
races  is  about  to  meet  a  committee  from 
Boston  to  arrange  for  a  circuit  to  pre- 
cede or  svicceed  the  international  event, 
to  attract  the  foreign  riders.  The  League 
meet  in  Boston  and  the  I.  C.  A.  meet  in 
Montreal  will  furnish  two  weeks  of  sport 
and  there  are  a  number  of  cities  in  Can- 
ada which  will  be  willing  to  put  on  races 
after  the  championships.  It  is  said  the 
Boston  committee  will  arrange  one  race 
for  $1,000,  and  the  Canadians  hope  to  do 
the  same  in  Montreal. 


NEWS  IN  BRIEF. 

Earl  Peabody  is  now  in  the  railroad  busi- 
ness in  Macon,  Ga. 

Morin,  the  French  rider,  who  is  now  doing 
military  service,    is  seriously  ill. 

The  bill  for  the  protection  of  bicycle  paths 
in  Minnesota  passed  the  state  legislature 
by  a  vote  of  85  to  23. 

Patchogue,  L.  I.,  is  endeavoring  to  obtain 
the  spring  meet  of  the  New  York  State  di- 
visiion  of  the  L.  A.  W. 

A  winter  racing  circuit,  principally  for  lo- 
cal riders,  has  been  arranged  for  northern 
Africa,  embracing  Algiers,  Tunis  and  Egypt. 

Racing  promoter  James  Kennedy  is  re- 
ported as  having  signified  a  desire  to  take 
a  large  aggregation  of  crack  racing  men  to 
Cuba  the  coming  season. 

The  C.  R.  C.  mileage  record  in  Illinois  for 
1898  has  been  officially  awarded  to  W.  G. 
Howe,  of  the  Chicago  Cycling  Club,  who 
covered  20,556  miles  during  the  year. 

The  Atlantic  Athletic  Association  of  New 
York  city,  with  J.  A.  Blaurock  at  its  head, 
is  arranging  to  conduct  a  series  of  race 
meets  at  the  Manhattan  Beach  track,  whose 
managers    recently    signified    willingness    to 


join  hands  with  the  National  Cycling  Asso- 
ciation. The  opening  meet  will  be  held  on 
June  17. 

The  Chicago  A.  C.  C.  is  discussing  the  ad- 
visability of  promoting  a  series  of  local 
track  races  for  the  coming  season  to  stimu- 
late interest  in .  the  sport  among   the   clubs. 

Harry  Elkes  has  become  a  prize  favorite 
in  San  Francisco  because  of  hiis  speed  and 
splendid  style  in  riding.  He  is  credited  with 
having  broken  a  record  every  time  he  rode. 

Gougoltz  was  the  king  pin  of  a  small  race 
meet  run  in  Hyeres,  southern  France,  Feb- 
ruary 5,  where  he  won  the  twenty-five  kilo- 
meter paced  race  and  the  "international" 
open  contest. 

Night  races  are  to  be  made  a  feature  at 
Ambrose  Park  track  next  summer,  for 
which  a  complete  electric  illuminating  plant 
will  be  installed.  Meets  will  be  run  twice  a 
week   in   warm  weather. 

Many  of  the  long  distance  riders  now  on 
the  coast  have  announced  that  they  will 
sail  from  New  York  in  April  for  France  in 
order  to  compete  in  the  96-hour  continuous 
race  to  be  held  at  the  Roubaix  track,  near 
Paris,  May  7. 

The  Roubaix,  France,  long  distance  inter- 
national race  in  which  Miller  and  several 
other  riders  now  in  alifornia  expect  to  com- 
pete next  May,  has  been  changed  from  a  96- 
hour  event  to  a  consecutive  100-hour  race, 
to  begin  May  8. 

The  Brentwood  Cycle  Club,  of  Brentwood, 
Li.  I.,  has  made  a  bid  for  the  contract  to 
keep  the  roads  in  repair  in  Its  district  for 
the  coming  year.  By  the  gratuitous  ser- 
vices of  Its  officers  more  money  will  be 
made  available  for  use  on  the  roads. 

Al  Weinig  asserts  that  all  talk  of  Michael 
meeting  Elkes,  Gibson  or  Macfarland  in  a 
match  race  on  the  coast  is  mere  specula- 
tion, as  the  little  Welshman  is  in  California 
solely  to  ride  exhibitions.  He  denies  that 
his  charge  is  under  the  management  of  Ken- 
nedy. 

At  the  recent  annual  meeting  of  the  Phila- 
delphia Associated  Cycling  Clubs,  the  nom- 
inations for  office  developed  the  fact  that 
for  the  first  time  in  the  association's  ex- 
istence there  will  not  be  a  single  contest 
for  any  of  the  elective  offices.  There  was 
just    exactly    one    peg    for    each    hole.      An 


appropriation  was  made  to  thoroughly  sign- 
board the  Atlantic  City  route.  The  treas- 
urer's report  showed  a  balance  off  $1,766.39. 

The  Riders'  Syndicate  of  France  has  de- 
cided to  send  a  delegation  to  the  racing 
committee  of  the  U.  W.  F.  to  discuss  the 
question  of  securing  licenses  for  the  French 
riders  disqualified  by  the  L.  A.  W.  for  rid- 
ing at  the  unsanctioned  races  in  Madison 
Square  Garden. 

The  presence  of  the  racing  men  on  the 
coast  was  too^  much  for  Otto  Ziegler,  who 
got  the  fever  again  and  hurriedly  sold  his 
interest  in  a  meat  market  and  decided  to 
go  on  the  path  again.  He  may  go  to  Europe 
this  summer.  He  has  just  recovered  from 
the  frightful  fall  he  had  in  his  last  race 
about  a  year  ago. 

The  first  important  clash  between  the  L. 
A.  W.  and  the  National  Cycling  Associa- 
tion over  the  control  of  racing  will  come,  it 
is  thought,  during  the  military  tournament 
to  be  given  at  Madison  Square  Garden  next 
month,  in  which  tempting  prizes  will  be  of- 
fered for  which  the  suspended  riders  be- 
longing to  the  N.  C.  A.  will  want  to  com- 
pete. 

The  Union  Velocipedique  de  France,  in  ac- 
cordance with  its  agreement  with  the  L.  A. 
W.  and  the  International  Cyclists'  Associa- 
tion, gave  notice  at  its  last  meeting  that  a 
fine  of  $50  was  imposed,  with  suspension  un- 
til paid,  on  all  riders  who  took  part  in  the 
last  six-day  race  at  Madison  Square  Garden. 
Among  the  French  riders  who  are  included 
in  the  list  of  those  so  fined  are  Stephane, 
Frederick  and  Joyeux,  who  have  gone  back 
home  much  disgusted  with  the  entire  affair, 
it  is  said. 

With  the  retirement  of  Clinton  R.  CovUter 
from  the  racing  field,  the  last  of  the  quar- 
tet of  unpaced  riders  which  has  held  all  the 
records  for  some  years  is  gone  from  the 
field.  Walter  Sanger  Is  manufacturing  ad- 
justable handle-bars  at  Milwaukee,  Hamil- 
ton Is  running  a  coal  yard  at  Denver,  Fred 
Titus  is  on  the  stage,  and  Coulter  is  in  the 
window  glass  business.  Titus  was  known 
as  the  unpaced  king,  and  held  the  records 
above  the  mile  and  up  to  ten.  Coulter  still 
claims  the  mile  record  with  1:59  1-3,  claim- 
ing to  have  proof  that  Hamilton  was  paced 
to  the  tape.  Sanger  claims  the  record  with 
2:001-5,  averring  proofs  that  Coulter  never 
made  his  record  time  of  1:59  1-5,  and  Titus 
holds  a  broad  claim  over  all  of  competitive 
champion  at  unpaced  work. 


Smith  im  Hub! 


With  this  Hub  in  your  wheel  you  will  discover  what  "easy  running"  really  means. 


C.  J.  SMITH  &  SONS  CO. 


R.  B.  McMULLEN  &  CO.,  Chicago  and  New  York,  U.  S.  Sales  Agents. 


MILWAUKEE,  WIS. 


The  Cycle  Age  and  Trade  Review  525 

Goodwill! 

Important  Accession  by  the 

Excelsior  Supply  Company. 

Last  week  the  entire  warehouse  and  other  premises  hereto- 
fore occupied  by  the 

Manufacturers  &  Merchants  Warehouse 
Company.... 

were  totally  destroyed  by  fire.  The  destruction  was  so  com- 
plete, including  the  loss  of  books  and  every  particle  of  stock, 
that  the  company  has   concluded  to   go   out  of  business. 

The  Goodwill  of  One  of  the  Oldest  Houses 

in  the  trade  has  therefore  been  secured  by  the  Excelsior 
Supply  Co.,  88-90  Lake  Street,  Chicago,  which  will  carry  on 
all  of  the  business  formerly  transacted  by  the  old  company. 

The  Services  of  the  Staff 

of  the  M.  &  M.  W.  Co.  have  been  secured  so  that  there  may 
be  no  interruption  in  the  conduct  of  the  business. 
The   Excelsior  Supply  Co.  thus  largely  increases  its  un- 
equaled  facilities  for  the  supply  of 

"Everything  for  Bicycle  Builders 
and  Dealers" 


EXCELSIOR  SUPPLY  CO. 

ESTABLISHED  1876...  ^^^.^88  attd  90  Lakc  St.,  CHICAGO     __ 

^iUUliiiUlUUUUiiUiUiUUUilUiUilUiUiUiUiUUUUiiiiUiiiUiUiUiUUUUiiUiUiUUiiUiUUUUUiiiiiiUUiui 


526 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


BRIDGEPORT  WISHBONE  LAHP  BRACKET. 

The  accompanying  illustration  shows  the 
new  wishbone  lamp  bracket  made  by  the 
Bridgeport  Brass  Co.  of  New  York  city, 
manufacturer  of  the  Searchlight  oil  and 
acetylene  gas  lamps.  The  bracket  attaches 
to  both  fork  blades  near  the  crown  and 
holds  the  lamp  centrally  above  the  front 
Wheel.  In  this  way  the  advantages  of  both 
the  fork  side  and  the  steering  head  lamp 
bracket  are  obtained,  for  the  lamp  turns 
with   the   front   wheel    and   is    at    the    same 


7fit(Klt  ^OL^ 


time  directly  in  front  of  the  rider.  It  leaves 
room  at  the  same  time  for  the  attachment 
of  a  lever  brake  and  cannot  slip  down  the 
forkside  and  become  entangled  in  the  spokes 
of  the  wheel,  causing  a  fall. 


FAUBER  BRACKET  FOR  3-CROWN  FRAMES. 

The  Illustration  herewith  shows  the  con- 
struction of  the  hanger  bracket  and  attach- 
ed rear  fork  crown  on  which  a  patent  was 
last  week  granted  to  W.  H.  Fauber  of  Chi- 
cago. The  crown  is  for  use  in  three-crown 
frames  and  is  made  of  two  stamped  sec- 
tions which  are  welded  together  by  the 
electrical  welding  process.  In  order  that 
there  may  be  but  a  central  division  between 
the  two  parts  and  that  the  stamping  opera- 
tions may  be  simple,  the  half  tubular  sec- 
tions which  form  the  rear  crown  and  the 
branch  which  attaches  it  to  the  bracket  are 
made  In  a  plane  at  right  angles  to  that  In 
which  they  properly  belong.  This  brings 
the  crown  after  the  two  sections  are  weld- 
ed together  in  a  vertical  Instead  of  a  hori- 
zontal position.  The  branch  is  then  clamp- 
ed in  a  cylindrical  die  and  the  forkside  lugs 
of    the    crown    clamped    in    suitable    forms 


which  hold  them  at  their  proper  distance 
to  each  other  and  the  branch  is  then  twist- 
ed one-quarter  turn,  bringing  the  crown 
into  its  correct  position. 


n.  &  M.  W.  CO.'S  GOODWILL  BOUGHT. 

The  faculty  of  ready  appreciation  of  one's 
opportunities  is  a  faculty  possessed  by  comi- 
paratively  few  people.  One  of  the  few, 
however,  is  found  in  the  person  of  Mr. 
George    Robie,    manager    of   the    Excelsior 


Supply  Co.  As  chronicled  in  the  Cycle  Age 
the  warehouse  of  the  Manufacturers'  & 
Merchants'  Warehouse  Co.  burned  last 
week.  So  disastrous  was  the  fire  that  every 
particle  of  stock  was  destroyed,  while  books 
and  other  valuables  are  buried  deep  in 
masses  of  masonry.  Small  wonder,  then, 
that  the  company  concluded  to  go  out  of 
business.  The  goodwill  of  so  old  a  house 
was,  of  course,  of  great  value— a  fact 
quickly  recognized  by  the  Excelsior  people, 
who  promptly  opened  negotiations  for  the 
same.  A  straight,  business-like  proposi- 
tion was  made  and  accepted  within  48  hours 
and  on  Monday  the  goodwill  of  the  old  busi- 
ness became  the  property  of  the  Excelsior 
Supply  Co. 

Perhaps  one  of  the  most  satisfactory  de- 
tails of  the  arrangement  is  the  fact  that 
many  of  the  employes  of  the  defunct  con- 
cern are  to  be  retained  under  the  new  deal. 
Their  knowledge  of  the  affairs  of  the  busi- 
ness will  add  largely  to  the  effectiveness  of 
a  working  force  already  one  of  the  best  in 
the  trade.  The  Excelsior  company  secures, 
in  addition,  a  number  of  business  connec- 
tions with  manufacturers. 


THE  NATIONAL  CHAIN  ADJUSTER. 

The  National  Cycle  Mfg.  Co.  of  Bay  City, 
Mich.,  is  proud  of  the  simplicity  of  its 
chain  adjuster  shown  in  the  illustration. 
When  on  the  bicycle  it  resembles  in  ex- 
ternal appearance  an  ordinary  rear  fork  end 
and  washer.  The  action  is  nicely  gauged 
so  that  it  is  impossible  to  throw  the  wheel 
out  of  line.  The  operation  consists  in  turn- 
ing the  washer  which  has  a  raised  scroll  on 
its  inner  face,  this  scroll  engaging  notches 
in  the  side  of  the  fork  end  fitting  and  mov- 


7~K  Cfue  Aoc-- 


ing  along  the  slot  as  it  turns,  much  after 
the  action  of  a  worm  and  rack.  When 
tightened  by  the  axle  nuts  it  is  impossible 
for  the  adjustment  to  slip. 


NEW  CHAIN  AND  CHAINLESS  WARWICKS. 

The  newly  organized  Warwick  Cycle  Co. 
Which  has  bought  out  the  machinery  and 
stock  of  the  old  Warwick  company  in 
Springfield,  Mass.,  announces  its  intention 
of  continuing  the  manufacture  of  only  first- 
class  bicycles  to  list  at  $50.  The  New  War- 
wick will  be  strictly  up-to-date  and  the 
finest  that  skilled  artisans  can  produce  for 
the  standard  price,  and  the  equipment  the 
best  and  most  expensive,  it  being  the  com- 
pany's belief  that  nothing  ordinary  or 
commonplace  should  be  fitted  to  machines 
of  the  first  quality.  Every  little  detail,  in 
fact,  is  to  receive  that  attention  which 
strictly  first  class  goods  must  have  in  order 
to  take  a  prominent  position,  and  the  com- 
pany feels  confident  that  such  attention  will 
be  appreciated  by  that  portion  of  the  public 
which  is  fastidious  enough  to  want  the 
best. 

Chainless  bicycles  will  be  made  a  feature 
of  the  production.  They  will  be  driven  by 
bevel  gear  mechanism,  which  has  been 
adopted  after  crucial  tests  of  various  other 
kinds  of  transmitting  devices.  They  will 
have  one-piece  cranks  and  shaft— the  only 
one  yet  used  commercially  in  bevel  gear 
bicycles — but  will  be  exactly  the  same  in  ap- 
pearance as  the  chain  driven  machines  ex- 
cept in  the  driving  mechanism,  and  will 
combine  style,  character  and  beauty  with 
strength   and   easy    running   qualities. 

The  president  of  the  old  company.  George 
A.  Russel,  is  president  of  the  new  firm,  and 
A.  O.  Very,  the  former  treasurer  and  me- 
chanical expert,  will  have  charge  of  the 
finances  of  the  new  concern  and  give  his 
personal  supervision  to  the  construction  of 


the  machines.  The  fact  that  these  ex- 
perienced men  are  directing  affairs  and 
will  be  intimately  identified  with  the  pro- 
duct, is  sufficient  guarantee  of  its  char- 
acter. 

Owners  of  Warwicks  purchased  in  the  past 
can  secure  parts  for  repairs  from  the  new 
concern.  , 

The  new  output  will  all  be  marketed  from 
the  New  York  office  at  34  Union  Square, 
East,  where  all  communications  regarding 
bicycles,    parts,    etc.,    should   be    sent. 


BANKER  HOME  EXERCISER. 

The  accompanying  illustration  shows  the 
No.  4  cycle  stand  made  by  the  Banker 
Bros.    Cycle   Co.    of   Pittsburg,    Pa.    It   is   a 


combined  floor  stand  and  home  trainer  and 
has  proven  a  good  winter  sideline  in  cycle 
stores.  Various  tensions  of  resistance 
against  the  rotation  of  the  rear  wheel  may 
be  obtained  by  means  of  the  strap  which 
supports  the  forward  end  of  the  frame  car- 
rying the  friction  roller.  On  a  ladies'  ma- 
chine the  strap  is  fastened  to  the  handle 
bar  instead  of  to  the  top  frame  rail  as  shown 
in  the  illustration.  The  stand  rests  on 
castors  and  can  be  placed  in  any  desired 
position  without  lifting.  It  is  finished  in 
aluminum  bronze.  Both  wheels  of  the  bi- 
cycle it  supports  are  held  in  the  stand  so 
that  the  rear  end  is  not  tipped  upward. 


KIRKPATRICK  SADDLES  IN  DEMAND. 

The  Kirkpatrick  Saddle  Co.  of  Springfield, 
O.,  states  that  it  is  well  pleased  with  its 
trade  so  far  this  season,  as  it  is  doing  more 
business  than  was  anticipated.  It  finds, 
with  gratification,  that  there  is  little  ob- 
jection on  the  part  of  buyers  to  paying  a 
fair  price  for  an  article  of  real  merit.  The 
Kirkpatrick  saddles  can  now  be  secured 
from  the  following  distributing  agents:  P. 
A.  Hastings  &  Co.,  159  Lake  street,  Chicago; 
C.  M.  Rice  Co.,  105  Chambers  street.  New 
York  city;  George  D.  Boles,  75  Hawley 
street  Boston,  Mass.,  and  McMaster  jiild- 
redge  &  Maugle,  635  Arch  street,  Philadel- 
phia. 

HOLLENBECK  HYGIENIC  SADDLE  AND  CLAMP. 

The  hygienic  pattern  saddle  here  illus- 
trated continues  to  be  a  leading  feature  of 
the  line  of  saddles  made  by  the  HoUentoeck 


Saddle  Co.  of  Syracuse,  N.  Y.  This  seat  is 
made  in  two  sizes  for  either  men  or  wom- 
en, style  No.  5  being  9  inches  wide  and 
style  No.  6,  10%  inches  wide.  This  saddle  is 
of  ornamental  and  attractive  appearance, 
and  light  and  durable  at  the  same  time. 
It  is  of  simple  and  strong  construction  and 
has  been  pronounced  by  riders  and  physi- 
cians to  be  perfect  of  its  kind.  It  places 
the  weight  directly  upon  the  pelvic  bones, 
removing  all  injurious  pressure  from  other 
parts  and  insuring  ease  and  comfort.  It  Is 
thoroughly  ventilated  and  smooth  and  easy 
riding   is    insured,   as   the    improved    spring 


The  Cycle  Age  and  Trade  Review 


527 


^'$)»^rf?'^r^ff''$>f|!><^';|?'$>rf»'^r$>'f?':f'<^rf?ff»«4»<^ 


Let  us  Have  a  Rest 


About  rieyercord  Decalcomania  Transfers 


NO!     NOT  UNTIL  THE  WHOLE  WORLD  USES  THEM. 


A  REST: 


Well,  there  is  very  little  work  in  using  our  Double  Paper  kind,  the  latest 
advancement  in  the  art — the  fleyercord  Guaranteed  Double  Paper  Decalco= 
mania  Transfers.  The  greatest  trouble  is  to  read  the  long  name;  otherwise 
our  Double  Paper  Transfers  are 

-Trouble=less  Transfers 

Enamelers,  Cycle  Retail  Dealers  and  Jobbers,  write  us  for  full  information,  samples,  trial  designs, 

directions  for  use,  electros,  etc. 

N.  B. — Remember  stock  designs  in  lots  of  fifty,  especially  intended  for  cycle  agents. 


The  rieyercord  Company,  Inc. 

American  Manufacturers  Guaranteed  Decalcomania  Transfers, 
""''  S.Tmef Building.        MAIN  OFFICE:     CHAMBER  OF  COMMERCE  BUILDING,  CHICAGO,  ILL.         ^^-  TzfuXd^Buiiding 


Union 
Automatic 
Tire 
Inflator... 


The  only  perfect  slot 
machine  for  automati- 
cally inflating  bicycle 
tires. 


Enormous 
Profits  Already 
Demonstrated 


Application  for  state 
rights  must  be  ac- 
companied by  high- 
est references. 


^ 


UMThD  SPECIALTY  CO.. 


47  Great  Jones  Street, 


NEW  YORK,  N.  Y. 


FOR  A  COMBINATION  OF 


LIGHTNESS,  COMFORT^ 


DURABILITY  AND  PRICE 


jKE^m^ 


Weighs 
t2  Ounces 


Price, 
^  ^  $2.00 


THE 

Kollenbeck  Rawhide  Saddle 

CANNOT  BE  EXCELLED. 

The  rtrength  of  the  mflterial,  in  connection  with  the  HoUenbeck 
process  of  treatment,  mal£fS  it  possible  to  produce  a  sadrtie.  with- 
out the  usual  hardwood  or  steel  base,  hen'-e  lishtni  ss  and  flexi- 
bility are  secured.  The  reputation  of  this  famous  saddle  for 
thtse  essential  qualities  is  bused  upon  practical  tests.  It  has 
made  for  itselt  a  reputation  .second  to  none.  Its  first  introduc- 
tion was  a  flattering  success,  that  merit  alone  can  win. 

COOL  ^  COMFORTABLE  .^  INDESTRUCTIBLE 

Mr.  Dealer— You  want  it  in  stock. 


Makers,  HOLLENBEGK  SADDLE  CO.,  Syracuse,  N.  Y. 

Chicago  Representative:  C.  K.  Anderson,  Room  S9, 164  La  Salle  St.;  'Phone,  3841  Main. 


528 


The  Cycle  Age  and  Trade  Review 


takes  up  all  shocks  caused  by  roughness  of 
the  road. 

Another  good  feature  of  this  saddle  is  the 
Hollenbeck  Lock  Tilting  clamp,  which  is  so 
constructed  that  it  can  be  tilted  to  any 
position  and  there  locked.  This,  in  con- 
junction with  the  Hollenbeck  spring,  gives 
a  4-inch  range  of  adjustment  from  front  to 
rear,  without  disturbing  the  positon   of   the 


The  Or-CLt  Ae^ 


saddle.  The  Hollenbeck  company  will  sell 
this  clamp  separately  to  anyone  who  de- 
sires it,  as  it  will  fit  any  round  wire  spring 
on  any  of  the  prominent  makes  of  saddles. 
With  this  clamp  the  rider  can  obtain  a  low 
position  of  his  saddle  on  the  frame. 


WAVERLEY  AND  IVANHOE  BICYCLES. 

The  catalogue  of  the  Indiana  Bicycle  Co. 
of  Indianapolis  is  designed  and  printed  in 
a  most  novel  manner  and  as  an  advertising 
medium  is  sure  to  bring  returns.  The  in- 
side pages  are  in  the  form  of  a  folder  and 
are  inclosed  in  a  decorated  cover  which 
forms  the  mailing  envelope.  The  cover,  be- 
ing handsomely  scrolled  and  lettered  in 
gol<i  and  dark  red  on  a  sage  green  back- 
ground, is  certain  to  attract  favorable  at- 
tention from  every  mail  clerk  who  handles 
it  while  en  route  to  its  destination,  and  who- 
ever received  it  would  be  lacking  in  ordin- 
ary interest  if  he  did  not  open  it  to  scan 
the  contents. 

The  two  regular  patterns  of  Waverley 
bicycles  are  shown  within  the  folder.  These 
machines  list  at  ?40  each  and  in  their  con- 
struction and  design  show  signs  of  work 
tending  toward  general  refinement  rather 
than  toward  radical  changes.  The  com- 
pany's cheaper  machines,  the  Ivanhoe  and 
Ivanhoe  Special,  which  sell  at  ?25  and  $35 
each  respectively,  are  listed  in  a  separate 
circular.  The  Ivanhoe  machines  are  not 
Waverley  bicycles,  either  in  character  of 
material,  construction  or  finish,  and  are  not 
made  in  connection  with  the  Waverley  but 
in  a  separate  plant  which  was  equipped  for 
the  manufacture  of  medium  grade  cycles 
last  year.  The  Ivanhoes  are  offered  simply 
as  honest,  reliable  bicycles  at  moderate 
prices,  and  the  company  claims  as  much 
merit  for  them  as  is  possible  to  be  given 
machines  selling  at  the  prices  asked  for 
them.  

ANDRAE  SUNDRIES  CATALOGUE  READY. 

During  the  past  few  years  the  Julius  An- 
drae  &  Sons  Co.,  of  Milwaukee,  Wis.,  has 
been  doing  an  extensive  business  In  jobbing 
bicycle  sundries.  The  company  issues  a 
complete  sundries  catalogue  each  year.  The 
1899  catalogue  has  just  been  completed  and 
will  be  mailed  to  any  agent  desiring  a  copy. 


INSTRUCTIONS  FOR  BEVEL  GEAR  CYCLES. 

Believing  that  Intelligent  care  of  bevel 
gear  bicycles  by  riders  will  be  stimulated 
by  correct  advice  on  the  subject,  and  with 
the  intention   of  saving   owners    of    Stearns 


chainless  machines  from  expensive  ex- 
perience when  a  few  well  directed  words 
might  make  haphazard  tinkering  unneces- 
sary, E.  C.  Stearns  &  Co.  of  Syracuse  have 
issued  a  little  pamphlet  containing  full 
directions  for  the  care  and  adjustment  of 
the  Stearns  chainless  bicycles.  The  pamph- 
let is  illustrated  and  tells  in  straightforward 
language  intelligible  to  anyone  how  to  ad- 
just the  ball  bearings  on  the  connecting 
shaft,  the  hanger  bearings  and  those  in  the 
rear  hub;  how  to  adjust  the  gears  so  that 
they  will  mesh  properly;  how  to  lubricate 
the  various  bearings  and  gears;  how  to  re- 
move the  forward  driving  gear  and  the  ball 
cup  on  the  right  side  of  the  hanger,  and 
how  to  remove  and  replace  the  rear  hub 
dust  cap.  

KEENE  WHEEL  ASSEHBLING  JIG. 

Herewith  is  illustrated  the  Keene  wheel 
assembling  jig,  one  of  tne  devices  which 
recently  attracted  much  attention  at  the 
New  York  cycle  show.  The  new  feature  of 
this  chuck  is  the  adjustable  jaws  which 
render  it  equally  well  suited  for  assembling 
26,  28  or  30-inch  wheels.  The  adjusting 
mechanism  is  exceedingly  simple,   and  only 


two  or  three  minutes'  time  is  required  to 
change  from  one  size  to  another.  The  large 
bed  casting  is  accurately  machined  in  a  lathe 
in  four  operations.  The  several  operations 
of  milling  and  drilling  are  done  in  accurate 
jigs.  The  construction  throughout  is  very 
rigid,  to  resist  the  severe  warping  and  dia- 
metrical strains. 

As  to  the  efficiency  of  this  machine,  it  was 
shown  repeatedly  at  the  New  York  cycle 
show  that  a  wheel  can  be  completely  as- 
sembled inside  of  eight  minutes. 

The  price  of  this  machine  is  placed  very 
low  to  enable  every  repairer  to  have  one. 
It  is  manufactured  by  the  New  England 
Cycle  Supply  Co.,  Keene,  N.  H. 


WTieel  Co.  is  located  In  Middletown,  Conn., 
it  is  almost  superfluous  to  state  that  it  was 
through  one  of  those  inexplicable  tempo- 
rary aberrations  of  mind  that  the  address 
of  this  old,  reliable  and  familiar  firm  was 
last  week  given  in  an  advertisement  in  this 
paper  ais  Middletown,  O. 


CLEVELAND  HOUSE  FOR  STEARNS  CYCLES. 

The  Rice  Bicycle  Co.,  with  its  principal  of- 
five  at  Syracuse,  N.  X.,  has  been  incorpo- 
rated at  Albany  for  the  purpose  of  conduct- 
ing a  bicycle  business  at  Cleveland,  O.  This 
firm  has  been  organized  especially  for  the 
purpose  of  representing  Stearns  bicycles  in 
Cleveland.  It  has  secured  an  excellent  loca- 
tion at  232  Euclid  avenue  and  has  hastened 
to  complete  the  fitting'  up  of  its  place  of 
business  to  be  ready  for  the  general  opening 
of  bicycle  houses  which  began  Monday.  The 
company  has  a  neatly  appointed  store,  and 
under  the  management  of  John  W.  Rice,  for- 
mer agent  for  E.  C.  Stearns  &  Co.  at  Paines- 
ville,  O.,  expects  to  do  a  feuod  business  in 
the  Cleveland  field.  '  ,> 

H.  R.  Gilbert  and  Frank  C  Riggs,  for  sev- 
eral years  connected  with  E,  C.  Stearns  & 
Co.,  are  interested  in  the  enterprise,  but  re- 
main in  their  present  positions  at  Syracuse. 


BESLY'S  OIL  AND  OIL  CUPS. 

Charles  H.  Besly  &  Co.,  12  North  Canal 
street,  Chicago,  report  numerous  large  or- 
ders for  their  celebrated  Helmet  oil  and 
Perfection  and  Bonanza  oil  cups.  Among 
others,  shipments  have  been  made  to  the 
J.  I.  Case  Threshing  Machine  Co.,  Pull- 
man's Palace  Car  Co.,  Charles  Parker  Co., 
Crane  Elevator  Co.,  Brown  Hoisting  &  Con- 
veying Machine  Co.,  a  Cleveland  automatic 
bicycle  machinery  company,  and  two  of  the 
oldest  cycle  making  firms  in  America.  The 
last  two  concerns  use  this  oil  for  assem- 
bling wheels  and  coating  steel  balls,  ball 
bearings  and  other  wearing  parts.  One  firm 
has  adopted  this  oil  for  use  on  its  bevel 
gear  chainless  bicycles. 

The  McCormick  Harvesting  Machine  Co., 
Otis  Elevator  Co.  and  American  Steel  & 
Wire  Co.  are  ordering  Bonanza  oil  cups  for 
use  on  their  machinery. 


OLD  RELIABLE  TIRE  MAKERS. 

The  New  Brunswick  Rubber  Co.  of  New 
Brunswick,  N.  J.,  is  doing  a  very  large 
business  in  its  various  grades  of  tires.  From 
the  present  outlook  it  will  this  season  double 
the  business  that  it  did  last  year.  The  New 
Brunswick  Co.  is  managed  by  conservative 
business  men  of  many  years'  successful  ex- 
perience, who,  though  they  have  been  mak- 
ing bicycle  tires  for  only  four  or  five  years, 
had  been  in  the  rubber  manufacturing  field 
for  many  years  before  they  took  up  tires.  In 
fact,  the  New  Brunswick  Rubber  Co.  is  one 
of  the  oldest  rubber  manufacturing  compa- 
nies in  the  world.  It  was  founded  in  1839 
and  incorporated  ten  years  later.  It  has  had 
sixty  years  of  successful  existence. 


ANDRAE  CYCLES  AT  THE  SHOWS. 

The  entire  line  of  Andrae  cycles  is  being 
exhibited  this  week  at  the  Philadelphia  show 
and  will  also  be  shown  at  Pittsburg  and 
Washington.  The  exhibit  at  the  Pittsburg 
show  will  be  in  charge  of  the  Justice  Cycle 
Co.,  assisted  by  John  C.  Schmidtbauer,  the 
company's  representative.  The  Andrae  ex- 
hibit at  Washington  will  be  in  charge  of 
the  West  End  Cycle  Co. 


THROUGH  A  LAPSE  OP  ATTENTION. 

Since     everybody     in     the     bicycle     trade 
knows  with  his  eyes  shut  that  the  Keating 


A  patent  was  granted  this  week  to  George 
A.  Burwell  of  Toledo  on  the  Burwell  me- 
chanically fastened  detachable  tire  which 
is  a  well  known  feature  of  Cleveland  bi- 
cycles. 


WHALEY  BICYCLE  STIRRUPS!! 

"The  Best  Toe  Clips.     The  Best  Selling  Toe  Clips." 


Patent  Dec.  29,  1896. 
Patent  Sept.  14,  1897. 
Further  patent  allowed. 


AJ|||^|flU     See  that  the  name 
UMU  I   lUri  "WHALEY  " 

—  Is  on  every  stirrup. 


SOLD  BY  ALL 
LEADING  JOBBERS 


BEWARE 


of  misleading  cir- 
culars and  adver= 
tisments. 


WHALEY-DWYER  CO.,  Makers 

ST.  PAUL,  niNN.,  U.  S.  A. 
HARTLEY  &,  GRAHAM,  NEW  YORK,  SOLE  EXPORT  AGENTS 


...  INTHE... 


Crawford  Bicycle... 

for  1899  the  highest  efficiency  has  been  reached  by  a  combina- 
tion of  all  desirable  points  in  the  most  perfect  form,  no  one  part 
being  abnormally  developed  to  the  detriment  of  another.  The 
result  is  a  bicycle  of  the  b  ghest  quality  possible  for  sliill  and 
exptrience,  combined  with  capital  and  with  a  plant  capable  of 
production  on  a  scale  large  enough  to  allow  selling  at  a  popular 
price. 

We  call  special  attention  to  our  model  tandems  at  $75.00.  We  also 
offer  with  entire  confidence  our  $50.00,  $35.00  ami  $25.00  models 
as  unequaled  at  those  prices:  and  nur  Juveniles  at  $30.00,  $25.00 
and  $20.00,  together  with  our  Chainless  maee  the  line  of  Crawford 
Bicycles  harmonious  and  complete. 

WE  ARE  MAINTAINiNG  A  HIGH  STANDARD  FOR  WORKMANSHIP. 

THE  CRAWFORD  MFG.  CO.,    -    Hagerstown,  Md. 


Chicago  Branch,  86  Wabash  Avenue. 


Send  for  Catalogue. 


'OMh 


Vol,  XXII— No   18. 


CHICAGO,  MARCH  2,  1899 


New  Series  No.  67, 


AGENTS  TEMPT  EARLY  BUYERS 


Competition  Among  Buffalo  Dealers  Leads 

to  Some  Very  Lively  Bidding 

for  Patronage. 


Buffalo  dealers  are  considerably  ex- 
cited on  account  of  the  fact  that  two  of 
their  number  are  extensively  advertising 
machines  for  sale  at  $1  down  and  $1  a 
week.  It  is  well  understood,  however, 
that  this  offer  will  not  last  long.  An- 
other concern  is  offering  machines  for  $1 
down  and  giving  a  credit  of  $3  when  the 
first  payment  is  made — an  offer  which  is 
advertised  as  the  most  liberal  ever  made 
in  Buffalo.  This  latter  firm  claims  to 
have  sold  1,200  machines  last  year  by 
means  of  the  "pass-book"  system.  It  is 
now  offering  "cash"  bicycles  for  $5  down 
and  $1.50  per  week. 

Cautious  Dealers  Apprehend  Danger. 

On  the  other  hand,  more  conservative 
dealers  are  endeavoring  to  offset  the 
effect  of  these  announcements  "by  de- 
claring that,  while  they  have  no  such  al- 
luring offers  to  make,  still  they  have 
goods  for  sale  which  in  the  end  will 
prove  better  bargains.  It  is  the  gen- 
eral opinion  that  the  sale  of  machines 
on  terms  of  $1  down  and  $1  a  week  will 
unsettle  trade  conditions.  Dealers  are 
apprehensive  lest  buj'oi's,  seeing  these 
announcements,  may  be  led  to  imagine 
that  such  offers  are  only  pui  out  through 
necessity. 

These  appeals  to  buyers  who  may  be 
short  of  cash,  or  careful  in  its  distribu- 
tion, has  been  tried  before  this  in  other 
cities,  but  never  so  early.  Invariably 
wherever  they  have  been  tried  they  have 
resulted  in  severe  loss. 

Every  year  witnesses  a  shortening  of 
the  period  during  which  agents  carry  cus- 
tomers who  buy  on  the  installment  plan. 
Having  this  in  mind  it  is  natural  for 
the  dealers  in  Buffalo  to  deplore  the  fact 
that  some  of  their  number  should  be  so 
greedy  for  patronage,  or  so  hard  pressed 
in  competition,  that  they  want  only  and 
for  a  long  time  in  advance  of  the  actual 
riding  season  endeavor  to  spoil  the  mar- 
ket. 

Small  Dealers  in  Disrepute. 

The  annual  crop  of  cheap  bicycle  mak- 
ers is  sprouting.  Last  year  many  of 
these  concerns  were  subjected  to  such 
screaming  abuse  by  the  public,  on  ac- 
count of  defective  workmanship,  that  the 
impression  was  prevalent  that  the  city 
would  not  be  troubled  with  their  ap- 
pearance this  season,  or,  if  they  did  ap- 
pear, that  their  numbers  would  be  fewer. 
Such,  however,  is  not  the  case.  For  ev- 
ery shop  which  dropped  out  of  sight 
last  winter  two  are  now  to  be  found 
in  its  place  and  Buffalo  is  threatened 
with  a  repetition  of  the  troubles  expe- 
rienced last  year  through  the  breaking 
of  front  forks. 

The  attitude  of  the  Buffalo  public  to- 
ward small  builders  is  not  to  be  doubted, 
though  it  has  not  yet  been  tested  this 
year.     The  bitter  experience  of  last  sea- 


son on  the  part  of  m.any  riders,  who 
were  persuaded  that  anyone  could  con- 
struct machines  with  safety,  has  not  yet 
been  forgotten.  So  many  riders  were  se- 
riously and  painfully  injured  through  the 
breaking  of  fork  crowns  made  of  malle- 
able iron  and  imperfectly  brazed  frame 
joints  that  the  daily  papers,  taking  no- 
tice of  the  complaints,  made  the  city  too 
hot  for  these  builders. 

Daily  Papers  Issue  Warning. 

"There  is  no  excuse,"  said  a  writer  in 
one  of  the  newspapers  last  fall,  "for  a 
manufacturer  who  will  deliberately  place 
a  poor  and  dangerous  piece  of  work  on 
the  market  and  represent  it  as  high- 
grade  article,  which  is  being  done  in  this 
city  every  day.  The  people  who  buy 
wheels  are  certainly  entitled  to  some  pro- 
tection, for  they  unknowingly  run  the 
risk  of  serious  injury,  or,  worse  yet,  loss 
of  life,  by  riding  wheels  that  break  with- 
out giving  the  least  warning  to  the  rider. 
It  is  the  next  thing  to  murder  and  all  be- 
cause the  makers  are  too  grasping  to 
spend  ten  or  fifteen  cents  to  strengthen 
their  fork  stems." 

This  is  a  sample  of  the  manner  in 
which  the  press  and  public  handle  the 
matter. 

"If  you  go  into  a  bicycle  store  today," 
a  local  paper  said  last  week,  commenting 
upon  the  outlook  for  the  coming  sea- 
son, "the  salesman  will  almost  invariably 
expatiate  on  the  strength  of  the  front 
fork  of  the  machine  he  wants  to  sell  you. 
The  fatal  accidents  last  year  in  Buffalo 
have  driven  manufacturers  to  all  kinds 
of  re-inforcements  and  strengthening  de- 
vices. If  you  buy  a  '99  wheel  of  any  rep- 
utable make  you  needn't  bother  about  the 
front  forks.    They  are  all  right." 


Big  Swindler  Arrested. 

James  Ferro,  or  a  man  calling  him- 
self by  that  name,  has  been  arrested  in 
New  York  city  for  obtaining  goods  under 
false  pretenses  from  bicycle  houses. 
There  are  twenty-two  complaints  against 
him  and  he  is  alleged  to  have  swindled 
makers  of  bicycle  goods  out  of  $10,000 
worth  of  material  and  sundries.  He  used 
letterheads  bearing  the  name  "J.  Ferro 
&  Co,"  which  is  a  reputable  exporting 
house  on  Broadway.  He  was  held  in 
$5,000  bail. 


CONTENTS. 


Australian  Auction  Stopped 
Hilsendegen  Chops  Prices 
Very  Low  Trading=in  Prices 
Editorial         .        =        .        - 
Brazing  by  Immersion 
Current  Cycle  Manufacture 
Dealers'  Spring  Displays 
Subjects  of  General  Interest 
Commerce  in  Foreign  Jlarkets 
Dealers  Well  Pleased 
Built-in  Gear  Cases 
Motor  Vehicle  Patents 
The  Pastime  and  Sport 
Minnetonka  Cycle  Path 
Information  for  Buyers 


Page. 

530 
531 
531 
533 

534 
536 
538 
540 
545 
548 
550 
552 
554 
557 
558 


CHICAGO    JOBBERS     ORGANIZE 

They   Aim   at  Bettered   Relations  With 

Manufacturers  and  More  Efficient 

Handling  of  Credits. 

The  Chicago  Cycle  Supply  Jobbers' 
Association  is  the  title  of  the  organiza- 
tion just  completed  by  fifteen  of  Chi- 
cago's leading  jobbers  in  cycle  parts  and 
sundries  and  which  has  immediately 
started  to  work  to  further  in  various 
ways  the  interests  of  its  members.  At  the 
last  meeting  Paul  Armstrong,  of  Arm- 
strong Bros.  Tool  Co.,  was  elected  presi- 
dent and  Robert  Malcom,  of  the  Excelsior 
Supply  Co.,  secretary  and  treasurer.  The 
vice-president  has  not  yet  been  elected. 
The  directors  of  the  association  are:  B. 
E.  Harris,  of  B.  E.  Harris  &  Co.;  F.  S. 
Waters,  Jr.,  of  the  Chicago  Tube  Co.,  and 
W.  J.  Beckley,  of  the  Beckley-Ralston 
Co.  The  president  and  secretary  also 
serve  as  members  ex-officio  of  the  board 
of  directors. 

Hembership  As  At  Present  Composed. 

The  firms  now  holding  membership  in 
the  association  are  as  follows: 

Hibbard,  Spencer,  Ba.rtlett  &  Co. 

Excelsior.  Supply  Co. 

Independent  Supply  Co. 

Beckley-Ralston  Co. 

Eugene  Arnstein. 
'F.  S.  Waters  &  Co. 

Chicago  Tube  Co. 

Walker  &  Ehrman  Mfg.  Co. 

Armstrong  Bros.  Tool  Co. 

Bicycle  Repairers'  Tool  Co. 

J.  P.  Doig, 

B.  E.  Harris  &  Co. 

F.  A.  Hastings. 

J.  E.  Plew. 

Several  other  jobbers,  including  A.  G. 
Spalding  &  Bros.,  have  signified  their 
Avillingness  to  join  the  association  later 
on. 

Protection  Against  Manufacturers. 

The  association  has  two  important  pri- 
mary objects,  besides  that  of  bringing  the 
jobbers  of  Chicago  into  closer  and  more 
harmonious  relations  with  each  other. 
The  first  is  to  protect  the  jobbers  against 
the  common  practice  of  many  manufact- 
urers of  parts  in  selling  to  small  buyers 
at  prices  so  little  higher  than  the  large 
lot  prices  that  the  jobber's  business  is 
materially  injured.  It  is  stated  that  some 
of  the  local  makers  of  such  parts  as  han- 
dle bars,  seat  posts,  pedals,  etc.,  will  sell 
their  parts  in  single  or  dozen  lots  to  re- 
pairers and  other  small  buyers  at  prices 
but  little  above  that  asked  the  jobbers 
who  buy  the  parts  by  the  thousand. 

As  a  first  step  toward  the  improvement 
of  such  conditions  the  Chicago  Cycle  Sup- 
ply Jobbers'  Association  has  taken  issue 
with  the  handle  bar  makers  of  Chicago 
and  requested  that  a  scale  of  prices  be 
established  which  by  gradually  raising 
the  prices  as  the  size  of  the  selling  lots 
diminishes  would  force  the  many  small 
local  consumers  of  these  parts  to  buy  at 
the  supply  stores  instead  of  at  the  fac- 


530 


The  Cycle  Age  and  Trade  Ri/iew 


tories.  The  secretary  of  the  association 
reports  that  several  of  the  handle  bar 
makers  are  favorably  inclined  toward  the 
proposition  and  that  it  is  expected  the 
move  will  be  successful  without  any  ill 
feeling. 

Credit  Bureau  to  Be  Established. 

The  second  important  object  of  the  as- 
sociation is  to  be  of  value  to  the  credit 
departments  of  the  firms  represented  in 
the  membership.  Systematic  work,  it  is 
expected,  will  enable  the  association 
shortly  to  be  in  a  position  to  handle  the 
local  credits,  at  least,  with  comparative 
safety  and  to  shut  off  on  credits  grant- 
ed indiscriminately  to  responsible  and 
irresponsible  local  dealers  and  repair- 
ers. 

Plan  a  National  riovement. 

That  the  general  work  of  the  credit  bu- 
reau and  of  the  association  in  every  oth- 
er line  may  be  made  as  valuable  as  pos- 
sible the  secretary  has  written  to  nu- 
merous large  jobbers  in  different  cities 
throughout  the  country  asking  their  co- 
operation in  the  enterprise.  The  object 
of  sounding  the  out  of  town  jobbers  is 
not  with  a  view  to  broadening  the  asso- 
ciation into  a  national  organization,  but 
to  induce  as  many  jobbers  as  possible  to 
organize  local  associations  which,  work- 
ing together,  would  have  the  power  of  a 
national  association.  Such  a  plan,  if  suc- 
cessful, would  not  merely  permit  of  in- 
terchange of  information  valuable  to  the 
credit  departments,  but  would  make  a 
stronger  trade  factor  of  the  jobbing  ele- 
ment and  enable  each  local  association 
to  profit  by  points  learned  in  other  cities 
as  well  as  by  its  own  individual  expe- 
rience. 

Secretary  Malcom  has  also  opened  cor- 
respondence with  the  recently  organized 
Cycle  Dealers'  Protective  Association  of 
Boston  and  hopes  to  bring  that  associa- 
tion into  harmonious  and  mutually  ad- 
vantageous co-operation  with  the  Chicago 
association,  so  that  the  two  may  unite 
their  facilities  and  thus  form  a  sort  of 
nucleus  around  which  the  national  co- 
operative body  of  jobbers'  associations 
may  be  formed. 

The  Chicago  Cycle  Supply  Jobbers'  As- 
sociation invites  correspondence  upon  all 
subjects  of  interest  to  supply  jobbers 
from  dealers  and  jobbers  in  other  cities. 
The  secretary's  address  is  88-90  Lake 
street,  Chicago. 


Exports  of  Bicycles  and  Materials. 

Exports  of  bicycles  and  bicycle  mate- 
rials from  the  port  of  New  York  for  the 
week  ending  February  21  are  recorded  as 
follows: 

Bicycles. 

Holland  $  37,015 

Germany  30,566 

Denmairk  11,800 

Prance  5,939 

England  2.609 

Australia  5,845 

British   East   Indies    5,428 

British  Africa 4,991 

BelK-ium  1,508 

Russia    2,485 

British  West  Indies  1,119 

JajDan    1,390 

China  323 

Brazil    917 

Hong  Konpr  938 

Dutch  East  Indies 778 

Italv   436 

Siam  715 

British  Guiana  502 

Cuba    470 

Dutch  Guiana  254 

Peru 200 

U.  S.  of  Colombia  158 

Other  South  America  140 

EgyT)t    105 

Turkey 50 


Material. 

$  2,034 

8,416 

4,750 

1,976 

4,599 

2,594 

223 

61 

2,685 

1,500 

312 

18 

810 

41 


316 

"34 


Totals  $116,681  $30,560 


A  $150,000  fire  which  destroyed  the 
Lind  building  in  Chicago  last  week 
burned  out  the  Standard  Bicycle  Works, 
the  American  Nickel  Plating  Works,  and 
Tugwell  Bros.,  machinists. 


AUSTRALIAN  AUCTION  STOPPED 


ENGLISH  CYCLES  SELL  CHEAPLY 


The  Austral  Cycle  Agency's  Auction  a 

Failure  -  American  Jlachines  Suc= 

cessful  on  the  Path. 


Sydney,  Jan.  28.— The  Austral  Cy- 
cle Agency's  much  boomed  and  well  ad- 
vertised auction  sale  of  eighty  new  and 
twenty  second-hand  machines  here  was  a 
failure.  The  machines  were  all  English 
and  comprised  among  others  the  follow- 
ing well  known  makes:  Beeston  Humber, 
Triumph,  Raleigh  and  Singer  model  de 
luxe.  Notwithstanding  the  fact  that  the 
sale  was  well  advertised  and  placed  in 
the  hands  of  the  best  auctioneer  in  Syd- 
ney, exceptionally  low  prices  ruled,  and 
after  forty  out  of  the  one  hundred  had 
been  disposed  of  the  auctioneer  was  in- 
structed to  stop  the  sale. 

Sold  for  Less  Than  Cost. 

Some  of  the  machines  were  actually 
sold  for  less  than  cost  price,  landed  here. 
Raleighs,  one  of  the  very  best  English 
makes,  were  knocked  down  for  $40,  and  it 
cost  the  Austral  Cycle  Agency  $55  apiece 
to  land  them  in  Sydney.  Beeston  Hum- 
bers  went  for  $70,  and  the  cost  of  landing 
them  here  is  $90  apiece.  The  Singer 
model  de  luxe  is  one  of  the  dearest  Eng- 
lish machines  on  the  market.  Some  of 
the  drop  frame  models  of  this  niount 
were  sold  for  $35.50,  while  the  Triumph, 
which  cost  the  Austral  Cycle  Agency 
something  like  $75  to  import,  was  sold 
for  $40.50.  This  auction  is  regarded  as 
absolutely  the  worst  yet  held  in  Austra- 
lia. The  Austral  Cycle  Agency  have  cer- 
tainly dropped  money  over  it,  as  they 
spent  a  lot  of  money  in  advertising  it, 
and  they  can  ill  afford  to  lose  money  at 
present  as  they  are  in  very  straitened 
circumstances.  The  rest  of  the  trade  in 
New  South  Wales  are  extremely  pleased 
that  the  auction  was  "a  frost,"  as  it  will 
probably  prevent  any  more  being  held 
for  some  considerable  time. 

American  Machines  Win  on  tlie  Path. 

American  machines  seem  to  have  a 
mortgage  over  the  A.  N.  A.  race,  which  is 
run  annually  in  Melbourne.  This  is  the 
greatest  handicap  race  in  the  world  and 
carries  larger  prizes  than  the  Austral 
race.  The  prizes  for  this  year's  event  were 
$1,250  first,  $625  second  and  $225  third, 
while  $100  was  divided  among  heat  win- 
ners. When  Matthews  won  this  classic 
event  on  an  American  machine.  The  en- 
tries for  the  race  numbered  258.  Mat- 
thews was  fourth  in  the  Austral  on  the 
same  machine.  The  A.  N.  A.  race  has 
now  been  won  three  times  in  succession 
on  an  American  machine. 


ANOTHER  BIG  AUTOMOBILE  CO. 


Formed  in  the  East  and  Alleged  to  Be  in  Opposition 
to  the  Croker  =Leiter  Concern. 


Articles  of  incorporation  have  been 
filed  at  Trenton  by  the  New  York  Elec- 
tric Vehicle  Transportation  Company, 
with  an  authorized  capital  of  $25,000,000. 
The  company  is  empowered  to  acquire, 
manufacture  and  sell  vehicles  of  all  kinds 
to  be  operated  by  electricity,  compressed 
air,  gas,  oil,  or  other  means  of  motive 
power;  also  to  acquire  franchises  for  the 
operating  of  these  vehicles  to  carry  pas- 
sengers and  freight  of  all  descriptions. 

Inquiries  develop  the  fact  that  in  the 
New  York  Electric  Vehicle  Company 
Croker's  autotruck  company  is  to  have 
a  formidable  rival.  The  persons  named 
in  the  articles  of  incorporation  are 
merely  figureheads,  but  behind  them  is 


Isaac  L.  Rice,  president  of  the  Electric 
Storage  Battery  company,  and  president 
also  of  the  Electric  Vehicle  company,  the 
concern  which  is  now  operating  the  auto- 
mobile cabs. 

It  appears  that  the  new  company  is 
ch'artered  to  operate  not  only  in  the  city 
but  also  in  the  state  of  New  York,  and 
will  run  vehicles  for  passenger  and 
freight  traffic  in  the  city  on  the  storage 
battery  system.  Just  when  the  company 
will  push  its  plans  into  operation  can- 
not be  ascertained,  but  it  is  definitely 
stated  that  autotrucks  and  delivery  wag- 
ons will  be  included  in  the  scope  of  the 
company's  operations. 

Croker's  autotruck  company  has  an- 
nouncsd  that  it  will  sell  no  vehicles  of 
any  kind,  but  will  operate  them  itself  ex- 
clusively. The  new  company  is  out  to 
sell  vehicles  of  all  kinds,  equipped  with 
electric  motors. 


GIVES  UP  THE  FIGHT 


Lozier  Secures  Advice  Against  Opposing  Georgia 
Tax— JVlakers  Pay  Tardily— Dealers  Benefit. 


The  bill  which  was  passed  by  the  last 
Georgia  legislature  providing  that  each 
manufacturer  of  bicycles  selling  within 
the  state,  either  directly  or  through 
agents,  shall  pay  an  annual  tax  of  $5 
for  each  agent,  will  not  be  fought  at  the 
present  by  bicycle  manufacturers.  H. 
A.  Lozier,  Sr.,  who  has  shown  much  in- 
terest in  the  matter  for  several  months, 
spending  time  and  money  looking  into 
the  case,  and  who,  at  the  solicitation  of 
several  other  prominent  bicycle  manufac- 
turers, undertook  to  carry  the  matter  be- 
fore the  supreme  court  of  Georgia,  has  se- 
cured the  opinion  of  Hon.  Hoke  Smith  of 
Atlanta,  who  states  that  it  would  be  in- 
advisable to  fight  the  tax.  This,  together 
with  the  fact  that  the  Georgia  supreme 
court  in  1897  rendered  an  adverse  de- 
cision in  a  similar  case — that  of  the  Sin- 
ger Mfg.  Co.  versus  Wright,  page  114, 
1897  Georgia  reports — has  led  H.  A.  Lozier 
&  Co.  to  let  the  matter  drop  for  the  time 
being  and  to  pay  the  tax. 

Up  to  the  present  time  only  twenty 
companies  doing  business  in  the  state 
have  complied  with  the  statute,  and  the 
ordinaries  of  the  various  counties  are  be- 
ing notified  to  send  in  the  names  of  the 
delinquents  at  once.  It  is  understood 
that  more  than  seventy-five  different  bi- 
cycle manufacturers  throughout  the  coun- 
try are  represented  by  agents  in  Georgia. 

The  comptroller  announces  that  he  will 
in  the  near  future  begin  to  issue  execu- 
tions against  those  firms  that  have  not 
complied  with  the  letter  of  the  law. 

Before  doing  business  under  this  act  all 
manufacturers,  their  dealers  and  agents, 
are  required  to  register  their  names  with 
the  ordinaries  of  the  counties  in  which 
they  propose  to  operate  and  exhibit  the 
license  obtained  from  the  office  of  the 
comptroller  general  of  the  state. 

Mayor  Myer  of  Savannah  has  expressed 
himself  very  forcibly  in  opposition  to  the 
special  act  of  the  Georgia  legislature, 
which,  while  it  imposes  a  $100  license  on 
bicycle  makers,  exempts  all  dealers  hand- 
ling the  machines  in  cities  from  munici- 
pal taxation. 

The  city  of  Savannah  taxes  bicycle 
dealers  $30  per  year,  but  those  dealers 
whose  makers  have  paid  the  $100  tax, 
have  refused  outright  to  pay  the  city.  The 
comptroller  general  says  the  position  of 
the  dealers  is  correct. 

Mayor  Myers  stated  Friday  that  this 
was  but  one  of  many  instances  that 
showed  him  that  the  farming  interest  of 
the  state  control  all  legislation.  He 
thinks  there  was  a  good  deal  of  lobby- 
ing done  by  somebody  in  the  legislature 
to  get  such  a  special  measure  through 
the  house  and  he  is  anxious  to  know  who 
profited  thereby. 


The  Cycle  Age  and  Trade  Review 


531 


HILSENDEGEN    CHOPS     PRICES 


IS  ANGRY  AT  TRIBUNE   MAKERS 


Because    Territorial    Control    is    Taken 

Away  from  Him  He  flakes 

Sharp  Reprisals. 


Detroit,  Mich.,  Feb.  28. — The  principal 
topic  of  conversation  among  the  dealers 
in  this  city  and  throughout  the  state  of 
Michigan,  has  for  its  central  figures 
George  Hilsendegen  and  the  Black  Mfg. 
Co.  Hilsendegen  is  out  with  large  ad- 
vertisements in  the  daily  papers  offering 
Tribune  bicycles  at  reduced  prices.  The 
$40  Tribune  models  he  offers  for  $30  and 
the  $50  models  for  $40.  In  his  announce- 
ment Hilsendegen  makes  this  statement: 

tlilsendegen's  Announcement. 

After  mature  consideration  we  have  adopt- 
ed for  the  year  1899  the  pohcy  of  selling  Tri- 
bune bicycles  direct  to  riders,  thus  saving 
them  the  agent's  profit— a  policy  we  believe 
that  will  be  fully  appreciated  by  the  riding 
public. 

As  we  will  thus  have  no  Tribune  agents  in 
the  state  of  Michigan,  we  will  fill  all  orders 
direct  to  customers.  Former  agents  and 
dealers  need  not  apply  for  discounts;  .  we 
have  tout  the  one  price,  as  given  above. 

We  will  fill  orders  direct,  shipping  the 
wheelsi  on  approval,  free  of  all  expense,  and 
pay  expense  of  returning  if  not  satisfactory. 
Address  all  orders  to 

The  Tribune  makers  assert  that  Hil- 
sendegen is  resorting  to  unfair  tactics  to 
injure  the  sale  of  their  machines.  Hil- 
sendegen has  been  the  Tribune  agent  for 
the  state  of  Michigan,  part  of  Indiana 
and  Ohio  from  1894  to  1898.  He  contends 
that  this  year  at  a  late  date  the  Black 
company  withdrew  their  agency  from  him 
and  proceeded  to  sell  direct  to  all  agents 
in  the  territory  above  named.  Then  he 
cut  the  price  of  such  Tribune  machines 
as  he  was  able  to  procure,  and  now  an- 
nounces his  intention  to  continue  this  pol- 
icy as  long  as  the  supply  of  goods  holds 
out. 

Detroit  Agency  Given  to  Another. 

The  Black  company,  for  reasons  best 
known  to  themselves,  did  not  give  Hil- 
sendegen territory  this  year.  They  placed 
the  Detroit  agency  in  the  hands  of  W.  C. 
Rands.  They  state  that  Hilsendegen  suc- 
ceeded in  obtaining  a  few  machines  from 
their  Council  Bluffs  agent.  The  supply 
from  this  source  has  been  stopped. 

W.  C.  Rands  naturally  takes  a  hand  in 
the  flght.  He  is  advertising  a  warning 
to  all  Tribune  buyers  to  see  that  the  se- 
rial numbers  are  found  on  the  machines, 
as  otherwise  they  will  not  be  guaranteed 
except  when  purchased  from  regularly  ap- 
pointed agents. 

Looks  Like  Spite  Work. 

Hilsendegen 's  attitude  must,  to  say  the 
least,  be  characterized  as  spiteful.  His 
past  services  in  the  interest  of  the  Black 
company  were  well  requited,  or  else  he 
would  have  abandoned  the  wholesale 
agency  long  ago;  and  remembering  this 
fact,  and  the  further  fact  that  he  is  sell- 
ing only  Tribune  bicycles  direct  to  riders 
at  a  cost  price,  it  is  out  of  the  question 
to  admire  the  ethics  of  his  side  of  the 
quarrel.  Besides,  it  is  manifestly  absurd 
that  he  should  affect  to  have  a  policy  for 
the  sale  of  machines  for  which  he  is  not 
appointed  agent.  If  there  were  logic  in 
his  attempt  to  sell  machines  he  expe- 
riences the  utmost  difficulty  in  securing, 
the  agency  system  would  collapse  and  pi- 
rating would  take  the  place  of  accepted 
business  methods. 

Hilsendegen's  defiant  position  is,  in 
short,  characteristic  of  that  class  which 
violently  insists  upon  making  the  sale  of 
bicycles  yield  three  profits  before  the 
goods  reach  the  rider,  and  in  this  re- 
spect is  inimical  to  the  highest  Interests 
of  the  maker  and  agent.  Before  this 
wholesalers  have  spent  their  money  in 
pushing  the  sale  of  bicycles,  and  when 


through  force  of  circumstances  they  have 
lost  territorial  control  of  the  machines 
have  not,  as  in  this  case,  recklessly  pro- 
ceeded to  spoil  future  sales  by  disaffecting 
buyers.  In  refraining  from  making  an 
outcry,  or  seeking  to  retaliate  for  the 
loss,  they  have  been  philosophic  enough 
to  understand  the  true  nature  of  the 
causes  which  worked  their  elimination. 


VERY  LOW  TRADINQ=IN  PRICES 


CAUTIOUS    COLUMBUS    DEALERS 


SOUTHERN  SEASON  OPENS 


First  Warm  Weatlier  Starts  Sales  With  a  Rush  — 
Large  Increase  of  Riders  Expected. 


New  Orleans,  Feb.  28. — All  the  dealers 
in  this  city  report  heavy  sales  since  the 
warm  weather  began.  Despite  the  fact 
that  the  streets  are  being  badly  torn  up, 
all  agents  predict  a  prosperous  season. 
The  indications  are  that  the  increase  in 
riders  this  season  will  be  50  per  cent. 
One  of  the  best  posted  dealers  in  the  city, 
speaking  of  the  prospects,  says: 

"The  price  of  high  grade  bicycles  has 
been  so  materially  reduced  that  a  major- 
ity of  riders  feel  like  buying  new  mounts 
even  though  their  present  machines  are 
still  of  service.  As  a  result,  my  sales  of 
new  patterns  have  been  very  largely  in- 
creased. I  did  a  heavy  business  last  week 
and  expect  to  continue  busy  in  the  sales 
department  for  some  time  to  come." 

The  bicycle  jobbers,  who  are  exceed- 
ingly active  just  now,  state  that  while  a 
good  number  of  orders  are  from  the  coun- 
try the  bulk  of  business  has  been  done  in 
the  city  in  the  last  week  or  so.  They,  too, 
anticipate  a  heavy  increase  in  the  num- 
ber of  cyclists. 

New  Dunlop  Company  in  Canada. 

The  American  Dunlop  Tire  Company 
has  been  formed  in  Canada  to  take  over 
the  Canadian  business  of  the  American 
Dunlop  Tire  Company.  Its  capital  stock 
is  $1,000,000,  of  which  $300,000  is  7  per- 
cent preference  stock  and  the  remainder 
common.  The  business  done  by  the 
Canadian  branch  of  the  American  Dunlop 
Tire  Company  in  Canada  has  grown  rap- 
idly. In  1897  the  net  profits  were  $35,000, 
and  for  the  year  ending  with  August  31, 
1898,  the  net  profits  amounted  to  $50,000. 
The  shipments  from  the  Canadian  factory 
so  far  this  year  are  almost  100  percent 
greater  than  for  the  corresponding  pe- 
riod of  last  year. 

The  directorate  includes  some  of  the 
best  known  business  men  in  Canada.  The 
president  is  Warren  Y.  Soper,  of  Ahearn 
&  Soper,  of  Ottawa.  On  the  board  are 
Ron.  George  A.  Cox,  Edward  Guruey,  E. 
B.  Ryckman  and  Richard  Garland. 


No  Road  Toll  on  Bicycles. 

Buffalo,  Feb.  27. — In  the  appellate  di- 
vision of  the  New  York  supreme  court 
the  case  of  the  Rochester  &  Charlotte 
Turnpike  Road  Company  against  Phineas 
C.  Joel  came  up  for  argument.  This  ac- 
tion was  brought  by  the  turnpike  com- 
pany to  recover  from  the  defendant  the 
penalty  of  $10  for  each  of  five  offenses 
which  consisted  in  riding  his  bicycle  past 
the  toll  gate  without  paying  the  two  cents 
each  time  demanded  of  him.  The  ques- 
tion at  issue  was  the  right  of  the  turn- 
pike company  to  collect  tolls  for  bicycles. 
It  was  contended  by  the  defendant  that 
that  right  was  taken  away  by  chapter  151 
of  the  laws  of  1898,  and  that  all  the  acts 
complained  of  were  committed  since  the 
passage  of  the  act  and  constituted  no  of- 
fense against  ^  existing  law.  Judgment 
was  ordered  for  the  defendant,  without 
costs. 


From  $5  to  $15  Will  be  Allowed  for  the 

General  Run  of  Old  flachines — 

Better  Goods  Wanted. 


An  account  stated  can  be  opened  only 
for  correction  on  the  ground  of  fraud, 
mistake,  accident  or  undue  advantage, 
and  the  burden  of  the  proof  rests  upon 
the  party  seeking  to  open  the  account. 


Columbus,  0.,  Feb.  28. — The  trading  in 
of  second-hand  machines  has  always  re- 
sulted in  some  loss  to  the  dealers  of  this 
city.  By  this  is  meant  that  a  dealer  who 
last  season  traded  in,  say,  fifty  second- 
hand machines  at  an  average  price  of  $15 
apiece  was  not  able  to  sell  these  fifty  ma- 
chines so  as  to  realize  $750.  With  one  or 
two  exceptions,  the  dealers  here  last  sea- 
son were  strongly  inclined  to  be  quite 
conservative  in  making  exchanges.  It  is 
yet  too  early  to  prophesy  what  will  be 
done  this  year,  but  the  general  opinion, 
so  far  as  it  can  be  ascertained  at  the 
present  hour,  is  that  fi'om  $5  to  $15  will 
be  all  that  will  be  allowed  for  second- 
hand machines  of  the  general  run,  with 
$20  as  the  extreme  allowance.  This  is 
probably  an  average  of  from  $10  to  $15 
less  than  was  allowed  last  year. 
Agents  Look  for  Heavy  Sales. 

The  prospects  for  the  retailers  in  this 
city  and  vicinity  are  exceedingly  bright. 
In  spite  of  the  bad  weather,  many  ma- 
chines have  been  sold  and  many  people 
are  interested  in  cycling.  It  is  the  ex- 
pectation that  the  reduced  prices  will  lead 
to  greater  sales.  One  dealer  speaking  on 
this  subject  says: 

"Many  people  who  hitherto  have  re- 
frained from  purchasing  a  bicycle  have 
done  so  owing  to  the  high  prices.  These 
will  now  purchase  because  it  is  possible 
to  obtain  a  good  machine  at  a  moderate 
sum.  Others  who  have  been  riding  a 
cheap  bicycle,  or  one  of  old  pattern,  will, 
if  in  the  least  dissatisfied,  now  buy  stand- 
ard goods  because  they  are  marked  low 
in  price.  Former  prices  have  been  pro- 
hibitory in  so  many  cases  that  it  is  fair 
to  assume,  the  usefulness  of  the  bicycle 
not  being  in  the  least  destroyed,  thsTt 
many  converts  will  be  made  this  sea- 
son." 

Thus  far  nearly  all  inquiry  seems  to  be 
for  higher  priced  goods  of  standard  man- 
ufacture, a  fact  which  is  very  encourag- 
ing to  the  dealers.  The  purchasing  ca- 
pacity of  the  public  at  large  in  Columbus 
is  much  larger  than  it  was  a  year  ago, 
and  this  state  of  affairs  is  not  without  its 
peculiar  effect  upon  the  bicycle  business. 
Many  cash  sales  are  being  made — more 
in  fact  than  last  season.  When  machines 
are  sold  on  time,  it  is  always  possible  to 
secure  larger  first  payments  and  larger 
payments  each  month.  These  are  sig- 
nificant features  of  the  opening  of  this 
year's  trade. 

Curbstone  Agents  Not  Active. 

If  there  are  curb-stone  agents  in  Co- 
lumbus they  have  not  yet  been  so  active 
as  to  interfere  with  the  business  of  regu- 
larly established  agents.  The  demand 
for  30-inch  models  is  light — exceedingly 
light  in  comparison  with  the  demand  for 
chainless  models,  concerning  which  lat- 
ter form  of  manufacture  there  is  consid- 
erable inquiry. 

During  the  past  two  years  the  demand 
for  tandems  has  gradually  faded  away 
until  just  now  no  trade  in  these  models 
is  looked  for  by  dealers.  Nor  are  many 
of  the  double  seaters  made  by  repairmen. 
The  fact  is  that  tandems  have  hot  been 
reduced  in  price  in  proportion  to  the  list 
valuation  of  single  machines.  In  many 
cases  two  single  machines  can  be  bought 
for  less  than  one  tandem.  This  being 
the  case,  the  majority  of  people  prefer 
to  buy  two  machines,  as  they  can  be  used 
separately. 

During  the  past  year  4,700  bicycles  were 
stolen  in  Berlin. 


532 


The  Cycle  Age  and  Trade  Review 


Bicycle  Economy 


The  money  you  pay  for  a  new  wheel  is  some- 
times only  part  of  the  price.  The  bicycle- 
mender  gets  the  rest.     But  if  you  buy  a  .  .  .  . 

Crescent 


to  begin  with  you  need  have  only  a  bowing 
acquaintance  with  the  wheel-tinker 


CATALOGUE  No.  2  FREE 


...Chicago— WESTERN  WHEEL  WORKS— New  York 


r 


NEW    TESTIMONIALS     EACH    WEEK. 


^ 


MILWAUKEE  TIRES 


PUNCTURE  PROOF= 


Pneumatic 


Resilient 


Single  Tube 


COPYRIOHT  1 

PRESENTING 
QUS  KITZINQER, 
Lumber  By  Cargo  and  Commission,  Hanistee,  Mich. 

June  8, 1898. 
Milwaukee  Patent  Punctuke-Proof  Tike  Co.,  Milwaukee,  Wis. 

Gentlemen:— Yours  of  third  Inst,  at  liand  and  contents  noted.  In  reply, 
will  say,  that  when  I  received  your  Milwaukee  Patent  Puncture- Proof  tires 
about  two  months  ago  I  had  them  placed  on  my  wheel  and  have  ridden  them 
ever  since,  and  I  can  conscientiously  say  they  are  all  and  more  than  you 
claim  them  to  be.  I  have  ridden  quite  a  number  of  different  makes  of  tires 
for  the  past  four  years,  but  never  have  I  experienced  such  a  pleasure  in  rid- 
ing a  bicycle  as  I  have  during  the  last  two  months,  and  all  due  to  a  tire  un- 
equaled  in  both  quality  and  resiliency,  and  I  can  honestly  say  this  is  the 
liveliest  tire  I  have  ever  ridden.  The  most  pleasure  in  riding  a  bicycle  is 
experienced  when  you  know  you  are  safe,  and  howcan  a  person  feel  so  when 

Representatives  Wanted.    Write 


Easy  Riding 


BY  MILWAUKEE  PATENT  PUNCTURE  PROOF   TIRE  CO. 

TESTIMONIALS. 

he  knows  that  he  might  at  any  moment  be  thrown  from  his  'mount  by  a 
punctured  tire,  and  mayhap  seriously^injured?    Yours  very  respectfully, 
(Signed)       Gus  Kitzinoer. 

J.  A.  HOLT  &  CO.,  Bicycles  and  Sundries,  Milwaukee,  Wis. 

Dec.  20, 1898. 
Milwaukee  Patent  Punctube-Proof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:— We  have  handled  your  tire  all  of  the  past  season  and  can 
conscientiously  say  that  in  our  opinion  they  are  the  BEST  TIRES  on  the 
market  to-day.  We  have  sold  several  dozen  pairs  of  the  tires  and  all  our  cus- 
tomers who  are  using  the  tires  are  more  than  pleased  with  them.  They  are 
everything  you  claim  for  them,  being  resilient,  easy  riding  and  absolutely 
puncture-proof  for  all  actual  service.    Yours  respectfully, 

(Signed)       J.  A.  Holt  &  Co. 
for  Prices  and  Other  Information. 


I 


MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  GO.,  MILWAUKEE  WIS,.  U.  S,  A.   • 


The  Cycle  Age  and  Trade  Review 


533 


'mMn 


Entbbkd  at  the  Chicago  Postofpicb  as  Second-Class  Matteb. 

Published  every  Thursday  at  324  Dearborn  Street,  ChiC£^o. 
Eastern  OflSces,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  82.00  per  year; 
in  foreign  countries  J6.00  per  year. 

All  remittances  should  be  made  to  The  Cycle  Age  Company. 


If  there  were  forthcoming  the  assurance  that 
MAKERS  a  continuation  of  the  existing  rivalry  would 

LOOKING  FOR  ^'Ot  inevitably  carry  with  it  further  reduc- 
SIDE  LINES  tions  in  list  prices — ^and  this  is  the  prayer 
of  all  in  the  trade — it  would  be  an  eEisy  mat- 
ter, with  shop  economies  practiced  with  a  finer  hand  and  a 
genuine  attempt  at  ^harmonizing  competitive  methods,  to  rest 
content,  for  there  are  many  conditions  reigning  within  and 
without  the  trade  which  in  normal  times 'are  regarded  as  the 
complements  to  commercial  safety.  There  is  a  general  air  of 
robust  cheerfulness  over  the  prospects  for  the  coming  season, 
which  is  not  affected  for  more  than  a  moment  because  as  a 
result  of  the  recent  severe  weather  factory  orders  were  abruptly 
stopped  and  retail  sales  were  put  in  cold  storage.  And  if  by 
some  lucky  accident  of  fortune  this  temporary  satisfaction  could 
be  lengthened  till  it  assumed  the  proportions  of  what  in  the 
bicycle  business  might  be  called  permanency — say  two  or  three 
years — both  makers  and  agents  would  be  able  to  put  a  safe  esti- 
mate upon  the  value  of  skill  in  a  game  which  all  now  admit  is 
largely  a  matter  of  hazard. 

But  this  assurance  cannot  be  given.  The  hair  trigger  frater- 
nity will  not  permit  it;  and  hence  the  uneasiness  and  the  incura- 
ble longing  to  pierce  the  future. 

Uncertain  hopes  beget  uncertain  methods  and  variously 
affect  different  classes  of  makers.  Just  now  high  priced  ma- 
chines are  experiencing  a  boom,  and  already  their  makers 
are  gambling  in  futures.  In  a  few  months  there  may  be  a 
violent  change  and  new  values  may  have  to  be  figured.  In 
either  event  there  will  be  disappointed  losers.  Amid  all  this 
uncertainty  makers  glow  with  enthusiasm  over  the  motor  ve- 
hicle. But  motor  vehicle  manufacture  only  enthralls  those  who 
have  never  known  its  difficulties.  It  is  said  of  one  of  the  larg- 
est makers  of  such  vehicles  that  last  year  he  only  managed 
to  turn  out  fifty-five  machines,  while  the  capital  invested  in 
their  manufacture  must  be  expressed  in  six  figures. 


Since  it  has  been  shown  by  government  re- 
REVIEW  turns  that,  so  far  as  the  money  volume  of 

OF  FOREIGN     of    our   cycle   exports    is    concerned,    foreign 
TRADE  trade  is  slightly  improved,  it  is  of  interest 

to  analyze  our  relatioms  with  the  various 
countries.  Trade  with  England  is  still  large,  though  the  increas- 
ing re-exports  of  our  goods  from  that  country  shows  to  what  an 
extent  the  value  of  that  market  may  be  misunderstood  by  con- 
cerns which  have  no  deep  knowledge  of  it.  Large  as  England's 
purchases  of  American  cycles,  parts,  sundries  and  materials  are, 
however,  the  total  of  our  business  dealings  with  the  country 
during  the  past  twelve  months  decreased  25  per  cent. 

For  three  years  France  has  doubled  its  trade  with  us  and 
last  year  took  $500,000  worth  of  our  goods.  It  is  one  of  the 
satisfactory  markets  in  Europe,  though  least  is  heard  of  it. 
Germany's  purchases  show  an  increase  of  20  per  cent,  with 
heavy  sales  in  material,  parts  and  sundries.  Germany,  how- 
ever, ia  not  a  very  desirable  market  for  American  manufactur- 
ers on  account  of  the  fact  that  the  demand  in  cycles  is  for 
cheap  grades.  It  is,  in  fact,  notwithstanding  its  large  volume 
of  business,  one  of  the  most  difficult  European  markets.  In  the 
other  European  countries  the  trade  for  the  year  shows  a  20  per 
cent  increase,  with  Russia  as  the  most  inviting  market.  The 
countries  of  Northern  Europe  are  tolerably  strong  competitors 
of  the  United  States  in  cheat)  bicycles,  but  are  strong  buyers  of 
Qur  paaterials  and  parts. 


Our  trade  with  Canada  decreased  20  per  cent  in  the  twelve- 
month, the  loss  being  principally  borne  by  bicycle  makers. 
Makers  of  materials  and  parts,  however,  as  well  as  concerns 
manufacturing  cheap  bicycles,  have  gained  a  temporary  ad- 
vfintage. 

British  India  is  just  reckoned  one  of  the  best  of  our  foreign 
markets.  Last  year  the  volume  of  cycle  imports  was  five  times 
as  great  as  in  1897.  Parts  and  sundries  sell  readily  in  that 
country.  The  South  African  market  is  steady  at  $180,000  in  the 
year.  There  is  a  strong  and  increasing  demand  for  parts  and 
material. 

The  wretched  showing  of  Australia  is  ascribable  to  causes 
v/itli  which  only  those  who  have  ventured  so  far  away  from 
home  are  familiar.  The  business  is  overdone.  The  island  is 
under-populated,  according  to  American  views,  for  so  vast  an 
area.  The  effects  of  the  rinderpest  and  drought,  have  extended 
to  all  branches  of  trade,  and  the  result  of  all  these  afilictions 
has  been  to  the  American  cycle  exporting  trade  a  falling  off  of 
upwards  of  50  per  cent. 


Whether  Gallagher  is  at  work  for  his  consti- 
ENFORCED         tuents  or  for  bicycle  manufacturers  is  not  as 

BICYCLE  plain  as  it  might  be.     Possibly  he  does  not 

GUARANTEE  kiiow,  himself.  He  is  a  legislator  and  is  at- 
tempting to  make  the  state  of  Ccnnecticut 
enact  a  law  to  the  effect  that  new  bicycles  sold  in  that  state  shall 
hereafter  be  accompanied  by  a  written  or  printed  guarantee  stat- 
ing that  "  if  any  imperfections  or  defects  in  workmanship  or 
material  develop  within  two  months  from  the  date  of  sale,  the 
same  shall  be  made  good  to  the  buyer  at  the  expense  of  the 
maker  or  sales  agent." 

Now,  if  Gallagher  had  added  the  provision  that  the  pur- 
chaser of  a  bicycle  in  return  for  this  guarantee  Should  sign  a 
statement  absolving  the  manufacturer  or  agent  from  all  further 
responsibility  than  that  specified  in  the  guarantee,  the  inten- 
tions of  Gallagher  would  have  been  clear. 

The  provision  would  be  impossible  of  enforcement  and  ridi- 
culous, but  it  would  mean  something. 

In  Gallagher's  diction  the  bill  runs  foul  of  common  law 
which  accords  the  purchaser  the  right  for  an  indefinite  period 
not  only  to  have  defects  "made  good"  but  to  have  every  claim 
attended  to  that  may  arise  from  the  unfitness  of  the  purchased 
bicycle  for  its  intended  purpose.  Yet  the  maker's  guarantee  does 
not  at  all  abridge  these  rights.  The  maker  cannot  limit  his 
own  responsibility  by  declaration,  even  if  his  declaration  is  com- 
pulsory. A  court  with  jurisdiction  to  assess  damages  would 
care  nothing  for  a  declaratory  guarantee  or  for  a  law  legaliz- 
ing it. 

If  the  legislator  has  the  idea  of  furnishing  the  public  with 
means  for  obtaining  redress  without  litigation,  he  has  missed  his 
aim,  for  the  manufacturer  may  always  demy  that  any  discovered 
shortcoming  of  the  bicycle  is  due  to  original  defects  and  may 
throw  the  burden  of  proof  on  the  purchaser,  and  if,  on  the  other 
hand,  Gallagher  means  to  give  the  general  public  the  impression ' 
that  they  should  not  expect  good  service  from  a  bicycle  for  more 
than  two  months  he  is  giving  the  bicycle  trade  a  black  eye. 

If,  finally,  he  means  to  convey  the  idea  that  a  bicycle  which 
is  good  for  two  months  should  be  considered  so  good  that  there 
is  established  a  presumption  that  defects  discovered  later  are 
due  to  the  rider's  abuse  of  his  machine,  he  is  working  in  favor  of 
the  sale  of  bicycles  in  which  the  factor  of  safety  through  poor 
material,  construction  or  workmanship  or  by  extraordinary  light- 
ness has  been  reduced  to  such  a  low  point  that  the  stresses  of 
ordinary  usage  will  reduce  it  further. 

Being  a  legislator  Gallagher,  of  course,  does  not  know  that 
steel  structures  deteriorate  rapidly  if  they  are  subject  to  stresses 
that  exceed  one-half  of  their  strength,  so  that  they  finally  col- 
lapse under  usage  which  did  not  seem  to  affect  them  at  first. 
Good  manufacturers  know  this,  however,  and  build  accordingly, 
although  the  temptation  to  reduce  weight  and  cost  of  material 
is  always  great.  Gallagher's  bill  would  increase  this  temptation 
if  passed. 

Something  may  be  needed  to  define  the  rights  of  the  public 
and  to  forestall,  in  the  interest  of  manufacturers,  a  possible  epi- 
demic of  the  blackmailing  kind  of  damage  suits,  but  the  Gal- 
lagher bill  is  not  the  instrument  by  which  this  may  be  done. 


534 


The  Cycle  Age  and  Trade  Review 


BRAZING  BY  IMMERSION 


Efficiency  Gained  by  Use  of  Inclined  Cover  Tiles— Flange= 
less  Crucible  Proves  Successful 


Many  factory  superintendents  who 
have  installed  standard  brazing  furnaces 
and  operated  them  successfully  have 
grasped  the  vital  points  of  the  immer- 
sion process  so  thoroughly  that  they  are 
now  able  to  experiment  on  minor  points 
in  furnace  construction  and  to  bring  out 
ideas  tending  toward  economy.  These 
men  are  not  making  radical  changes, 
but  are  suggesting  small  alterations 
which  aim  at  higher  efficiency  without 
violating  the  main  principles  of  accepted 
furnace  design.  A  notable  example  is  that 
which  comes  almost  simultaneously  from 
two  factories,  each  using  furnaces  of  the 
P'ulton  type,  and  which  relates  to  the  dis- 
position of  the  cover  tiles. 

Furnaces  With  Inclined  Cover  Tiles. 

It  is  granted  by  every  successful  user 
of  immersion  brazing  that  the  heat  and 
flame  rising  from  the  firebox  must  be 
projected  to  cover  the  top  of  the  metal 
in  the  crucible  in  order  that  the  brass 
may  be  kept  at  the  same  temperature  in 
all  parts  of  the  crucible.  Previously  this 
has  been  accomplished  by  leaving  heat 
spaces  at  both  sides  of  the  crucible  and 
by  placing  horizontal  cover  tiles  over 
the  open  tops  of  these  spaces  and  about 
an  inch   above  the  upper   edges   of   the 


T?re.CYci.£:Ae£. 


crucible,  thus  turning  the  direction  of 
the  rising  heat  and  fla^me  from  vertical 
to  horizontal.  In  the  factories  of  the 
Geneva  Cycle  Co.,  of  Geneva,  O.,  and  the 
Fay  Mfg.  Co.,  of  Elyria,  O.,  the  utility 
of  the  cover  tiles  has  been  enhanced  by 
inclining  them  laterally  so  that  the  in- 
ner side  of  each  tile  is  lower  than  the 
outer. 

The  value  of  this  change,  which  by  the 
way  can  be  made  without  in  any  way 
altering  the  construction  of  the  furnace 
itself,  will  be  readily  gathered  from  Fig. 
1,  which  is  a  combination  sectional  view 
of  a  furnace  showing  a  regular  horizontal 
tile  on  the  left  side  and  an  inclined  tile 
on  the  right.  The  arrows  mark  the  ap- 
proximate direction  of  the  flames  rising 
from  the  fire  box.  The  flame  indicated 
by  the  arrow  B,  when  it  strikes  the  bot- 
tom of  the  horizontal  cover  tile  A,  will 
be  projected  laterally  across  the  crucible 
in  an  approximately  horizontal  direction 
to  the  point  where  the  mechanical  draft 
effect  causes  it  to  rise  toward  the  hood 
of  the  furnace.  The  heating  effect  of 
this  flame  is  due  to  two  causes,  that  of 
radiation  and  that  of  the  hot  air  cover 
which  the  horizontal  flames  maintain 
above  the  brass,  thus  shutting  out  cold 
drafts. 

Flames  Projected  Directly  Upon  Metal. 

If,  however,  the  cover  tile  be  inclined 
inwardly  about  ten  degrees  as  indicated 
at  B,  the  flame  marked  by  the  arrow  F 


Avill  strike  the  cover  and  then  be  pro- 
jected as  shown  in  a  direction  approxi- 
mately corresponding  to  the  inclination 
of  the  tile,  and  will  strike  directly  upon 
the  flux  floating  over  the  spelter  in  the 
crucible  and  thus  heat  the  contents  of  the 


obviated.  He  uses  in  his  furnace  a  cru- 
cible the  general  shape  of  which  corre- 
sponds to  that  of  the  side  flanged  crucible 
but  which  is  much  smaller  and  lighter 
and  with  thinner  side  walls  having  no 
flanges  whatever.  The  crucible  has  end 
flanges  that  it  may  be  supported  in  the 
usual  manner.  With  this  combination  of 
small,  thin  walled,  flangeless  crucible 
and  inclined  cover  tiles  it  is  stated  that 
brazing  heat  can  be  attained  in  about 
thirty  minutes'  less  time  than  was  re- 
quired when  the  standard  form  of  flanged 
crucible  and  the  horizontal  cover  tiles 
were  used,  and  that  the  maintenance  of 
the  heat  requires  but  three-quarters  as 
much  fuel. 


Xiii-   «?WtT^- 


FIG    2-CRUCIBLE  WITHOUT  SIDE  FLANGES. 


crucible  by  direct  contact  as  well  as  by 
forming  a  heat  cover  to  exclude  cold  air. 
Though  the  inclined  cover  tile  is 
adaptable  to  furnaces  using  the  regular 
trough  crucible  with  side  flanges,  Mr. 
Geo.  Worthington,  superintendent  of  the 
Fay  Mfg.  Co.,  has  demonstrated  that  by 
their  use  the  necessity  of  side  flanges,  if 
such  necessity  ever  existed,  is  entirely 


One  of  these  crucibles  which  has  seen 
eleven  days'  constant  service  is  shown 
in  Fig.  2,  and  it  will  be  noticed  that  while 
the  action  of  the  flux  upon  the  side  walls 
has  reduced  one  of  the  upper  edges  to 
about  half  its  normal  thickness,  the  cru- 
cible is  not  yet  entirely  useless.  To  be 
on  the  safe  side,  however,  it  was  deemed 
best  to  replace  it  with  a  new  crucible. 


The  Cycle  Age  and  Trade  Review 


535 


The  cost  of  crucibles  of  this  form  being 
but  $3  each,  it  does  not  pay  to  take  i-isks 
by  working  the  crucibles  to  the  extreme 
limit.  Eleven  days'  use  from  a  three  dol- 
lar crucible  means  a  crucible  expense  of 
less  than  30  cents  per  day. 

Fig.    3   shows    the    exact   exterior   ap- 
pearance of  a  furnace  in  which  the  cover 


back  pedaling  brake  part  of  the  mech- 
anism comprises  face  ratchet  teeth  upon 
the  outer  side  of  the  sprocket  which  en- 
gage similar  teeth  in  a  loose  ring  mount- 
ed upon  the  outer  extremity  of  the  lock- 
ing ring  attached  to  the  hub  barrel.  The 
loose  ring  also  has  a  series  of  ratchet 
teeth  upon  its  outer  side  which  engage 


FIG.  3-FURNACE     WITH   INCLINED  TILES. 


tiles  are  inclined  for  the  purpose  de- 
scribed. The  furnace  is  in  the  factory 
of  the  Geneva  Cycle  Co. 


BACK  PEDALING  BRAKE 


Rear  Sprocket  Clutch  Combined  With  Brake  Shoe 
—Eccentric  Used  in  Place  of  Ratchet. 


L.  Conwell  of  Chicago  has  been  grant- 
ed a  patent  on  the  automatic  rear  sprock- 
et clutch  and  brake  illustrated.  Differ- 
ing from  most  brakes  of  this  sort  the 
loosely  mounted  sprocket  does  not  en- 
gage in  a  driving  manner  with  the  rear 
wheel  hub  through  the  medium  of  a 
clutch  or  a  ratchet,  but  by  the  friction 
of  the  same  brake  shoe  and  disk  with 
which  the  machine  is  retarded  by  back 
pedaling.  The  device  is  designed  so  that 
it  can  be  attached  to  an  ordinary  hub 
which  is  threaded  right  and  left  on  the 
right  end  of  the  barrel  for  the  reception 
of  the  usual  sprocket  and  lock  nut.  On 
the  threading  next  the  sp'oke  flange  is 
screwed  the  hub  of  a  vertical  flange 
which  has  an  over-turned  edge  forming 
an  annular  flange  around  its  circumfer- 
ence. Locking  this  disk  by  screwing  onto 
the  outer  left-threaded  portion  of  the 
hub  barrel  is  a  sleeve  having  two  ex- 
ternal diameters,  the  inner  and  smaller 
of  which  is  equal  to  that  of  the  hub  of 
the  vertical  flange  so  that  the  union  of 
the  two  furnishes  a  flush  surface  on 
which  the  sprocket  may  rotate.  The  hole 
in  the  sprocket  is  counterbored  from  its 
outer  edge  so  that  the  sprocket  rests 
partly  on  the  surface  mentioned  and 
partly  on  the  enlarged  portion  of  the 
locking  sleeve.  The  brake  shoe  is  mount- 
ed around  the  inwardly  projecting 
sprocket  hub,  which  latter  is  slightly  ec- 
centric to  the  axis  of  the  hub  and 
sprocket.  Thus  when  the  sprocket  is  re- 
volved in  a  forward  direction  the  eccen- 
tricity of  the  parts  causes  them  to  bind 
and  makes  the  hub  revolve  with  the 
sprocket.  In  order  that  the  same  effect 
may  not  be  obtained  by  back  pedaling 
or  by  discontinuance  of  pedaling  a  seg- 
mental slot  is  cut  in  the  periphery  of  the 
eccentric  hole  in  the  brake  shoe  and  a 
stud  projected  from  the  eccentric  sur- 
face of  the  sprocket  hub  so  that  the  ac- 
tion of  the  eccentric  device  is  limited.  The 


corresponding  teeth  on  the  inner  face  of 
a  disk  rigidly  attached  to  the  rear  fork 
end  or  to  the  axle  of  the  bicycle.  The 
directions  of  action  of  tne  two  sets  of 
ratchets  are  opposite  and  so  disposed  that 
when  the  sprocket  is  revolved  backward- 
ly,  as  in  back  pedaling,  it  pushes  out- 
wardly the  loose  ratchet  ring  because  of 
the  inclination  of  the  long  sloping  sides 
of  the  ratchet  teeth  until  it  engages  and 
is  held  by  the  teeth  of  the  rigid  disk. 
Further  back  pedaling  then  moves  the 
sprocket  inwardly  along  the  hub  barrel 
till  it  pushes  the  brake  shoe  over  against 


the  peripheral  disk  secured  to  the  hub, 
thus  braking  the  rear  wheel  of  the  bicy- 
cle. 

Both  in  the  action  of  the  driving  clutch 
and  in  that  of  the  braking  ratchets  the 
inventor  has  relied  upon  the  direction  of 
rotation  of  the  rear  sprocket  to  return 
the  parts  to  their  norm.al  positions. 


Paterson  Dealers  Veto  a  Show. 

There  has  been  some  talk  of  a  bicycle 
show  in  Paterson,  N.  J.  It  was  the  in- 
tention to  get  the  members  of  the  local 
cycle  board  of  trade,  which  includes  every 
bicycle  dealer  in  the  city  with  one  or 
two  exceptions,  into  the  scheme.  But  the 
latter  refused.  Now  those  who  have  the 
matter  in  hand  are  trying  to  induce  out- 
of-town  dealers  and  makers  to  exhibit. 
What  success  they  will  have  remains  to 


be  seen.  H.  M.  Quick,  president  of  the 
cycle  board  of  trade,  says  that  under  no 
circumstances  would  the  members  of  the 
board  go  into  the  deal.  The  board  was 
organized  to  promote  bicycling  and  the 
interests  of  the  dealers,  not  to  make 
money.  It  has  been  the  intention  of  the 
members  to  give  a  bicycle  show  in  this 
city,  but  not  this  year,  as  they  are  not 
ready.  Mr.  Quick  says  the  local  dealers 
are  not  at  all  alarmed  at  the  idea  of  oth- 
er dealers  exhibiting. 


PROSPECTS  IN  NEW  YORK 


Dealers   Are  Booking  Heavy  Orders  for   Early  De- 
livery and  Expect  to  Do  a  Big  Business. 


New  York  City,  Feb.  28.— It  is  the  pre- 
vailing opinion  in  this  city  that  the  re- 
tail business  for  the  coming  season  will 
rival,  if  it  does  not  considerably  exceed, 
the  banner  season  of  1896.  More  orders 
are  being  taken  for  immediate  delivery 
than  ever  in  the  history  of  the  trade  at 
this  season  of  the  year. 

One  of  the  leading  dealers  who  has 
taken  space  at  the  dealers'  exhibition 
which  will  be  held  in  this  city  in  the 
last  week  of  this  month,  remarks  in  con- 
nection with  the  approaching  show: 

"I  believe  the  first  annual  cycle  deal- 
ers' exhibition  will  prove  a  satisfactory 
success,  and  that  many  of  the  exhibitors 
will  do  business  enough  in  immediate 
sales  to  pay  all  their  expenses  and  more. 
I  was,  with  an  exception  or  two,  I  be- 
lieve, the  only  dealer  who  had  the  temer- 
ity to  exhibit  in  the  show  in  January  at 
the  Madison  Square  Garden,  and  although 
the  buying  season  has  already  opened, 
am  more  than  satisfied  with  results.  I 
am  glad  that  I  was  undeterred  by  the 
fact  that  some  of  my  friends  in  the  ranks 
of  the  retailers  smiled  at  my  announce- 
ment that  I  would  appear  among  the 
manufacturers." 


Forthcoming  Exhibitions. 

Cycle  dealers  in  Boston  are  now  plan- 
ning a  local  show  and  have  secured  an 
option  on  the  Mechanics'  building  for  the 
week  of  March  23  to  April  1.  The  show 
will  be  for  the  benefit  of  the  '99  L.  A.  "W. 
meet  and  will  be  managed  by  Charles 
Ducker,  manager  of  Charles  River  Park 
track,  and  S.  J.  Byrne. 

The  Triangle  Bicycle  Club  of  Daven- 
port, la.,  proposes  to  hold  a  small  bicycle 
show  about  the  middle  of  March,  charg- 
ing exhibitors  a  nominal  fee  for  floor 
space. 

Dubuque,  la.,  will  have  a  local  show  un- 
der the  auspices  of  the  Y.  M.  C.  A.  on 
March  9  and  10.  A  number  of  dealers 
have  agreed  to  exhibit  their  goods  and 
assist  in  making  the  show  a  success. 

A  general  opening  of  the  retail  stores 
of  Lynn,  Mass..  occurred  on  February  23, 
Washington's  birthday. 


Gold=Bricking  the  Country  Editor. 

And  now  doth  the  foxy  bicycle  dealer 
take  his  pen  in  hand  and  write  to  his 
friend  in  the  country— the  editor— offer- 
ing him  a  twenty-dollar  wheel  for  only 
thirty  dollars  in  cash  and  forty  in  adver- 
tising.—Goodland  (Ind.)  Herald. 


At  a  meeting  of  the  cycle  board  of  trade 
of  France  held  February  9  in  Paris  it 
was  announced  that  the  Paris  cycle  show 
realized  $8,000,  allowing  68  cents  per 
square  meter  to  each  exhibitor  and  the 
return  of  the  guarantee  capital  with  40 
per  cent  profit. 


The  measure  of  damages  for  a  breach 
of  warranty  is  the  difference  between  the 
contract  price,  paid  or  to  be  paid,  and 
the  market  value  at  the  time  and  place 
when  delivered. 


536 


The  Cycle  Age  and  Trade  Review 


Current  Cycle  flanufacture 

In  the  followir^  table,  which  will  be  continued  in  subsequent  numbers  of  THE  CYCLE  AGE,  will  be  found  an  amplification  of  that  class  of  information  which  is  custom- 
arily given  in  catalogues  issued  by  makers  of  bicycles,  saddles,  bells,  lamps,  chains,  rims,  cyclometers,  etc.    It  will  serve  as  a  handy  reference  for  dealers. 


Depths 

Width 

Form 

Form  of    Drop 

Rear 

Rear 

Lugs  at     Lugs  at 

Crank 

List 

Weight 

of 

ol 

of 

Front 

of 

Pork 

Stay 

Bottom 

Seat-Post 

Hanger 

Firm  Name 

Model 

Price 

(all  on 

Frame 

Tread 

Joints 

Crown 

Hangei 

Tubing 

Tubing 

Bracket     Cluster 

Form 

SYEACUSE  CYCLE  CO 

Pacer 
Thehna 

$50 
50 

25  lbs. 

26  lbs. 

21,  23-  25 

4     in. 

4%  in. 

Flush 
Flush 

Special 
Special 

23/4  In. 
23/4  in. 

Round 
Round 

Oval 
Oval 

4 
4 

4 

4 

Three  Piece 

21,23 

Three  Piece 

Racer 

65 

21  lbs. 

21,23 

r  in. 

Flush 

Special 

314  in. 

Round 

Oval 

4 

4 

Three  Piece 

Spec'l  30-ln.  Wh'ls 

65 

21,23 

25 

4     in. 

Flush 

Special 

33/4  in. 

Round 

Oval 

4 

4 

Three  Piece 

Tandem 

75 

24, 

5&4in. 

Flush 

Special 

2     in. 

Round 

Round 

4 

4 

Three  Piece 

Chainless 

75 

21,  23, 

SHERMAN  CYCLE  CO 

Elite 
Premier 

30 
35 

25  lbs. 
25  lbs. 

22,24 
21,24 

4%  in. 
4%  in. 

Flush 
Flush 

Oval 
Oval 

21/2  in. 
21/2  in. 

D  Tap'r  D  sh'pe      4 
D  Tap'r  D  sh'pe      4 

4 
4 

One  Piece 

One  Piece 

Sherman 

40 

25  lbs. 

22.24 
23 

m  in. 

Flush 

Oval 

21/2  in. 

D  Tap'r  D  sh'p€ 

4 

4 

One  Piece 

Sherman  Special 

50 

26  lbs. 

47/8  in. 

Flush 

Oval 

4  in. 

D  Tap'r  D  sh'pe 

3 

3 

One  Piece 

ACME  MFG.  CO 

Stormer  25 

40 

24  lbs. 

20,  22,  24 

47/8  in. 

Flush 

Flat 

2^4  in. 

Taper 
Oval 

Taper 
Oval 

4 

3 

One  Piece 

V.^AJ\^     _L    M.\J\J\J 

Stormer  26 

40 

26  lbs. 

20,  22,  24 

47/8  in. 

Flush 

Flat 

23/4  in. 

Taper 

Oval 

TaperD 

Taper 

Oval 

Round 

4 

3 

One  Piece 

Pennant  21 

35 

25V2  " 

22,  24,  26 

4%  in. 
47§  in. 

Flush 

Oval 

21/2  in. 

4 

3 

One  Piece 

Pennant  22 

35 

26  V2  " 

20,  22,  24 

Flush 

Oval 

2V2  in. 

TaperD 

Round 

4 

3 

One  Piece 

Mars  Men 

25 

26  lbs. 

21,  23, 

47fe  in. 

Flush 

Oval 

21/2  in. 

Taper 
Oval 

Taper 
Oval 

4 

3 

Two  Piece 

Mars  Women 

25 

27  lbs. 

21,  23, 

4%  in. 

Flush 

Oval 

21/2  In. 

Taper 

Oval 

D 

Taper 

Oval 

D 

4 

3 

Two  Piece 

PACKER  CYCLE  CO 

Model  33 

50 

23V2  lbs 

22 

47/8  in. 

Flush 

Special 

21/2  in. 

3 

3 

Single  Piece 

Model  34 

50 

24y2  '• 
21  lbs. 

22 

47|j  in. 

Flush 

Special 

21/2  in. 

D 

D 

3 

3 

Single  Piece 

Model  35  Racer 

55 

22 

4%  in. 

Flush 

Special 

3  in. 

D 

D 

3 

3 

Single  Piece 

Model  36,30  in.whls. 

60 

381bs. 

24 

4?8  in. 

Flush 

Special 

31/2  in. 

D 

D 

3 

3 

Single  Piece 

D.  D.  Tandem 

75 

22 

4?8  in. 

Flush 

Special 

23/4  in. 

D 

D 

3 

3 

Single  Piece  - 

Comb.  Tandem 

80 

42 Ibs. 

22,21 

m  in. 
51A  In. 
5^  in. 

Flush 

Special 

23/4  in. 

D 

D 

3 

3 

Single  Piece 

Model  39,  Chainless 

75 

25  lbs. 

22 

Flush 

Special 

21/2  in. 

D 

D 

4 

Two  Piece 

Model  40,  Chainless 

75 

251/2  " 

22 

Flush 

Special 

21/2  in. 

D 

D 

4 

Two  Piece 

Model  41 

40 

231/2" 

22 

5  in. 

Plush 

Oval 

21/2  in. 

D 

Round 

3 

4 

Two  Piece 

Model  42 

40 

24V2  " 

22 

5  in. 

Flush 

Oval 

21/2  in. 

D 

Round 

3 

4' 

Two  Piece 

AMERICAN  MACHINE  CO 

Standard 

50 

25  lbs. 

22,  24,  26 

4?8  in. 

Flush 

Arch 

4  Id. 

D  sh'pe 

D  sh'pe 

Fauber 

Special 

40 

24  lbs. 

22,  24,  26 

m  in. 

Flush 

Arch 

3  in. 

D  sh'pe 

D  sh'pe 

Fauber 

Diamond 

35 

24  lbs. 

22,  24,  26 

4^^  in. 

Flush 

Arch 

21/2  in. 

D  sh'pe 

D  sh'pe 

Two  Piece 

Banner 

25 

24  lbs. 

22,  24,  26 

4//8  in. 

Lap 

Arch 

21/2  in. 

Dsh'pe 

D  sh'pe 

Two  Piece 

BEAN-CHAMBERLAIN  MFG.  CO  .... 

Model  30 

60 

26  lbs. 

22,  24, 

415-16 

Flush 

Oval 

31/2  in. 

Oval 

Oval 

3 

3 

One  Piece 

Model  40 

50 

25  lbs. 

22,  24,  26 

4  1,5-16 

Flush 

Oval 

21/2  in. 

Oval 

Oval 

3 

3 

One  Piece 

Model  41 

50 

25V2  ■' 

20,  22, 

4  15-16 

Flush 

Oval 

21/2  in. 

Oval 

Oval 

3 

3 

One  Piece 

Model  2« 

45 

25  lbs. 

22,  24,  26 

415-16 

Flush 

Oval 

21/2  in. 

Oval 

Oval 

3 

3 

One  Piece 

Model  29 

45 

25  V2  " 

20,  22, 

4  15-16 

Flush 

Oval 

21/2  in. 

Oval 

Oval 

3 

3 

One  Piece 

Model  32 

45 

23  lbs. 

22,24, 

415-16 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

4 

One  Piece 

Model  34 

45 

25  lbs. 

22,  24,  26 

415-16 

Flush 

Oval 

31/2  in. 

Comb. 

Comb. 

4 

4 

One  Piece 

Model  24 

40 

24  lbs. 

22,  24,  26 

415  16 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

4 

One  Piece 

Model  25 

40 

24V2" 

20,22, 

415-16 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

4 

Two  Piece 

NoxaU  Men 

Net 

24V2" 

22,  24,  26 

5  In. 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

4 

Two  Piece 

Noxall  Women 

Net 

25  lbs. 

20,  22, 

5  in. 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

4 

4 

Two  Pie«e 

OTIS  BICYCLE  CO 

Men  Special 

50 

25  lbs. 

22,  231/2 
22, 

41/2  in. 
41/2  in. 

Flush 

Oval 
Oval 

41/2  In. 
41/2  in. 

D  sh'pe 
D  sh'pe 

D  sh'pe 
D  sh'pe 

3 

3 

4 
.4 

One  Piece 
One  Piece 

Women  Special 

50 

25  lbs. 

Flush 

Man  A 

35 

23  lbs. 

21,  24, 

43/4  in. 

Flush 

Oval 

2V2  in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Women  A 

35 

24  lbs. 

20,22, 

43/4  in. 

Flush 

Oval 

2V2in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Men  Leader 

27.50 

23  lbs. 

20,  24, 

43/4  in. 

Outside 

Oval 

214  in. 

Round 

Round 

4 

4 

Two  Piece 

Women  Leader 

27.50 

24  lbs. 

20,  22, 

43/4  in. 

Outside 

Oval 

214  in. 

Round 

Round 

4 

4 

Two  Piece 

JULIUS  ANDRAE  &  SONS  CO 

Racer 

60 

201/2  ibs 
22V2  lbs 

22 

47/§  in. 

Flush 

Double 

3  in. 

Oval 

D 

One  Piece 

Road  Racer 

60 

22 

4?8  in. 

Flush 

Double 

3  in. 

Oval 

D 

One  Piece 

Light  Roadster 

50 

231/2  libs 
23V2  lbs 

22 

47,^  in. 

Flush 

Arch 

21/2  in. 

Oval 

D 

One  Piece 

Women,  41 

50 

22 

4%  in. 

Flush 

Arch 

23/4  in 

Oval 

D 

Oiie  Piece 

Roadster 

40 

25  lbs. 

22 

4?8  in. 

Flush 

Arch 

21/2  in. 

Oval 

D 

Two  Piece 

Women,  47 

40 

25  lbs. 

22 

4?8  in. 

Flush 

Arch 

23/4  in. 
2  in. 

Oval 

D 

Two  Piece 

Men's  Sunbeam 

30 

25  lbs. 

22 

5  in. 

Outside 

Arch 

D 

D 

Two  Piece 

Women's  Sunbeam 

30 

25  lbs. 

22 

5  in. 

Outside 

Arch 

2  in. 

D 

D 

Two  Piece 

Chainless 

75 

25  lbs. 

22 

5  in. 

Flush 

Arch 

21/2  in. 

Round 

D 

Two  Piece 

ARIEL  CYCLE  MFG.  CO 

Model  50 

65 

27  lbs. 

2?, 

47/8  in. 
m  in. 

Flush 

Square 
Square 

21/2  in. 
3  in. 

Comb. 
Comb. 

Comb. 
Comb. 

Two  Piece 
Two  Piece 

"      51 

60 

20  lbs. 

22, 

Flush 

"       52 

50 

23  lbs. 

22,  24, 

47/8  in. 

Flush 

Square 

21/2  in. 

Comb. 

Comb. 

Two  Piece 

"       53 

50 

25  lbs. 

21,  23, 

47/^  in. 

Flush 

Square 

21/2  in. 

Comb. 

Comb. 

Two  Piece 

"       54 

40 

24  lbs. 

22,  24, 

47/8  in. 

Flush 

Oval 

21/2  in. 

Comb. 

Comb. 

Two  Piece 

"       55 

40 

25  lbs. 

20,22, 

47/8  m. 

Flush 

Oval 

21/2  in. 

Comb. 

Comb, 

" 

Two  Piece 

"       56 

75 

45  lbs. 

22, 

43,fe  in. 

Flush 

Square 

2  in. 

Comb. 

Comb. 

Two  Piece 

"       57 

85 

48  lbs. 

22, 

47/fe  in. 

Flush 

Square 

2  in. 

Comb. 

Comb. 

Two  Piece 

"       58 

75 

30  lbs. 

22,  24, 

51/4  in. 

Flush 

Square 

2V2in. 

Comb. 

Comb. 

Two  Piece 

"       59 

75 

32  lbs. 

21,  23, 

51/4  in. 

Flush 

Square 

2V2in. 

Comb. 

Comb. 

Two  Piece 

FANNING  CYCLE  MFG.  CO 

N  Special 

50 

24  lbs. 

22,  24,  26 

47^  in. 
m  in. 

Flush 

Oval 

3  in. 

D  sh'pe 
D  sh'pe 

Comb. 

4 

4 
4 

Two  Piece 
Two  Piece 

L  Men 

40 

24  lbs. 

22,  24,  26 

Flush 

Oval 

Sin. 

Comb. 

4 

M  Women 

40 

24  lbs. 

20,  22, 

4%  in. 

Flush 

Oval 

3  in. 

D  sh'pe 

Comb. 

4 

4 

Two  Piece 

J  Men 

35 

24  lbs. 

22,  24,  26 

47/8  m. 

Flush 

Oval 

21/2  in. 

D  sh'pe 

Comb. 

4 

4 

Two  Piece 

K  Women 

35 

24  lbs. 

20,22, 

4%  in. 

Flush 

Oval 

2V2  in. 

D  sh'pe 

Comb. 

4 

4 

Two  Piece 

H  Men 

30 

24  lbs. 

22,  24.  26 

m  in. 

Flush 

Oval 

21/2  in. 

D  sh'pe 

Comb. 

4 

4 

Two  Piece 

I  Women 

30 

24  lbs. 

20,  22, 

m  in. 

Plush 

Oval 

21/2  in. 

D  sh'pe 

Comb. 

4 

4 

Two  Piece 

The  Cycle  Age  and  Trade  Review 


537 


and  Regular  Equipment. 


EQUIPnENT 


Handle 
Bar 

Fast'g 


Internal 
Internal 
Internal 
Internal 
Internal 


Expand'! 
Expand'r 
Expand'r 
Expand'r 

Internal 

Internal 

Internal 

Internal 

Clamp 

Clamp 

'  Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 

Internal 
External 
External 
External 

Internal 
liiternal 
Internal 
Clamp 
Clamp 
Clamp 
Clamp 
Clamp 
Clamp 
Clamp 
Clamp 

Internal 

Internal 

Internal 

Internal 

Clamp 

Clamp 


Expand'r 
Expand'r 
Expand'r 
Expand'r 
Expand'r 
Expand'r 
Clamp 
Clamp 
Expand'r 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 


Seat 

Post 

Fast'g 


Internal 
Internal 
Internal 
Internal 
Internal 


Clamp 
Expand'r 
Expand'r 
Expand'r 

Internal 

Internal 

Internal 

Internal 

Clamp 

Clamp 

Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 

Internal 
Internal 
External 
External 

Internal 

Internal 

Internal 

Internal 

Internal 

Clamp 

Clamp 

Clamp 

Clamp 

Clamp 

Clamp 

Internal 

Internal 

Internal 

Internal 

Clamp 

Clamp 


External 
External 
External 
External 
External 
External 
Clamp 
Clamp 
Expand'r 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 

Internal 

Iniernal 

Internal 

Internal 
Internal 
Internal 
Internal 
Internal 
Internal 
Internal 


Chain 
Adjust- 
ment 


Oblique 
Oblique 
Oblique 
Oblique 
Oblique 


Oblique 
Oblique 
Oblique 
Oblique 

Oblique 

Oblique 

ObUque 
Oblique 
Oblique 

ObUque 

Oblique 
Oblique 
Oblique 
Oblique 
( iblique 
Oblique 


ObUque 
ObUque 

ObUque 

ObUque 

Eccentric 

E  ccentric 

Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 

Eccentric 

Eccentric 

ObUque 

ObUque 

ObUque 

ObUque 

Special 
Special 
Special 
Special 
Special 
Special 
Special 
Special 
Special 

ObUque. 

ObUque 

Oblique 

ObUque 

ObUque 

Oblique 

ObUque 

ObUque 

ObUque 

Oblique 

Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 
Horizontal 


Form 

of 
Crank 


Square 
Square 
Square 
Square 
Square 

Bound 
Round 
Diamond 
Diamond 

Diamond 

Diamond 

Diamond 
Diamond 
Diamond 

Diamond 

Diamond 
Diamond 
Diamond 
Diamond 
Diamond 
Diamond 

Oval 

Oval 
Bound 
'Bound 

Bound 
Bound 

Oval 

Oval 

Oval 
Oval 
Oval 
Oval 
Oval 
Oval 
Oval 
Oval 
Oval 
Oval 
Oval 

Diamond 

Diamond 

Diamond 

Diamond 

Diamond 

Diamond 


Diamond 
Diamond 
Diamond 
Diamond 
Diamond 
Diamond 
Diamond 
Diamond 
Bound 

Oval 

Oval 

Oval 

Oval 

Oval 

Oval 

Oval 

Oval 

Oval 

Oval 

Diamond 
Diamond 
Diamond 
Diamond 
Diamond 
Diamond 
Diamond 


Chain- 
less 
Gear 


Bevel 


Sager 
Sager 


Sager 
Sager 


Front 

Rear 

Crank 

Frame 

Sprock- 

Sprock 

Len'ths 

Chain 

Pedals 

Rims 

Saddles 

Twes 

Colors 

et 

et 

7     In. 

Crimson 

23  to  30 

8,  9,  10, 

634  in. 

Black 

23  to  26 

8,  9,  10, 

6Kin. 

Crimson 

23  to  30 

8,  9,  10, 

7     in. 

Crimson 

24, 

8,  9,  10, 

7-6>^  in. 

Crimson 

28  to  30 

9,10 

7     in. 

Crimson 

6%-7  in. 

Peacock 

Kensington 

Oxford 

24,26 
24,  26,  28 

8,  9,  ,10 

6)4-7  in. 

Peacock 

Kensington 

Defender 

8,  9,  10, 

6X-7  in. 

Baldwin 

Smith 

Defender 

26,  28,  30 

8,  9,  10, 

634-7  in. 

Baldwin 

Smith 

Defender 

26,  28,  30 

8,  9,  10, 

7  in. 

Hartford 

Black 

24,  25,  26 

7,  8,  9,  10, 

634  in. 

Hartford 

Black 

20,  21,  22 

7,  8,  9,  10, 

6;-t/4  in. 

Hartford 

Black 

24,26 

7,  8,  9,  10, 

61/4  in. 

Hartford 

Black 

19,  20,  21 

7,  8,  9,  10, 

M.  &W. 

Black 

23,25 

7,  8,  9,  10, 

634  in. 

M.  &  W. 

Black 

19,  20,  21 

7,  8,  9,  10, 

634-7  in. 

Indianap'ls 

Curtis 

One  Piece 

Packer 

Goodrich 

Black 

26,  28,  30 

8,  9,  10, 

6>i-7  in. 

Indianap'ls 

Curtis 

One  Piece 

Packer 

Goodrich 

Black 

20, 

8,  9,  10, 

6  V7  in. 

Indianap'ls 

Velox 

One  Piece 

Packer 

Palmer 

Bed 

26,  28,  30 

8,  9,  10, 

634-7  in. 

Indianap'ls 

Curtis 

One  Piece 

Packer 

Goodrich 

Black 

26,  28,  30 

8,  9,  10, 

6>^-7  in. 

Indianapl's 

Curtis 

One  Piece 

Packer 

Goodrich 

Red 

32 

8,  9,  10, 

6-71/2  in. 

Indianapl's 

Curtis 

One  Piece 

Packer 

Goodrich 

Black 

32 

8,  9,  10,  11 

61/2-7  in. 

Curtis 

One  Piece 

Packer 

Goodrich 

Black 

61/2-7  in. 
63/4  in. 

Curtis 

One  Piece 

Packer 

Goodrich 

Black 

ChantreU 

Bennett 

One  Piece 

P&F 

Red 

24,  25,  26 

8,  9,  10, 

61/2  in. 

ChantreU 

Bennett 

One  Piece 

P&F 

Black 

20 

8,  9,  10, 

634-7  in. 

[ndianap'ls 

Bover 

■Wheeler 

M.&W. 

Black 

22,  24,  26, 

7,  8,  9,  10, 

634-7  in. 

[ndianap'ls 

Banner 

Sager 

M.&W. 

Black 

22,  24,  26, 

7,  8,  9,  10, 

634  in. 

[ndianap'ls 

Banner 

P.  &  F. 

Standard 

Black 

20,  22,  24,  26 

7,  8.  9,  10, 

634  in. 

Indianap'ls 

Hercules 

Mesinger 

CUpper 

Black 

20,  22,  24,  26 

7,  8,  9,  10, 

6K-7  in. 

Indianap'ls 

Queen 

■Wheeler 

Dunlop 

Scarlet 

22,  24,  26 

8,  9,  10 

634-7  in. 

[ndianap'ls 

Queen 
Queen 

■Wheeler 

Dunlop 

Black 

22,  24,  26 

8,  9,  10 

6  &  61/2 

[ndianap'ls 

"Wheeler 

Hartford 

Black 

20,22 

8,  9,  10 

61/2-7  in. 

Indianapl's 

Bover 

Sager 

M.&W. 

Black 

22,  24,  26 

8,  9,  10 

6  &  61/3 

[ndianapl's 

Bover 

Sager 

Hartford 

Black 

20,  22, 
22,  24,  26 

8,  9, 10 

61/2-7  in. 

[ndianapl's 

Bover 

Lanz.Oweu 

M.&W. 

Scarlet 

8,  9,  10 

61/2-7  in. 

[ndianapl's 

Bover 

Cutting 

M.&W. 

Carmine 

22,  24,  26 

8,  9,  10 

61/2-7  in. 

[ndianapl's 

GiUlam 

Defender 

Green 

22,  24, 

8,  9,  10 

6  &  61/2 

Indianapl's 

GUUam 

Defender 

Green 

20,  22, 

8,  9,  10 

61/2  in. 

Brown  Pat. 

Oxford 

Black 

20,  22, 

8,  9, 10 

61/2  in. 

Brovm  Pat. 

Oxford 

Green 

20,22, 

8,  9,  10 

7  in. 

Baldwin 

Stockton  and 
Bridgeport 

Drake 

Gordon  and 
P.  &F. 

Mauve 

35 

7  to  14 

6Kin. 

Baldwin 

Stockton  and 
Bridgeport 

Drake 

Gordon  and 
P.  &F. 

Mauve 

28,30 

7  to  14 

7  in. 

Crown 

Stockton  and 
Bridgeport 

Beebe 

Gordon  and 
P.  &r. 

M.  &  W.  and 
India 

Mauve 

28,30 

7  to  10 

61/2  in. 

Crown 

Stockton  and 
Bridgeport 

Beebe 

Gordon  and 
P.  &F. 

M.  &  W.  and 
India 

Mauve 

28,30 

7  to  10 

7  in. 

Indianapl's 

Stockton  and 
Bridgeport 

Beebe 

Gordon  and 
P.  &  F. 

India  and 
Diamond 

Mauve 

26 

7  to  10 

61/2  in. 

Indianapl's 

Stockton  and 
Bridgeport 

Beebe 

Gordon  and 
P.  &F. 

India  and 
Diamond 

Mauve 

22 

7  to  10 

6V2in. 

Baldwin 

Record 

Kundtz 

Andrae 

Hartford 

Grass  Green 

22  to  32 

7  to  10 

7  in. 

Baldwin 

Becord 

Kundtz 

Andrae 

Hartford 

Grass  Green 

22  to  32 

7  to  10 

7  in. 

Indianapl's 

Andrae 

LobdeU 

Andrae 

Hartford 

Grass  Green 

22  to  32 

7  to  10 

61/2  in. 

Indianapl's 

Andrae 

Lobdell 

Andrae 

Hartford 

Black 

22  to  26 

7  to  10 

7  in. 

Indianapl  s 

Andrae 

■Winona 

Andrae 

Andrae 

Grass  Green 

22  to  26 

7  to  10 

61/2  in. 

Indianapl's 

Andrae 

■Winona 

Andrae 

Andrae 

Black 

22  to  26 

7  to  10 

7  in.  _ 

Indianapl's 

Hercules 

■Winona 

Andrae 

CUpper 

Blue 

22  to  26 

7  to  10 

61/2  in. 

Indianapl's 

Hercules 

■Winona 

Andrae 

CUpper 

Black 

22  to  26 

7  to  10 

7  in. 

Becord 

Kimdtz 

Andrae 

Hartford 

Black 

61/2  &  7 

Lefever 

Record 

LobdeU 

Ariel  & 
■Wheeler 

Optional 

Green,  Maroon 

21  to  28 

7  to  10 

61/2  &  7 

Lefever 

Record 

LobdeU 

Ariel  & 
■Wheeler 

■    Optional 

Green,  Maroon 

21  to  28 

7  to  10 

61/2  &  7 

Lefever 

Record 

Lobdell 

Ariel  & 
■Wheeler 

Optional 

Green,  Maroon 

21  to  28 

7  to  10 

61/2  &  7 

Lefever 

Record 

LobdeU 

Ariel  & 
■Wheeler 

Optional 

Green,  Maroon 

21  to  23 

7  to  10 

634&7 

Lefever 

■White 

LobdeU 

Ariel  & 
Wheeler 

Optional 

Green,  Maroon 

21  to  28 

7  to  10 

6>^&7 

Lefever 

■White 

LobdeU 

Ariel  & 
■Wheeler 

Optional 

Green,  Maroon 

21  to  28 

7  to  10 

6K&7 

Lefever 

Record 

Lobdell 

Ariel  & 
■Wheeler 

Optional 

Green,  Maroon 

21  to  28 

7  to  10 

6}^&7 

Lefever 

Record 

Lobdell 

Ariel  & 
Wheeler 

Optional 

Green,  Maroon 

21  to  28 

7  to  10 

61/2  &  7 

Lefever 

Record 

LobdeU 

Ariel  & 
Wheeler 

Optional 

Green,  Maroon 

21  io  23 

7  to  10 

634  &  7 

Lefever 

Record 

LobdeU 

Ariel  & 
Wheeler 

Optional 

Green,  Maroon 

21  to  28 

7  to  10 

61,^  in. 

Indianapl's 

Bridgeport 

Tucker 

GiUiam 

M.&W. 
and  Kokomo 

Gr'n,  Cardn'l,  Bl'k. 

24  to  28 

8  to  10 

634  in. 

Indianapl's 

Bridgeport 

Tucker 

GiUiam 

M.&W. 
and  Kokomo 

n             a                  a 

24  to  i8 

8  to  10 

6>^ln. 

Indianapl's 

Bridgeport 

Tucker 

GiUiam 

M.  &  W. 
and  Kokomo 

It             a                  ti 

24  to  28 

8  to  10 

6>^in. 

Indianapl's 

Star 

Bent  ■Wood 
Co. 

GiUiam 

M.&W. 
and  Kokomo 

H                  ti                        (t 

24  to  28 

8  to  10 

634  in. 

Indianapl's 

Star 

Bent  ■Wood 
Co, 

GUliam 

M.&W. 
and  Kokomo 

ti             t(                  (( 

24  to  28 

8  to  10 

6}^  in. 

Indianapl's 

Star 

Bent  ■Wood 
Co. 

GiUiam 

M.&W. 
and  Kokomo 

((             ii                  (t 

24  to  28 

8  to  10 

6Kin. 

Indianapl's 

Star 

Bent  ■Wood 
Co. 

GiUiam 

((                il                      n 

24  to  28 

8  to  10 

538 


The  Cycle  Age  and  Trade  Review 


DEALERS'  SPRING  DISPLAYS 


Washington    Cycle  Show  Opens— Successful   Denver  Ex= 
position — Opening  Day  in  Boston 


Washington,  Feb.  27. — Pleasant  weather 
marked  the  opening  of  the  cycle  show- 
here  tonight.  The  show  is  being  held  un- 
der the  auspices  of  the  Bicycle  Show  Co., 
composed  of  the  leading  bicycle  dealers 
of  this  city,  and  is  the  largest  affair  of 
the  kind  ever  undertaken  by  the  local 
trade.  The  attendance  on  the  opening 
night  was  remarkable,  the  immense  hall 
being  packed,  and  from  the  interest 
evinced  the  show  will  undoubtedly  have 
a  very  beneficial  effect  upon  the  local 
trade.  Special  features  have  been  pro- 
vided for  the  entertainment  of  the  visit- 
ors, among  them  being  an  address  on  the 
hygiene  of  the  bicycle  by  Dr.  Mary  "Wal- 
ker, the  noted  reformer  and  advocate  of 
man's  apparel  for  women. 

At  no  previous  show  held  here  has  there 
been  such  a  representative  showing  of  bi- 
cycle lamps.  Those  of  the  acetylene  gas 
variety  are  attracting  a  great  deal  of  at- 
tention and  judging  from  the  numerous 
inquiries  the  sale  of  these  lamps  will  be 
large  here  during  the  coming  season. 
Exhibitors  and  Displays. 
Following  is  a  list  of  the  exhibitors: 

West  End  Cycle  Co.,  "Washington— Andrae 
and  Kea.ting  bicycles. 

Clowes  Mfg.  Co.,  Waterbury,  Conn.— Cal- 
cium King  lamps. 

Henry  Boyd,  Wajsihington— Collins  pneu- 
matic hub  bicycles. 

Jones  &  Fellows,  Was'hmg ton— Olive,  En- 
voy and  Fleetwing  bicycles. 

W.    D.    Hadger,    Washington— Orient   bicy- 

Cl6S 

J. '  D.  Lasley,  Washington  —  Eclipse  and 
Corona  bicycles.  „      , 

John  Woerner,  Washington— Quaker  bicy- 
cles and  sundries. 

Miller  Bros.,  Washington  —  Wolff- Am  en- 
can,   Warwick  and  Relay  bicycles. 

The  Cycle  Syndicate.  New  York  —  Cycle 
specialties,  Rusch  saddles  and  Excelsior  lu- 
bricant. ,,.,  . 

P.  Von  Boeckman,  Washington— Vikmg  bi- 
cycles and  sundries. 

Taylor  Mfg.  Co.,  Washington— Kankakee 
bicycles. 

R.  M.  Dobbins  Co.,  Washington— Monarch 
and  Barnes  bicycles. 

Pope  Mfg.  Co.— Columbia  and  Hartford  bi- 
cvcles. 

W.  B.  Morgan  &  Co. — Victor  bicycles. 

Gormully  &  Jeffery  Mfg.  Co.— Rambler  bi- 
cycles. 

Western  Wheel   Works— Crescent  bicycles. 

Saks  &  Co.,  Washington— Spalding  and 
Saks  Flyer  bicycles. 

Carpenter  Cycle  Co.,  Washington — Sterling 
and  Featherstone  bicycles,  Morse  chains, 
Veeder  cyclometers,  Solar  lamps. 

Cleveland  Cycle  Co.,  Washington— Cleve- 
land bicycles'. 

D.  N.  Walford,  Washington— Stearns  and 
Stormer  bicycles. 

Washington  Cycle  Supply  Co.— Tribune  and 
Lyndhurst  bicycles;  Brown,  Hunt  and  Gar- 
ford  saddles. 


Rose  Mfg.  Co.,  Philadelphia  —  Neverout 
lamps. 

W.  E.  Baum  &  Co.,  Washington— Hoffman 
and  Clipper  bicycles. 

Hartford  Rubber  Works— Hartford  tires 

Higham  &  Co.,  Washington— Tiger  bicy- 
cIgs. 

LeFevre  Mfg.  Co.,  Philadelphia— Bicycle 
specialties. 

Automatic  Seat  Post  Co.,  New  York— Seat 
posts. 

Stee  Leech  Saddle  Co.,  New  York— Bali 
bearing  bicycle  saddles. 

J.  Karr,  Washington— Calcite  lamps. 

Bundy  Lamp  Co.,  Elmira,  N.  Y.— Bundy 
acetylene  lamps. 

United  Specialty  Co.,  New  York— Automatic 
tire  inflators. 

F.  G.  Smith,  Washington — Remington  bi- 
cycles. 

VISITORS  IN  EARNEST 


along  the  line.  Bach  dealer  reported  a 
vastly  increased  practical  interest  and  a 
greater  willingness  to  buy.  The  dealers, 
too,  had  their  work  better  in  hand.  At 
every  store  it  was  possible  for  the  visitor 
to  learn  something  new  about  bicycles. 

A  great  deal  of  interest  and  curiosity 
was  manifested  with  regard  to  the  chain- 
less  machines  wherever  they  were  to  be 
found  and  of  whatever  type.  Racing 
men  perambulated  in  crowds  along  the 
avenue  and  drifted  into  stores  not  on  the 
"row."  The  crowd  visited  downtown 
stores  in  large  numbers  and  did  not  slight 
the  tir«  and  sundries  houses. 

Altogether,  opening  day  for  '99  was  a 
decided  success  from  all  points  of  view 
and  dealers  are  well  pleased. 


Qeneral  Opening  in  the  Hub  narl<ed  By  Absence 
of  Old  "Hurrah  Boys"  Spirit. 


Boston,  Feb.  27. — A  saunter  up  Colum- 
bus avenue  last  Friday  would  have  dis- 
proved to  the  satisfaction  of  almost  any 
pessimist  that  interest  in  cycling  is  wan- 
ing. It  was  general  opening  day  among 
the  cycle  dealers,  among  whom  it  was 
the  unanimous  opinion  after  the  day  was 
over,  that  riders  and  prospective  custo- 
mers are  more  enthusiastic  and  more 
anxious  to  learn  details  of  construction 
than  ever  before. 

There  were  more  actual  buyers  than  on 
February  22  last  year,  which  is  a  sure 
indication  that  the  trade  this  year  will 
be  substantial.  In  many  cases,  dealers  in 
bicycles  who  took  no  orders  on  opening 
day  last  season  booked  many  Friday.  It 
is  an  axiom  in  the  business  that,  as  goes 
February  22,  so  goes  the  year,  and  none 
but  rejoiced  at  the  spirit  of  interest 
shown  by  the  thousands  of  visitors. 

Boston  is  unique  among  cycling  cities 
in  that  opening  day  is  always  religiously 
observed  by  the  wheelmen  by  a  pilgrim- 
age to  the  cycle  stores.  There  was  a 
conspicuous  and  agreeable  absence  this 
year  of  the  exuberant  display  of  club 
spirit. 

Said  one  manager  of  a  leading  store: 
"The  crowd  this  year  is  different.  They 
really  want  to  know  about  our  line. 
There  is  an  absence  of  the  hurrah  boys 
style  of  visiting,  and  the  people  ask  sen- 
sible questions.  They  are  searching  for 
the  best  machine  for  the  money,  and 
when  they  find  it  they  will  buy  it.  Last 
year  we  did  not  get  a  single  order.  To- 
day at  2  o'clock  we  had  a  dozen." 

The   same   opinion   was   expressed   all 


THE  DENVER  SHOW 


Unique  Offer  of  Free  Space  Secures  Complete  Rep- 
resentation of  Local  Dealers. 


The  Denver  bicycle  and  automobile 
show  promoted  and.  managed  by  G.  A. 
Wahlgreen,  of  the  Cycling  West,  was 
eminently  successful  from  all  points  of 
view,  despite  the-  unusual  and  adverse 
weather  conditions  that  prevailed.  The 
offer  of  free  space  made  by  the  promoter 
in  the  interest  of  the  local  tradesmen 
■was  unusual  enough  to  aecure  the  cor- 
dial support  of  trade  and  public  alike. 
The  exhibits  and  exhibitors  comprised 
every  dealer  in  that  section  and  every 
cycle,  cycle  sundry,  accessory  and  ap- 
purtenance ever  introduced  in  the  west- 
ern market.  The  attendance  was  sur- 
prisingly large  considering  the  abnor- 
mally vile  weather  and  the  pecuniary  re- 
turns far  surpassed  the  most  sanguine 
expectations  of  the  managers,  who  now 
claim  the  distinction  of  having  held  the 
first  and  only  successful  cycle  show  at 
which  absolutely  no  charge  was  made  to 
exhibitors. 

All  the  factors  of  success  were  in- 
volved: merit  in  the  quality  and  quanti- 
ty of  exhibitors  and  exhibits;  satisfac- 
tory results  to  patrons  and  the  public; 
and  success,  artistic,  commercial,  diver- 
sional  and  pecuniary  to  all  concerned. 
The  exhibits  were  high  grade,  the  booths 
artistic  and  beautiful,  and  everything 
was  harmonious  and  pleasant.  There  was 
rivalry,  spirited  and  aggressive,  but  all 
of  the  kindliest  and  most  generous  na- 
ture. It  was  the  wholesome  kind  that  al- 
ways characterizes  clean,  honorable  busi- 
ness methods  and     honest    competition. 

The  automobiles  proved  a  big  drawing 
card.  It  is  safe  to  say  that  no  one  other 
locomotive  device  since  the  days  of  the 
old  high  wheeled  machine  has  aroused 
so  much  interest  and  curiosity  as  have 
the  horseless  carriages  shown  at  the  Den- 
ver exhibit. 

That  Denver  is  on  the  eve  of  a  business 
boom  is  conceded  by  all  practical  obser- 
vers.   In  the  Qycle  business  is  this  espe- 


AMERICAN  CYCLE  EXPORTS  FROM  JANUARY  1  TO  DECEMBER  31,  1897. 


United  Kingdom 

France 

Germany 

Other  Europe 

British  North  America. 

Central  America 

Mexico 

Santo  Domingo 

Cuba 

Puerto  Rico 

Other  West  Indies 

Argentina 

Brazil 

Colombia 

Other  South  America  . . 

China 

East  Indies  (British)  . . . 

Japan 

Australia  (British) 

Asia  and  Oceanica 

Africa 

Other  Countries 


Total $480,992 


Jan. 


$135, 

11. 

68 

141, 

42, 

4 

5 


14 


020 
370 
050 
,088 
852 
772 
955 
189 
49 
939 
109 
678 
838 
623 
,707 
517 
988 
382 
,868 
,503 
595 


Feb. 


$228,651 

17.452 

76.354 

75,364 

73,136 

5,014 

5,739 

557 

219 

33 

12,353 

1,110 

1,986 

923 

10,800 

655 

1,527 

3,062 

34,816 

5,020 

10,972 


$565,743 


Mar. 


$327,332 

61,275 

171.927 

176,762 

114  .376 

2,496 

5,200 

834 

152 

239 

11,243 

10,245 

1,768 

1,254 

5,133 

981 

800 

3,265 

54,224 

5,985 

21,723 


$977,214 


Apr. 


$408,932 

43,055 

177  829 

191,975 

188.952 

1,319 

7,687 

1,006 

586 

446 

17,586 

3,823 

4,177 

1,205 

7,163 

466 

1,442 

382 

34,415 

16,384 

8,394 


May. 


$258,915 

4.'^,396 

156,619 

119,926 

140,000 

2,112 

6,170 

90 

1,3-51 

150 

13,5S2 

2,262 

3,873 

2.235 

6,096 

5,495 


1,549 

46.770 

12,457 

13,667 

110 


$1,117,824  I  $838,835 


June. 


$292,712 

30,502 

203.136 

191.393 

61,752 

907 

6,165 

,598 

610 

325 

13,005 

3,768 

3,978 

2,671 

4,8C0 

1,471 

4,891 

11,229 

33.478 

5.391 

7,035 

107 


$882,984 


July. 


$118,227 

18,526 

163.667 

45,250 

24,269 

880 

8,276 

275 

1,197 

170 

7,441 

2,893 


1,536 

2.533 

2,047 

1,633 

11,996 

31,135 

5.593 

10,840 

135 


$458,519 


Aug.     i 


$70,177 

7,493 

52,769 

35,875 

22,473 

732 

6,272 

71 

2,202 

280 

7,771 

5,031 


2,595 
1,033 
1,923 
4,038 
7,600 

76,814 
4,490 

14,056 
195 


$323,890 


Sept. 


$68,914 

3,974 

49,497 

20  196 

16,001 

466 

4,648 

102 

593 

522 

5,600 

6,314 

6  883 

1788 

4,334 

2,86S 

5,860 

8,912 

24,510 

6.418 

15,915 

60 


$254,325 


Oct. 


$58,630 

7,400 

27,928 

31,134 

9,716 

50 

8,748 

58 

517 

451 

7,143 

5,134 

7,056 

2.141 

5,339 

5,763 

4,123 

7,100 

24,538 

6,510 

24,835 

155 


$239,469 


Nov. 


$73,681 

12,181 

52,139 

35.089 

23,681 

1,810 

4,081 

135 

786 

413 

7,924 

4,940 

14,502 

2,089 

4,618 

3,240 

2,403 

6.903 

27,870 

5.181 

21,552 


$305,218 


Dec. 


$87,300 

24,686 

178  643 

47,773 

23,406 

727 

5,450 

24 

574 

317 

8,771 

6,046 

9,071 

2,131 

4  687 

874 

3,878 

8.450 

21,091 

2,629 

21,146 


TOTAL. 


82,128,491 

283,910 

1.378,558 

1,114,825 

740,614 

21.285 

69,391 

3,939 

8,836 

4,285 

126,528 

52,244 

54.082 

22,091 

61303 

26.300 

31,583 

72,830 

445„529 

80.561 

174,730 

762 


$157,674     $6,902,677 


The  Cycle  Age  and  Trade  Review 


539 


cially  apparent.  Local  dealers  are  stock- 
ing up  heavily  in  anticipation  of  a  lively 
demand  and  nothing  but  optimism  is  en- 
countered in  making  the  rounds.  That 
the  eastern  manufacturers  are  cognizant 
of  and  appreciate  these  conditions  is 
shown  by  the  fact  that  they  are  eager  to 
enter  this  field  and  a  number  of  them 
have  made  initial  connections  in  accor- 
dance. Dozens  of  makers  who  heretofore 
have  disregarded  the  West  in  this  re- 
spect have  now  secured  representation 
there  and  are  consigning  largely  in  anti- 
cipation of  the  good  times  ahead. 

The  exhibiting  firms  and  what  they  dis- 
played are  given  in  the  following  list: 

E.  B.  Brandt— Hartford  tires. 

Felker  Cycle  Co.— Cleveland  and  Sterling 
bicycles  and  Goodrich  and  Palmer  tires. 

Daniels  &  Fisher— Stearns,  Andrae  and 
Crawford  bicycles.  -       ^ 

Gougar  &  Todd— Wolff-Ameirican,  Deere, 
Fawn  and  Moline  bicycles. 

Geo.  J.  Charpiot— Clipper  and  Charpiot  bi- 
cycles. 

N.  R.  Blatherwick— Outing  bicycles  and 
Picard  valves. 

'Alpha  Lamp  Co.— Acetylene  lamps. 

Snell  Cycle  Mfg.   Co.— Snell  bicycles. 

C.  W.  Fowler— Pueblo  bicycles. 

Hart  Bros.  Sewing-  Machine  Co.— Crescent, 
Phoenix  and  Silver  Serpent  bicycles. 

Fawkes  &  Co.— Dayton  and  Silver  Serpent 
bicycles. 

Geo.  Mayer  Hardware  Co.— Imperial  bicy- 
cles. 

Denver  Dry  Goods  Co.  —  Orient,  Luthy, 
Denver  arid  Earl  bicycles. 

Joslyn  Dry  Goods  Co.— Monarch,  Olive, 
Defiance,  King  and  Queen  bicycles. 

Schultz  &  Co.— Samples  of  enameling. 

Colorado  Cycle  -Supply  Co.— Cycle  fittings 
and  accessories  and  photographic  supplies. 

Relay  Wheel  Co.— Manson,  World,  Hamil- 
ton and  Lee  bicycles. 

E.  R.  Cumbe— Rambler  and  Ideal  bicycles 
and  G.  &  J.  tires. 

C.  G.  Fisher  &  Co.— Racycle,  Pierce,  En- 
voy and  Fleetwing  bicycles. 

A.  G.  Spalding-  &  Bros.— Spalding  and  Ny- 
ack  bicycles  and  Christy  saddles. 

E.  T.  Weiant— Victor  and  Elfin  bicycles, 
Kokomo  tires  and  cycle  sundries  and  s.up- 
plies. 

Gano  Cycle  Co.— Columbia,  Hartford  and 
Vedette  bicycles. 

Silver  State  Cycle  Co.— Silver  State  bicy- 
cles, India  tires,  Gordon  saddles,  Velox 
pedals,  etc. 

Trinity  Cycle  Mfg.   Co.— Trinity  bicycles. 

A.  T.  Wilson— Featherstone,  Viking,  Rem- 
ington, Union,  Eldredge  and  Patee  bicycles. 

Mrs.  P.  W.  Baxter— Ladies'  cycling  cos- 
tumes. 

Geo.  E.  Hannan— Crescent  bicycles  and 
Dunlop  tireis. 

Boston  Woven  Hose  &  Rubber  Co.— Vim 
tires. 

Black  Mfg.  Co. — Tribune  bicycles. 

American  Electric  Ve>hicle  Co. — Motor  ve- 
hicles. 

Cleveland  Opening  a  Success. 

The  general  opening  of  the  cycle  stores 
in  Cleveland  under  the  auspices  of  the 
cycle  board  of  trade  closed  last  Saturday. 
It  was  the  most  successful  and  generally 
satisfactory  display  of  goods  and  public 
reception  ever  offered  by  the  dealers.  All 
day  Saturday  throngs  of  visitors  crowded 
the  different  stores  and  could  hardly  be 
accommodated,  notwithstanding  the  spe- 
cial preparations  that  had  been  made. 
There  was  music  all  day.    Many  out-of- 


town  dealers  and  buyers  were  present  all 
the  week  and  Cleveland  dealers  are  unan- 
imous in  declaring  that  they  have  done 
more  business  and  entertained  larger 
crowds  at  a  smaller  expense  this  year 
than  ever  before. 


STinULATINQ  EARLY  TRADE 


New   England    Dealers   Interest   Buyers   by  Joint 
Exhibitions— Co-operation  of  Y.  n.  C.  A. 


.  Springfield,  Mass.,  Feb.  27. — Agents  in 
many  of  the  larger  towns  in  New  Eng- 
land have  held,  or  will  hold,  local  shows 
to  stimulate  spring  trade.  Shows  which 
are  run  primarily  to  put  a  few  dollars  in 
the  pockets  of  some  enterprising  dealer, 
who  collects  sufficient  rentals  from  spa- 
ces to  pay  all  expenses,  and  then  salts 
down  the  gate  receipts,  have  not  been 
well  supported  in  New  England  since  the 
first  craze  over  cycle  shows  subsided. 
The  most  successful  shows  have  been 
those  in  which  the  exhibitors  shared  the 
expense  jointly.  In  several  cities  the 
Young  Men's  Christian  Associations  have 
given  the  use  of  their  halls  free  and  al- 
lotted spaces  to  bicycle  agents,  who  were 
under  no  expense  other  than  the  cost  of 
setting  up  their  exhibits  and  providing 
attendants.  Catalogues,  buttons  and  in- 
expensive souvenirs  are  given  away.  The 
general  public  has  been  quick  to  recog- 
nize that  such  shows  are  as  much  for 
the  benefit  of  the  purchaser  who  is  un- 
decided as  to  his  mount  as  for  the  agents. 
The  shows  also  afford  the  dealers  oppor- 
tunity to  become  better  acquainted  with 
one  another,  thus  opening  the  way  to 
the  adoption  of  business  methods  which 
are  of  mutual  advantage  to  members  of 
the  trade. 

Agents  in  Springfield,  Worcester, 
Hartford  and  other  retail  centers  report 
a  larger  inquiry  concerning  bicycles  than 
a  year  ago.  The  larger  houses  have  as  a 
rule  already  sold  bicycles  in  small  num- 
bers for  delivery  as  soon  as  riding  is 
practicable.  The  chainless  is  in  greater 
favor  than  a  year  ago.  General  business 
conditions  in  Ne'w  England  are  the  best 
since  1894  and  the  cjcle  tradu  is  corre- 
spondingly cheerful. 


PHILADELPHIA  AGENTS  PLEASED 


At  Their  Show  Hany  Orders  Were  Booked— Auto° 
mobiles  Absent  on  Account  of  Weather. 


Philadelphia,  Feb.  28.— The  local  cycle 
show  terminated  brilliantly  last  Satur- 
day night  with  the  banner  crowd  of  the 
week,  estimated  at  upwards  of  7,000.  The 
smallest  attendance  v;:is  recorded  for  the 
opening  night,  the  turnstile  registering 
but  little  over  1,600.  But  notwithstanding 
this  inauspicious  beginning  the  show  was 
a  huge  success  in  every  respect,  the  total 
admissions   being   within   a     couple     of 


thousands  of  those  of  the  '97  and  '98 
shows,  when  there  was  a  rake-off  for  the 
stockholders  of  upwards  of  300  percent, 
besides  which  about  $2,000  went  into  the 
local  cycle  board's  treasury. 

From  a  business  standpoint  this  year's 
show  was  even  more  successful  than 
others,  almost  every  exhibitor  reporting 
numerous  sales,  in  many  instances  the  re- 
sulting profits  more  than  making  up  for 
the  outlay. 

The  one  feature  that  marred  the  show 
from  the  promoters'  viewpoint  was  the 
inability  to  secure  the  automobile  exhi- 
bits, thus  compelling  them  in  a  measure 
to  break  faith  wiih  the  public.  On 
Thursday  night,  however,  a  solitary  elec- 
tric a-atomobile  put  m  an  appearance  a;  id 
remained  on  exhibition  for  the  remain- 
der of  the  week.  In  this  connection  it  is 
related  that  when  it  became  apparent 
that  the  automobile  end  of  the  show  was 
to  be  a  failure  President  Brewster  tele- 
graphed the  Orietn;  people  for  permi.ssi  m 
to  exhibit  the  automobile  which  formed 
part  of  Wanamaker's  bicycle  exhibit.  The 
necessary  permission  was  given,  but 
Wanamaker's  manager  refused  to  let  the 
machine  go.  The  next  day  the  last-named 
gentleman  asked  for  permission  to  ex- 
hibit Major  Taylor  and  his  world's  rec- 
ord machine.    But  Brewster  declined. 

Gus.  Tubeman,  a  relic  of  the  first  cycle 
show  ever  held  in  this  country,  made 
throughout  of  Shelby  steel  tubing  of 
various  sizes  worked  up  into  the  shape 
of  a  man,  reappeared.  He  was  stolen  af- 
ter the  first  show  by  the  Century  Wheel- 
men, of  this  city,  in  whose  possession  he 
still  remains.  Many  vain  attempts  have 
been  made  by  the  Shelby  company  to  re- 
cover possession  of  "Gus."  In  his  jour- 
ney from  the  Century  club  house  to  the 
show  building  last  week  he  was  stolen  by 
two  different  gangs  of  marauders,  and 
was  "safely"  hidden  away  by  each  in 
turn.  But  the  show  managers  got  a  clue 
to  his  whereabouts  somehow,  and  he 
made  a  triumphal  entry  into  the  build- 
ing on  Thursday  night  escorted  by  a 
brass  band,  his  equipage  being  a 
"horseless  sleigh,"  an  old  sleigh  shod 
with  roller  skates  and  drawn  by  a  pair  of 
nules. 

Retail  Trade  Transfer. 

Edward  C.  Rehfield  of  Horicon,  Wis., 
has  bought  out  the  bicycle  stock  of  Louis 
Dietz  of  the  same  place,  and  also  his 
father's  sewing  machine  and  hardware 
business  and  will  open  a  cycle  store  and 
repair  shop.  Dietz  will  devote  his  time 
to  his  hardware  business. 


The  exports  of  bicycles  and  parts  from 
Belgium  during  the  past  three  years  are 
reported  as  follows:  1896,  $334,722;  1897 
?484,19.5;  1898,  $517,061.  The  imports  in 
1896  were  $637,307,  while  in  1898  they 
were  only  $3r9,101. 


AriERICAN  CYCLE  EXPORTS  FROM  JANUARY  1  TO  DECEMBER  31,  1898. 


United  Kingdom 

Prance  

Germany 

Other  Europe 

British  North  America 

Pentral  America 

Mexico 

Santo  Domingo 

Cuba 

Puerto  Kico 

Other  West  Indies. 

Argentina 

Brazil . .  

Colombia 

Other  South  America. . 

China 

East  Indies  (British) 

Japan 

Australia  (British) 

Asia  and  Oceanica 

Africa 

Other  Countries 


Total $674,117 


Jan. 


8181,505 

47,360 

226,593 

99,544 

24,244 

945 

5,017 

15 

763 

157 

6,268 

8,290 

10  973 

1,021 

8,021 

1.869 

6,307 

5,433 

21,691 

5,629 

12,472 


Feb. 


$210,661 

71.168 

184.048 

143  770 

44.395 

328 

5,619 

47 

883 

14 

5,145 

9,704 

13,107 

464 

4,604 

1,233 

6,449 

4  603 

19.773 

11354 

17,107 


8754,476 


Mar. 


$273,330 

85.239 

257,918 

176.5.56 

76,921 

569 

4,630 

211 

1,395 

322 

4,45f; 

15,342 

9,344 

486 

4  080 

3,196 

11,959 

4.252 

10,703 

5,436 

12,382 


$958,729 


Apr. 


$293,516 

76,037 

190.309 

118,440 

152,870 

445 

5,825 

196 

304 

713 

5,606 

8,769 

9,351 

440 

2,996 

1,593 

22,075 

6,979 

9,182 

10,442 

10,903 

75 


$927,066 


riay. 


$204,600 

&5.205 

179,850 

119,171 

133.845 

381 

6,410 


6,795 
8,166 
8,612 
340 
4,129 
2,478 

13,964 
8,790 

22,418 

6  875 

5.024 

605 


$797,658 


June. 


8211.625 

63,411 

161,043 

76.704 

62,133 

934 

8,046 

37 


11,471 

9,600 

9,633 

653 

2,592 

365 

7,699 

7,887 

19,281 

10  607 

31,133 

485 


8695,339 


July. 


$92,550 

24,877 

68,869 

34,452 

31,370 

116 

6,352 

71 


4,896 

8.708 

7,421 

2,254 

2,497 

1,984 

14,181 

21 .227 

25.095 

3.974 

12,411 

457 


83«',761 


Aug. 


$43,.513 

21.952 

48  693 

48,276 

15,896 

1,252 

3  317 

21 


24 

9,209 

1.873 

7,720 

732 

3,457 

3,082 

11,2-16 

34,414 

25,110 

5.479 

16,015 

77 


8301,358 


Sept. 

$36,533 

4,638 

64.180 

35.262 

11,837 

585 

5,735 


61 

124 

2,849 

8,579 

5,879 

503 

2,142 

3  510 

11,988 

12.918 

22,011 

6,937 

16,967 


$253,238 


Oct. 


$49,507 

3,648 

30,458 

39,918 

8,293 

981 

2,032 


524 

997 

3,736 

22,481 

6,661 

470 

8,229 

5,237 

14,489 

8,391 

9,886 

4,588 

11,966 


$232,492 


Nov. 


$33,874 

15,701 

62,316 

292,512 

18,677 

152 

1,835 


566 
210 

5,120 
11,514 

5,037 


4,441 
5,600 
22.077 
10,731 
35,5.57 
8,257 
18,391 


8547,568 


Dec. 


$67,913 

37,947 

161,930 

177.594 

27,709 

404 

3,129 

33 

790 

70 

6,941 

18,598 

5,494 

614 

6,916 

1,608 

12  8.31 

3,127 

26  439 

10,051 

16,238 

40 


TOTAL. 


81,699,127 

517.183 

1,636.207 

1,362,199 

608,190 

7,091 

57,947 

631 

5,286 

2,631 

72,494 

131,624 

99,232 

7,977 

54.104 

31,755 

155,265 

128,752 

247,146 

84,629 

181.009 

1,739 


8586,410     $7,092,218 


5il) 


The  Cycle  Age  and  Trade  Review 


SUBJECTS  OF  GENERAL  INTEREST 


PHILOSOPHER 
DOOLEVS 
DILEMMA 


"I  know  what  I'd  do  if  I 
was  Mack,"  said  Mr. 
Hennessy.  "I'd  hist  a 
flag  over  th'  Ph'lippeens, 
an'  I'd  take  in  th'  whole 
lot  iv  thim." 

"An'  yet,"  said  Mr.  Dooley,  "  'tis  not 
more  thin  two  months  since  ye  larned 
whether  they  were  islands  or  canned 
goods.  I've  been  r-readin'  about  th' 
counthry,  full  iv  goold  an'  precious 
stones,  where  th'  people  can  pick  din- 
ner off  th'  trees,  an'  ar-re  starvin'  be- 
cause they  have  no  step-ladders.  Th'  in- 
habitants is  mostly  naygurs  an'  Chinny- 
men,  peaceful,  industhrus  an'  law-abidin', 
but  savage  an'  bloodthirsty  in  their 
methods.  They  wear  no  clothes  except 
what  they  have  on,  an'  each  woman  has 
five  husbands  an'  each  man  has  five 
wives.  Th'  r-rest  goes  into  th'  discard, 
th'  same  as  here.  Th'  islands  has  been 
ownded  by  Spain  since  befure  th'  fire; 
an'  she's  threated  thim  so  well  they're 
now  up  in  ar-rms  again  her,  except  a  ma- 
jority iv  thim  which  is  thurly  loyal. 

"Th'  natives  seldom  fight  among  them- 
selves, but  whin  they  get  mad  at  one 
another  they  r-run-a-muck.  Whin  a 
man  r-runs-a-muck,  sometimes  they 
hang  him  an'  sometimes  they  discharge 
him  an'  hire  a  new  motorman.  Th' 
women  ar-re  beautiful,  with  languishin' 
black  eyes,  an'  they  smoke  see-gars,  but 
ar-re  hurried  an'  incomplete  in  their 
dhress.  I  see  a  pitcher  iv  wan  th'  other 
day  with  nawthin'  on  her  but  a  basket 
of  cocoanuts  an'  a  hoopskirt.  They're 
no  prudes.  We  import  juke,  hemp,  cigar 
wrappers,  sugar  an'  fairy  tales  fr'm  th' 
Ph'lippeens,  an'  export  six-inch  shells  an' 
th'  like.  I  learned  all  this  fr'm  th'  pa- 
pers, an'  I  know  'tis  sthraight.  An'  yet, 
Hinnissy,  I  dinnaw  what  to  do  about  th' 
Ph'lippeens.  An'  I'm  all  alone  in  th' 
wurruld.  Ivrybody  else  has  made  up  his 
mind." 


Nowhere  in  the  world  has 
POSSIBILITIES       so  much  thought  and  en- 
OF  HOUSE  ergy  br-en  applied  to  the 

COOLING  perfecting  of  methods  of 

heating  dwelling  houses 
as  in  the  United  States,  and  the  people 
here  are  probably  the  best  warmed  peo- 
ple of  any  in  a  similar  latitude  on  the 
face  of  the  globe.  For  relief  from  the 
extremes  of  hot  weather,  however,  says 
the  Metal  Worker,  very  little  has  been 
done  here,  and,  in  fact,  it  is  by  no  means 
certain  that  there  is  a  feasible  method  of 
cooling  small  houses. 

The  matter  has  been  given  somewhat 
more  attention  abroad,  and  an  interesting 
paper  was  presented  at  a  recent  meeting 
of  the  Heating  and  Ventilating  Congress 
in  Munich  by  Dr.  Bruckner,  who  ex- 
plained that  the  most  feasible  means  of 
cooling  were  tihrouglh  ammonia  or  car- 
bonic acid,  which  took  up  heat  as  they 
expanded.  He  likened  ammonia  to  a 
sponge,  which,  expanding  in  a  warm  at- 
mosphere, took  up  the  heat,  Which  could 
be  thus  carried  away  and  squeezed  out 
of  the  ammonia  by  compression  outside. 
The  same  thing  is  true  of  carbonic  acid, 
though  ammonia  was  preferred  as  being 
cheaper  to  work  and  also  in  case  of  leak- 
age being  instantly  detected.  In  opera- 
tion the  ammonia  gas  is  compressed  in 
a  machine  and  cooled,  and  thus  brought 
into  liquid  form.  On  being  allowed  to 
expand  it  falls  to  a  very  low  temperature, 
and  may  then  be  used  either  direct  as  a 
cooling  agent  or  through  the  medium  of 


salt  water.  For  ordinary  house  cooling 
ribbed  pipes  through  which  the  cold 
liquid  is  passed  are  used.  Machinery  is 
required,  of  course,  to  accomplish  these 
several  ends  of  compression  and  distribu- 
tion, and  this  is  an  almost  insuperable 
objection  to  the  employment  of  such  a 
method  in  a  private  residence,  except  in 
those  palatial  ones  which  include  power 
plants  for  elevator  service  and  lighting. 

Dr.  Bruckner  described,  however,  one 
house  in  Germany  which  had  a  regular 
sysiteim  of  cooling  operated  by  a  three 
horse-power  electric  motor.  The  house 
was  in  Frankfort,  and  the  system  has 
been  working  for  five  years,  salt  waier 
being  cooled  and  carried  through  pipes 
in  the  oellings  of  the  dwelling  rooms,  the 
ceilings  being  perforated  with  narrow 
slits  through  which  the  air  as  it  was 
cooled  fell  into  the  room.  Being  an  elec- 
tric motor  it  was  easily  handled,  and,  in 
fact,  the  only  attention  given  to  it  was 
by  the  woman  cook.  The  whole  appara- 
tus cost  about  $5,000,  and  the  power  for 
running  it  was  estimated  at  about  $75  a 
year.  The  smaller  charges  incidental  to 
the  machinery  were  not  included. 


A  good  deal  of  unneces- 

OERMANV'S         sary  anxiety  is  exhibited 

UNFAIR  both  in  Germany  and  in 

REMONSTRANCE      ^^^  United  States  over  the 

trade  relations  between 
the  two  countries.  The  supposition  that 
American  trade  in  Germany,  or  German 
trade  in  America,  is  being  disturbed  or 
depressed  by  existing  conditions  seems  to 
be  unfounded.  Certainly  the  United 
States  is  giving  to  Germany  a  larger  per- 
centage of  her  import  trade  than  ever 
before,  and  is  selling  to  Germany  a  larger 
percent  of  her  exports  than  ever  before. 
American  exports  to  Germany  increased 
over  11  per  cent  in  the  past  six  months 
compared  with  the  corresponding  six 
months  of  the  preceding  year,  which  of 
themselves  were  phenomenally  large.  And 
the  imnorts  from  Germany  into  the 
United  States  in  the  past  six  months  were 
nearly  25  per  cent  greater  than  those  of 
the  corresponding  six  months  of  last 
year. 

The  Share  of  our  import  trade  given  to 
Germany  has  steadily  increased  during 
the  past  decade,  as  has  also  the  share 
which  she  takes  of  our  exports.  A  de- 
cade ago  10  per  cent  of  our  imports  was 
taken  from  Germany,  while  now  13  per 
cent  eomes  from  that  country;  a  decade 
ago  8  per  cent  of  our  exports  went  to 
Germany,  now  over  13  per  cent  goes  to 
that  country. 


MOTOR 

CARAVAN  FOR 

TOURING 


Since  the  days  of  Dio- 
genes and  his  tub,  our 
world  has  seen  many 
changes.  We  call  these 
changes  progress — ^civili- 
zation^— and  yet  there  are 
those  among  us  whose  tastes  bemd  back- 
wards and  aim  at  simplicity  of  life.  In 
the  matter  of  housing,  this  is  particularly 
noticeable.  One  of  the  English  nobility, 
owning  several  palatial  dwellings,  finds 
his  greatest  pleasure  in  touring  about  the 
country  in  an  ordinary  gipsy  caravan. 
That  this  is  a  healthy  life  we  may  take  it 
as  proved  by  the  fact  that  a  well-known 
medical  writer  has  for  years  taken  ex- 
tended tours  in  a  vehicle  of  similar  if 
somewhat  improved  type.  This  latter  in- 
stance can  hardly,  perhaps,  be  quoted  as 
an  example  of  simplicity,  inasmuch  as 
the   doctor   carfies   with   him   a   coach- 


man, a  valet,  a  tricycle,  a  tent,  and  a  very 
large  dog. 

The  introduction  of  the  motor  car  has 
led  to  the  construction  of  what  may  be 
called  an  up-to-date  caravan,  or  motor- 
caravan.  One  of  these  vehicles  is  in-  use 
by  a  Russian  prince,  and  another  has  just 
left  the  builder's  works  and  can  be  pur- 
chased for  the  sum  of  $6,000.  This  mov- 
ing house  consists  of  two  bedrooms,  con- 
vertible into  one  living  room  by  day, 
bath-room,  and  lavatory,  and  kitchen; 
the  larder  is  under  the  floor,  and  on 
the  roof  are  the  water  tank  and  coal 
"cellar,"  for  the  motive  force  is  steam 
in  this  case.  The  tractor,  which  is  to 
drag  this  somewhat  elaborate  house,  de- 
velops thirty  horse-power. 

In  a  French  town  glass, 
GLASS  USED        in     devitrified     form,     is 
FOR  used    for    street    paving. 

STREET  PAVING  For  four  months  it  has 
stood  as  hard  usage  as 
any  pavement  could  be  subjected  to  and 
is  still  in  an  admirable  state  of  preser- 
vation. The  glass,  or  ceramic  stone,  pave- 
ment is  laid  in  the  form  of  blocks,  8 
inches  square,  each  block  containing  six- 
teen parts  in  the  form  of  checkers.  These 
blocks  are  so  closely  fitted  together  that 
wa,ter  can  not  pass  between  them,  and 
the  whole  pavememt  looks  like  one  large 
checkerboard.  Like  all  thoroughfares  in 
France,  the  roadbed  slopes  gently  to  the 
walk  on  each  side.  Some  of  the  edges  of 
the  checkers  have  been  slightly  chipped, 
during  their  service,  on  the  edges,  but  this 
does  not  argue  against  the  value  of  the 
material  as  a  pavement,  or  that  any  kind 
of  stone  would  not  have  suffered  just  as 
much  or  more  in  the  same  time. 

The  advantages  attributed  to  this  cera- 
mo-crystal  by  the  manufacturers  are:  As 
a  pavement,  it  has  greater  resistance  than 
stone;  it  is  a  poor  conductor  of  cold,  and 
ice  will  not  form  upon  it  readily;  dirt 
will  not  accumulate  upon  it  as  easily  as 
upon  stone,  and  it  will  not  retain  mi- 
crobes; it  is  more  duraible  than  stone 
and  just  as  cheap. 

On  careful  examination,  it  is  found  that 
the  ceramic  stone  is  nothing  but  glass 
brought  to  a  special  molecular  condition. 
In  a  certain  sense,  it  constitutes  a  new 
substance  wOiich  resembles  flagstone, 
granite,  or  marble.  This  new  product -is 
obtained  from  broken  glass  heated  to  a 
temperature  of  1,250  degrees  and  com- 
pressed by  hydraulic  force.  The  phe- 
nomenon of  devitrification  produces  a 
sort  of  dissolution  more  apparent  than 
real;  for,  upon  chemical  analysis,  the 
devitrified  glass  preserves  the  identical 
composition  of  natural  glass.  It  may  be 
said,  then,  that  devitrified  glass  possesses 
all  the  intrinsic  qualities  (physical  and 
chemical)  of  glass,  except  the  transpa- 
rency, while  taking  on  an  entirely  differ- 
ent aspect. 

A  bicycle  recently  shipped  to  Cheefoo, 
China,  was  found  upon  unpacking  to  be 
completely  covered  with  rust,  and  the 
front  tire  full  of  cracks.  The  machine 
had  to  be  sent  to  Shanghai  for  a  new  tire, 
costing  about  $24  Mexican;  the  machine 
in  the  first  place  cost  only  $140  Mexican. 
Here  was  an  addition  of  $24  before  it 
could  be  used,  besides  the  loss  of  its  use 
for  five  weeks,  due  entirely  to  the  care- 
lessness of  the  shippers. 


A  sporting  goods  exhibition  arranged 
exclusively  for  the  trade  is  to  be  held'  in 
Paris  from  March  3  to  17.  It  will  in- 
clude bicycles  and  motor  vehicles. 


The  Cycle  Age  and  Trade  Review 


541 


TRADE 
MARK 


97 


MANUFACTURERS  ARE  FURNISHING 

Dunlop  DetacbaMe  Qm 


On  their  wheels  AT  NO  EXTRA  COST,  either  wholesale 
or  retail.  ^  ,^  ,^  ^  ^ 

Agents  should  sec  that  the  manufacturers  whom  they  rep- 
resent are  among  this  number,    Write  us  about  it.  e^  t^  <^  <>*  t^ 

^oe^  J899  WILL  BE  A  DUNLOP  YEAR^se^^ 


Cbe  JImerlcan  Dunlop  Dre  Company 


Bellconu.  (nortb  newark)  n.  3. 


TRADE 
MARK 


36-38  CombardiStrect,  toronto. 


The  Sterling 


(( 


BUILT  LIKE  A  WATCH" 


jSP^iRJi 


A   BICYCLE   IS   WHAT   IT   IS   MADE, 


OfJI5«'vv^bcel,  ^ 

^^^'^  *'aniiT IIUF  n    WATCH 


BUfLTUHE  A   WATCH 


fulfill  JIIXxPwTaTioiss 

SEND   FOR  ART  CATALOGUE  ~^— 

J^r<?rlin^vyele1Wks. 


A  good  one  is  a  pleasure  and  a  pride  to 
its  owner,  but  if  perchance  he  gets  a  poor 
one,  it  were  better  he  never  had  bought. 

Our~agency  for2l899^is 

VALUABLE  TO  OTHERS;  IT  MAY  BE  VALUABLE  TO  YOU. 

Our  line  is^complete,  our  prices  attractive, 
and  our  proposition  awaits  your  request.... 

STERLING  CYCLE  WORKS, 


542 


The  Cycle  Age  and  Trade  Review 


MONTREAL  AGENTS  ARE  HAPPY 


MACHINES  BRING  LARGE  PRICES 


The   Reduction    in    Lists    Will    Have   a 

Strong  Tendency  to  Stimulate 

the  Demand. 


Montreal,  Feb.  28. — A  tour  of  the  prin- 
cipal cycle  stores  was  made  last  week  and 
it  was  found  there  was  a  hopeful  feeling 
for  the  coming  seaeon — in  some  cases 
much  gratification  with  the  number  of 
orders  already  received,  which  are  far  in 
advance  of  the  same  period  of  '98.  The 
sales,  however,  will  have  to  be  fully  one- 
fifth  as  large  again  as  last  year  in  order 
to  attain  the  same  result  in  gross  values, 
as  prices  for  the  standard  makes  have 
been  practically  cut  down  20  percent  and 
even  more  in  some  cases.  This  reduction 
will  undoubtedly  create  a  demand  for  the 
bicycle  among  people  who  hitherto  have 
been  debarred  from  purchasing  on  ac- 
count of  high  prices.  That  the  increase 
will  amount  to  more  than  20  per  cent,  is 
a  question  which  it  is  yet  too  early  to 
speak  of  with  any  degree  of  decisive- 
ness. 

Slight  Alterations  in  riodeis. 

The  chain  machine  will  be  the  one  gen- 
erally pushed  in  this  locality,  although 
dealers  handling  the  chainless  look  for 
good  sales  of  it.  So  far  as  the  chain 
driving  models  are  concerned,  there  is 
but  little  change  fron^.  last  year  in  gen- 
eral outline  and  appearance,  the  im- 
provements being  merely  in  the  bearings, 
spokes,  handle  and  saddle  clampings,  and 
adjustment.  There  is  no  considerable 
change  in  the  tubing,  it  being  slightly 
heavier  in  some  cases  and  in  others  re- 
maining as  formerly.  The  low  frame 
which  was  so  conspicuous  last  year  Avill 
be  but  little  seen  this  year.  The  gear- 
ing will  average  about  77,  with  a  fair  de- 
mand for  higher.  The  tread  will  be  nar- 
rower, the  chains  run  at  3-16  and  1-4 
inch.  Adjustable  handle  bars  are  fea- 
tures. Simplicity  in  finish  is  looked  for, 
and  black  will  certainly  be  the  predomi- 
nating color. 

Single  Tube  Tires  in  Favor. 

It  was  claimed  last  year  that  the  qual- 
ity of  rubber  both  in  the  single  and  dou- 
ble tube  tires,  particularly  the  former, 
was  not  so  good  as  in  1S57,  and  frequent 
complaints  were  made.  Small  blisters 
would  raise  on  the  tube,  and  after  burst- 
ing would  leave  those  particular  spots 
extremely  weak.  Rubber  this  year  has 
advanced  in  price,  and  there  is  a  slight 
tendency  on  the  part  of  tire  companies 
to  increase  their  price,  but  owing  to  se- 
vere competition  it  is  uulikely  they  will 
be  able  to  maintain  such  an  increase. 
Single  tube  tires  found  favor  last  season, 
and  dealers  look  for  a  big  demand  for 
them. 
CHEAP  Bicycles  not  wanted  No.  6) 

In  past  years  there  has  been  a  marked 
objection  to  bargain  counter  bicycles. 
Unlike  the  riders  of  other  cities,  the 
Montreal  cyclists  look  askance  at  any- 
thing below  $40  or  $50,  and  there  have 
been  exceptionally  few  cheap  American 
machines  sold  in  this  district.  The  same 
condition  of  things  is  likely  to  prevail 
this  year. 

Local  civic  regulations  will  create  a 
good  call  for  bells  and  lamps.  It  is  be- 
lieved that  electric  lamps  will  find  a 
ready  market.  As  yet  nothing  of  a  sat- 
isfactory nature  in  such  a  sundry  has 
made  its  appearance. 


rider  is  the  recent  invention  of  S.  A. 
Bailey  of  New  York  city.  The  construc- 
tion of  the  spring  is  shown  in  the  accom- 
panying illustration.  It  comprises  in  ef- 
fect three  members  though  it  may  be 
made  from  two  pieces  of  flat  spring  metal 
or  even  from  one.  The  uppermost  por- 
tion is  horizontal  and  is  given  a  down- 
ward curve  from  each  end  toward  its  cen- 
ter. The  middle  section  is  a  straight 
obliquely  placed  bar  running  from  the 
front  of  the  top  member  to  the  rear  of 


GEAR  OF  CHAINLESS  MACHINES 


SEVERAL  WAYS  OF  FIGURING  IT 


the  bottom  member  which  is  similar  in 
its  curve  to  the  uppermost  but  with  its 
convexity  reversed. 

When  the  rider  mounts  the  saddle  the 
curved  face  of  the  uppermost  member  in- 
creases its  area  of  contact  with,  the  in- 
clined bar  and  the  upper  curved  face  of 
the  lowermost  member  correspondingly 
increases  its  area  of  contact  though  from 
the  opposite  end  of  the  middle  section. 
This  increased  contact  tends  to  stiffen 
the  spring,  thus  giving  each  rider  an 
amount  of  elasticity  dependent  upon  his 
weight. 

English  riechanical  Joint. 

To  William  Frasei  of  Birmingham, 
Eng.,  has  been  granted  a  United  States 
patent  on  the  brazeless  joint  shown  in 
the  accompanying  illustration.  The  hole 
in  the  lug  branch  is  bored  tapering!  with 
the  smallest  diameter  at  the  outer  end. 
A  tapered  thimble  matching  the  taper  in 
the  lug  hole  but  enough  smaller  to  ad- 
mit between  the  two,  when  the  ferrule 
is  in  place,  the  frame  tube,  is  placed  in 
the  lug  socket  and  restsi  upon  the  shoul- 


der at  the  bottom  of  the  taper  boring. 
The  end  of  the  frame  tube  is  enlarged  but 
does  not  taper.  It  is  instead  split  in 
several  places  for  a  short  distance  so  that 
it  is  expansible  and  is  driven  into  the  lug 
between  the  thimlble  and  wall  of  the 
branch  till  the  curve  connecting  the 
large  and  the  small  diameter  abuts 
against  a  corresponding  curve  in  the 
thimble.  The  ferrule  is  supposed  to  be 
heavy  so  that  the  tube  after  having  been 
driven  into  the  lug  will  not  have  con- 
tracted it  but  instead  have  been  expand- 
ed itself,  and  will  bind  against  the  wall 
of  the  lug.  The  finishing  operation  is  to 
spin  over  the  end  of  the  lug  thus  effect- 
ually preventing  the  withdrawal  of  the 
tube.  

In  St.  Petersburg  there  are  but  15,380 
cyclists  among  a  population  of  1,267,623, 
139  of  the  riders  being  women. 


Saddle  Spring  for  All  Weights. 

A  saddle  spring  which  offers  the  same 
proportional  amount  of  elasticity  and 
comfort  for  a  light  rider  as  for  a  heavy 


The  differences  between  the  C.  H.  Sieg 
Mfg.  Co.  of  Kenosha,  Wis.,  and  its  em- 
ployes have  been  settled. 


With  Two  Persons  to  Count  Simultane== 

ously  There  is  no  Need  of  Figuring 

—Other  Ways. 


An  inquirer  desires  to  know  how  gear 
of  chainless  bicycles  is  computed. 

Multiply  number  of  teeth  on  driving 
gear  by  number  of  teeth  on  rear  shaft 
pinion  and  multiply  the  product  by  the 
diameter  of  the  rear  wheel  iu  inches — 
vsuaily  28.  Divide  the  product  by  num- 
ber of  teeth  of  front  shaft  pinion  and 
divide  the  quotient  by  number  of  teeth 
of  hub  pinion.  The  result  is  the  figure 
of  the  gear. 

Commonly  the  computation  may  be 
simplified  by  crossing  off  some  of  the 
figures,  as  when  the  front  and  rear  shaft 
pinions  have  the  same  number  of  teeth. 
Then  the  gear  is  found  like  that  of  a 
chaindriven  machine,  by  considering 
driving  gear  as  front  sprocket  and  hub 
sear  as  rear  sprocket.  Or,  if  rear  shaft 
pinion  is  like  the  hub  pinion,  they  may 
both  be  left  out  of  consideration. 

In  general  it  is  simplest  to  place  the 
three  factors  above  a  line  and  the  two 
divisors  below  and  cross  out  according 
to  the  usual  school  rules. 

Without  Counting  Gear  Teeth. 

[31  order  to  determine  the  gear  without 
removing  gear  casings  or  counting  teeth, 
hold  one  pedal  crank  vertically;  mark 
the  highest  point  on  rear  wheel  tire; 
turn  the  crank  one  revolution  till  it  is 
vertical  again;  note  how  many  times  the 
rear  wheel  revolves.  This  is  usually 
two  times  and  a  fraction;  rarely  three 
times  or  more.  Measure  the  outer  cir- 
cumference of  tire  with  a  string.  Meas- 
ure also  the  distance  from  the  highest 
point  to  the  mark  showing  where  the 
highest  point  was  before.  The  circum- 
ference is  usually  close  to  88  inches.  If 
the  other  measurement  is,  say,  20  inches, 
multiply  diameter  of  wheel — 28  inches — 
with  2  20-88.  The  product  is  the  gear; 
in  this  case  62  4-11.  If  the  rear  wheel 
has  revolved  three  full  revolutions  the 
figure  should  of  course  be  3  20-88,  making 
the  gear  90  4-11. 

For  ordinary  purposes  take  it  for 
granted  that  circumference  of  rear  tire, 
inflated,  is  88  inches;  measure  from  last 
high  point  to  mark  as  before,  lump  the 
fraction  by  reducing  it  to  sevenths.  For 
example,  if  measurement  shows  50  inches 
— always  measuring  the  way  the  wheel 
revolves — call  the  fraction  4-7. 

Any  fraction  of  88  inches  can  be  con- 
veniently reduced  to  sevenths  by  mul- 
tiplying the  measurement  by  2  and  divid- 
ing by  25.  And  sevenths  are  convenient 
for  multiplying  by  28  afterwards.  In 
this  case  with  the  measurement  50  in- 
ches, the  gear  is  thus  found  to  be  2  4-7 
multiplied  by  28,  making  72. 

With  three  revolutions  and  a  measure- 
ment of  12  inches,  the  computation  would 
be:  2  times  12  inches  24;  divided  by  25 
is  very  nearly  1,  which  is  1  seventh. 
Hence  multiply  3  1-7  by  28;  result  88 
gear. 

Quickest  and  Simplest  Way. 

If  it  is  desired  to  avoid  figuring  as 
much  as  possible  yet  get  very  close  to 
a  correct  result,  the  following  method 
may  be  used.  Mark  a  spot  on  the  wheel 
rim  or  tire.  Revolve  pedal  crank  twenty- 
eight  times  and  count  the  revolutions  of 
the  rear  wheel  by  noting  the  marked 
spot  as  it  comes  around.  The  figure  of 
the  count  is  the  gear. 

With  30-inch  wheels  revolve  crank  30 
times.  This  is  applicable  to  chain-driv- 
en bicycles  as  well. 


A  tax  of  80  cents  is  to  be  levied  on 
every  bicycle  used  in  Holland. 


The  German  reichstag  has  voted  $31,250 
for   the   purpose   of  experimenting  with 


The  Cycle  Age  and  Trade  Review 


543 


THE  POPULARITY  OF  .if  *^ 


Barnes  Bicycles 

was  never  more  evident  than  it  is  this  season. 

Riders  know  the  BARNES  to  be  the  free  running  and 
lasting  kind. 

Agents  know  it  is  the  BARNES  line  which  brings  them 
prosperity. 

It  is  the  general  excellence  of  the   BARNES  which 
satisfies. 

Is    there   a   BARNES  agency  in  your  town?     If  not, 
write  us. 

....  WISE  BUYERS  BUY  WHITE  FLYERS  .... 


The  Barnes  Cycle  Co., 


Syracuse,  N.  Y. 


motor  vehicles  for  the  transportation  of 
ammunition  and  materials  for  the  army. 
Seven  vehicles  have  been  ordered  for  the 
purpose. 

SUSPENSION  CYCLE  FRAHE 


Designed  to  Receive  Only   Tension  and  Compres- 
sion Strains— Bending  Stresses  Obviated. 


The  soLspension  frame  idea  has  been 
struggling  for  existence  in  some  modified 
form  or  other  ever  since  the  diamond 
safety  frame  became  popular.  Its  latest 
advocate  is  one  C.  W.  Atkinson  of  Pe- 
marth,  Eng.,  whos©  frame,  on  ■which  he 
has  oIlDtained  a  patent  in  this  counitry,  is 
shown  in  the  illustrations  herewith.  Mr. 
Atkinson's  primary  reasoning  is  logical 
in  a  general  way  as  it  is  not  new  but  com- 
prises merely  the  old  idea  that  if  a  frame 
could  be  so  built  that  the  different  mem- 
bers composing  it  were  subjected  only  to 
either  compression  or  tension  strains  act- 
ing in  such  ways  that  those  memberB 
intended  by  their  character  to  resist  ten- 
sion strains  should  not  receive  compres- 
sion strains  and  vice  versa  much  weight 
could  be  taken  from  the  frame  work.  He 
contends  that  in  the  ordinary  bicycle 
frame  each  member  at  different  times, 
according  to  the  variations  in  the  ex- 
ternal forces  due  to  the  use  of  the  ma- 
ohine,  receives  tension,  compression  and 
bending  stresses  and  accordingly  has  to 
be  made  sufficiently  heavy  so  that  the 
mere  bulk  of  the  member  will  give 
strength  sufficient  to  resist  these  varying 
strains. 

In  the  illustratiom  the  heavy  lines  are 
supposed  to  represent  the  frame  members 
which  this  inventor  has  disposed  so  that 
they  will  receive  the  compression  strains 
while  the  light  lines  represent  the  mem- 
bers upon  which  none  but  tension  strains 
act.  The  crank  hanger,  rear  wheel  and 
seat  post  are  hung  within  the  compres- 


sion frame  and  supported  in  a  suspen- 
sion manner  by  radiating  spokes,  the 
strain  upon  which  is  tensional.  That 
there  may  be  no  bending  stresses  upon 
the  different  members  the  frame  is  dou- 
bled and  the  two  sections  coupled  to- 
gether by  cross  spokes  and  short  tubes. 
It  is  at  this  point  that  the  inventor's 
scheme  is  apt  to  fall  short,  for  though 
the  frame  be  made  double  it  is  doubtful 
whether  the  many  twisting  strains  given 
a  bicycle  while  in  use  will  take  effect 
solely  upon  the  cross  members  which 
couple  the  two  sections  together  and  not 
to  some  extent  at  least  exert  a  bending 
strain  upon  the  side  members  intended 


only  to  receive  either  tension  or  com- 
pression stresses.  The  invention  is  not 
limited  to  any  exact  form,  several  pat- 
terns of  frames  being  shown  by  the  pat- 
entee. The  two  illustrated  show  the  con- 
struction applied  both  to  a  frame  re- 
sembling in  contour  the  ordinary  dia- 
mond shape  frame  and  to  a  frame  in 
which  the  outside  compression  member 
on  each  side  of  the  double  frame  is  in 
the  foirm  of  an  ellipse. 

The  inventor  has  evidently  overlooked 
one  advantage  that  his  frame  might  have. 
If  he  would  use  tensional  spokes  within 
the  frame  of  varying  thickness  so  that 
they  would  yield  musical  chords  when 
picked,  a  proficient  trick  rider  might,  by 
riding  hands  off  and  bowing  his  knees 
out  to  admit  his  hands  between  them. 


play  as  on  a  harp  while  scorching  down 
the  dusty  pike  or  while  circling  around 
some  creaking  vaudeville  stage  and  thus 
tickle  the  musical  as  well  as  the  cycling 
interest  of  the  onlookers  by  rendering 
for  their  benefit  the  sweet  strains  of 
"She  Was  Bred  in  Old  Kentucky." 


NEW  CHANGEABLE  GEAR 


Two  Sets  of  Sprockets  and  Chains  Used— Gear  Can 
Be  Shifted  While  Riding. 


While  there  have  been  invented  many 
changeable  gear  devices  during  the  past 
few  years  the  mechanism  here  illustrated 
represents  practically  a  new  type,  but 
one  which  is  primarily  of  such  a  sim- 
ple nature  that  it  is  to  be  wondered  why 
inventors  have  not  attempted  such  a 
scheme  before.  The  main  principle  of  the 
gearing  is  the  employment  of  a  set  of 
sprockets  and  a  chain  on  each  side  of 
the  bicycle,  one  set  affording  a  high  and 
the  other  a  low  gear.  The  gear  is.changed 
through  the  shifting  mechanism  placing 
either  set  in  driving  engagement  with  the 
crank  shaft  according  as  to  which  gearing 
is  desired.  Thus  far  the  idea  of  the  inven- 
tion, while  it  necessitates  added  weight 
on  account  of  the  addition  of  two  sprock- 
ets and  a  chain,  presents  certain  possibili- 
ties of  simplicity  and  durability  which  are 
attractive  to  those  who  believe  in  change- 
able gears  but  have  failed  to  find  what 
they  want. 

The  two  front  sprockets  are  mounted, 
each  between  two  ball  bearings,  one  in 
the  bracket  and  one  on  the  crank  shaft 
so  that  they  are  free  to  rotate  on  the 
shaft,  and  the  sprocket  hubs  have  inner 
extension  sleeves  upon  the  shaft  which 
are  notched  at  their  inner  ends  to  match 
notches  and  projections  cut  in  the  ends 
of  a  central  collar  which  is  connected  by 
spline  and  pin  to  the  axle  so  that  it  may 


544 


The  Cycle  Age  and  Trade  Review 


slide  lengthwise  upon  it  but  is  fixed  to 
rotate  with  it.  A  U-shaped  yoke  of  stout 
wire  is  mounted  near  the  bottom  of  the 
seat  mast  tube  with  one  of  the  branches 
pivotally  connected  to  the  inner  wall  of 
the  tube  and  the  other  fitted  with  a 
knob,  or  preferably  with  a  roller,  which 
travels  around  an  annular  groove  cut  in 
the  collar  splined  to  the  axle.  The  pivot- 
ed yoke  is  turned  by  a  shifting  rod  in 
the  form  of  a  flat  spring  running  up- 


ward through  the  seat  mast  to  a  point 
near  the  top  of  the  latter  where  it  is  se- 
cured to  a  horizontal  latch  which  pro- 
jects through  a  slot  in  the  seat  mast  tube. 
By  turning  this  latch  the  shifting  rod  is 
correspondingly  turned  and  the  sleeve  on 
the  axle  moved  either  to  the  right  or  to 
the  left,  thus  bringing  it  in  engagement 
with  the  slotted  end  of  one  or  the  other 
of  the  sprocket  hubs  and  causing  that 
sprocket  to  rotate  with  the  crank  shaft 
and  so  drive  the  bicycle.  Notches  in  the 
slot  for  the  passage  of  the  hand  latch 
through  the  seat  mast  permit  the  gear  to 
be  locked  in  either  position  or  in  an  in- 
termediate position  at  which  the  collar 
is  disengaged  from  both  sprocket  hubs, 
as  for  coasting. 

Though  the  construction  of  this  mech- 
anism might  be  much  improved  and  while 
the  horizontal  slotting  of  the  seat  mast 
materially  weakens  that  frame  member, 
it  presents  an  interesting  effect  on  new 
lines  suggestive  of  new  thoughts  especial- 
ly for  those  who  might  desire  to  incorpo- 
rate a  changeable  gear  in  a  bicycle  with 
built-in  gear  cases  on  both  sides.  The 
inventor  of  the  gearing  is  W.  A.  Tickner 
of  Marshall,  Wash. 


RECENT  CYCLE  PATENTS 


Tool    Holder   With    Universal    Adjustment  —  Pen= 
seyres'  Hanger— Vose's  Handlebar, 


Adjustable  Handle  Bar. — The  bar  is  ad- 
justable without  the  use  of  a  wrench  or 
tools  and  may  be  raised  or  lowered  while 


the  rider  is  on  the  bicycle.  An  annular 
worm  gear  extends  around  the  center  of 
the  bar,  the  latter  turning  in  the  cylindri- 
cal head  of  the  stem  tee.  A  cross  worm 
whose  spirals  engage  the  teeth  in  the 
worm  gear  is  mounted  in  the  stem  di- 


rectly imderneath.  the  bar  and  is  main- 
tained in  a  readily  rotatable  position  by  a 
bolt  which  passes  through  the  central 
hole  bored  in  the  worm.  The  head  of 
the  worm  and  a  nut  abutting  against  its 
forward  end  keep  the  worm  from  slipping 
longitudinally  on  the  holt.  A  set  screw 
locks  the  bolt  tightly  in  place.  The  ad- 
justment of  the  bar  is  effected  by  turn- 
ing the  worm  by  means  of  its  thumb  nut. 
The  only  locking  of  the  bar  after  ad- 
justment is  the  resistance  of  the  worm  to 
turning  unless  actuated  by^  the  thumb  nut. 
The  inventor  is  A.  M.  Vose  of  Brook- 
line,  Mass. 

Lathe  Tool  Holder. — The  holder  is  de- 
signed for  holding  the  cutting  tool  at  any 
desired  angle  and  to  allow  the  cutting  of 
both  right  and  left  hand  threads  without 
changing  tools.  It  allows  the  tool  prac- 
tically a  universal  movement  with  regard 
to  the  work  to  be  operated  upon.  The 
securing  of  the  tool  is  also  more  sure 
than  with  the  ordinary  tool  holder  in 
which  the  tool  is  clampea  merely  with  a 
set  screw.  The  shank  of  the  holder  is 
forked  at  the  forward  end  and  bored 
transversely  for  the  passage  of  a  cross 
bolt  on  which  two  knurled  washers  are 
placed  between  the  fork  blades.  Through 
the  center  of  the  cross  bolt  a  transverse 
slot  is  cut  for  the  passage  of  the  cutting 
tool  and  it  is  made  large  enough  to  re- 
ceive cutters  of  different  sizes.  The  out- 
side faces  of  the  knurled  washers  are  ma- 
chined at  exactly  right  angles  to  the 
cross  bolts  and  are  thus  parallel  to  the 
inner  flat  faces  of  the  fork  blades  against 
which  they  are  adapted  to  bind.  The  in- 
ner faces,  however,  are  cut  at  a  slight 
angle  to  the  fork,  so  that  they  possess 
something  of  the  nature  of  cam  surfaces 


and  allow  the  tool  which  is  clamped  be- 
tween them  to  be  set  at  any  desired  in- 
clination within  certain  limits.  A  socket 
in  the  shank  at  the  bottom  of  the  fork 
gives  rear  end  seating  for  the  cutter  and 
aids  in  keeping  it  securely  in  place.  The 
inventor  is  F.  P.  Kuhn,  of  Kearney,  Neb. 

Two-Piece  Hanger  Construction. — The 
inventor  has  been  allowed  patents  on  two 
hangers  each  of  Which  is  of  that  type  of 
two-part  design  in  which  the  shaft  is  di- 
vided in  the  center,  the  ends  being  in- 
clined so  that  together  they  form  a 
wedging  union  against  each  other  and 
the  inner  wall  of  the  surrounding  sleeve. 
In  that  shown  in  the  upper  illustration 
the  sleeve  is  held  to  the  right  axle  sec- 
tion by  a  flange  on  the  hub  of  the 
sprocket  which  screws  on  to  a  seat  ad- 
jacent to  the  inner  face  of  the  crank.  The 
opposite  end  of  the  sleeve  is  threaded. 
The  left  bearing  cone  is  kept  from  longi- 
tudinal movement  on  the  shaft  by  an  an- 
nular row  of  balls  placed  between  corre- 
sponding  grooves  around  the  cone  and 
around  the  axle.  The  balls  are  inserted 
through  a  radial  hole  in  the  axle.  The 
axle  sections  are  drawn  together  by 
the  cone  and  after  the  tightening  is 
sufficiently  attained  are  locked  against 
rotation  by  a  set  screw  screwing  in- 
to   the    hole    through    which    the    balls 


between  the  cone  and  axle  were  In- 
serted and  binding  against  whichever  ball 
or  balls  are  directly  beneath  it.  In  the 
second  hanger  the  sprocket  screws  onto 
the  axle  and  up  against  the  crank  face 


and  is  locked  by  a  threaded  cone  which 
also  holds  the  shaft  sleeve  in  place,  the 
latter  being  screwed  into  it  after  the  cone 
is  in  place  on  the  enlarged  portion  of  the 
axle.  The  left  section  of  the  shaft  is 
smaller  than  the  right  and  is  threaded 
near  its  outer  end.  Onto  this  threading 
screws  a  sleeve  inclined  at  its  irner  end 
to  match  the  division  between  the  shaft 
sections.  This  sleeve  when  in  place  en- 
larges the  smaller  shaft  section  to  the 
inner  diameter  of  the  surrounding  sleeve 
and  also  holds  the  locking  cone  from 
longitudinaJ  movement,  an  annual  flange 
on  the  cone  being  between  the  outer  end 
of  the  sleeve  and  the  inner  face  of  the 
crank.  The  cone  pulls  the  crank  shaft 
sections  togethex  in  the  same  manner  as 
that  on  the  previous  hanger.  In  both 
patterns  the  adjustment  of  the  bearings 
is  made  by  the  cups  which  screw  into  the 
barrel  and  are  locked  by  cross  bolts  in 
lugs  on  the  split  underside  of  the  brack- 
ets. The  inventor  is  W.  H.  Penseyres  of 
Buffalo,  N.  Y. 


English  Cycle  Exports, 

Cycle  exports  from  England  for  the 
week  ending  February  10  are  recorded 
as  follows: 

Auckland I  60 

Blenheim 120 

Bombay 420 

Boulogme 620 

Calcutta 1.415 

Cape    Town 2,785 

Ohristchurch 1,145 

Colombo    550 

Delagoa    Bay    615 

Durban    6,580 

East  London   250 

Ghent    745 

Gibraltar    60 

Hong  Kong-   160 

Invercargill    110 

Konigsberg    75 

Kurrachee    415 

Listoon     30 

Lyttleton    375 

Madeira  50 

Malta    50 

Madras   685 

Melbourne    2,205 

Ostend    195 

Penang  95 

Perth   425 

Perth   425 

Port    Elizabeth    2,175 

Rangoon  55 

Sydney    115 

Wellington   320 

Total    122,400 


The  Cycle  Age  and  Trade  Review 


545 


COnnERCE  IN  FOREIGN  HARKETS 


Bicycles  are  not  in  gen- 
BICYCLBS  ARE  eral  use  in  Madagascar. 
SCARCE  IN  There  are  two  at  Tama- 
MADAGASCAR  tave,  owned  by  French- 
men. The  native  has  not 
as  yet  reached  this  stage  of  civilization. 
The  roads  about  Tamatave  are  at  all 
seasons  of  the  year  nearly  ankle  deep  in 
sand,  rendering  cycling  almost  impos- 
sible. There  is  some  talk  of  constructing 
a  driveway  along  the  seacoast.  The  coun- 
try outside  of  Tamatave  is  mountainous 
and  intersected  by  m.any  rivers.  The 
roads  at  the  capital,  Tananarivo,  are  bet- 
ter adapted  to  the  requirements  of  the 
bicycle,  and  there  are  a  few  more  in  use 
there,  among  the  European  population. 
Bicycles  are  imported  from  Prance.  The 
duty  on  foreign  wheels  is  250  francs 
($47.25)  per  100  kilograms  (220.46  lbs.), 
besides  a  municipal  tax  of  1  per  cent  of 
the  cost.  French  bicycles  are  admitted 
free. 

Tamatave  is  the  principal  receiving 
port  on  the  east  coast,  as  well  as  the 
chief  port  on  the  island.  On  the  west 
coast  are  Majunga,  Nossi  Be,  and  Fort 
Dauphin.  Port  charges  are  5  francs  (96 
cents)  per  ton.  A  recent  decree  from 
France  has  established  a  bonded  ware- 
house at  Tamatave.  Goods  should  be 
packed  and  invoices  prepared  with  great 
care.  The  slightest  mistakes  are  fraught 
with  serious  consequences.  The  invoices 
should  state  the  weight  of  all  the  parts 
of  the  wheel  and  the  total  weight,  as  well 
as  that  of  the  case  and  material  used  for 
packing. 

Bicycles  are  in  general 
THE  SWISS  use  in  Switzerland,  espe- 
LIKE  OUR  cially  in  French  Switzer- 

BlCYCLES  land,    Geneva,    Lausanne, 

Zurich,  Lucerne,  etc.  The 
condition  of  the  roads  varies  very  much; 
they  are  not  suitable  for  riding  from 
December  until  March,  owing  to  the 
heavy  traffic  everywhere  and  to  the  fact 
that  they  are  repaved  during  this  pe- 
riod. During  the  season  (which  of  late 
has  not  set  in  before  April)  the  best 
roads  are  found  in  French  Switzerland, 
Italian  Switzerland,  and  in  the  Cantons 
of  Aarau,  Lucerne,  and  Basel.  They  are 
rather  rough  in  the  Cantons  of  Zurich, 
Graubunden,  and  SchafChausen,  where  the 
roads  are  often  cut  up  by  heavy  traffic. 
Half  of  the  roads  are  hilly,  and  the 
cycles  have  to  stand  a  great  strain. 

The  only  bicycles  suitable  for  this 
country  are  those  with  strong  rims; 
thick,  nonslipping  tires;  reliable  brakes, 
spring  saddles,  and  mud  guards.  This 
outfit  should  be  made  imperative  for  ev- 
ery wheel  imported  into  this  country.  In 
French  Switzerland,  1%-inch  tires  on  28- 
inch  wheels  are  asked  for  most,  while  in 
German  Switzerland,  only  1%  and  1% 
tires  find  buyers. 

The  receiving  port  for  French  Switz- 
erland is  Havre  and  for  German  Switz- 
erland, Antwerp.  There  are  bonded  ware- 
houses in  Geneva,  Basel,  and  Schaffhau- 
sen. 

The  majority  of  cycles  are  imported 
from  Germany;  the  United  States  fol- 
lows, and  then  England.  The  duty  on  bi- 
cycles entering  this  country  is  70  francs 
per  100  kilograms  ($13.51  per  220  lbs.). 
In  French  Switzerland,- 20  per  cent  al- 
lowance is  made  for  crating  and  pack- 
ing; but  in  German  Switzerland,  the  duty 
is  charged  on  the  gross  weight.  Conse- 
quently, the  crating  must  be  as  light  as 
possible,  and  closed  boxes  should  never 
be  used.  It  has  frequently  occurred  that 
more  duty  had  to  be  paid  on  the  box, 
owing  to  its  weight,  than  on  the  bicycle 


itself.  It  is  necessary  that  the  metals 
be  greased  before  leaving  the  factory, 
and  that  the  whole  cycle  be  wrapped  in 
paper  (preferably  in  large  paper  bags). 
There  is  no  differential  duty  favoring  cer- 
tain countries. 

All  loose  parts  should  be  in  small 
sealed  boxes  inside  the  crate;  but  no  cat- 
alogues, bill  of  lading,  or  posters  should 
be  inclosed.  These  should  be  sent  sep- 
arately, or  at  least  invoiced  separately,  or 
else  the  same  duty  will  be  charged  as  on 
the  bicycle. 

The  retail  prices  are  from  250  to  500 
francs  ($48.25  to  $96.50).  The  latter  are 
the  American  and  English  prices.  There 
is  a  good  demand  for  a  well-built,  solid, 
cheap  cycle,  but  it  must  be  strong  and 
the  price  low  enough  to  enable  compe- 
■  tition  with  the  German  prices,  which 
range  from  300  to  375  francs  ($57.90  to 
S72.37).  The  American  bicycle  is  recog- 
nized as  the  most  satisfactory  one  on 
the  market,  but  is  considered  too  ex- 
pensive for  most  purchasers.  The  best 
Swiss,  Austrian  and  German  machines 
cost  from  350  to  375  francs  ($64.85  to 
$72.37),  while  the  American  machine  costs 
500  francs  ($96.50).  It  has  been  found 
that  when  American  machines  need  re- 
pairing there  is  a  lack  of  proper  facili- 
ties and,  as  this  has  caused  dissatisfac- 
tion, their  sale  has  been  discontinued  in 
some  cases.  The  oaly  way  to  reach  the 
local  trade  is  through  energetic,  capable 
Jigents.  Last  year  Germany  sent  3,257 
co'U'nercial  agents  into  this  country  and 
the  United  States  sent  none.  The  result 
was  that  Germany  capaired  the  cycle 
business  and  nearly  every  other  line  of 
trade.  Circulars  sent  to  Switzerland 
should  be  printed  in  the  French  and 
German  languages.  The  usual  credit  is 
from  three  to  six  months. 

If  the  American  machines  could  be 
sold  as  cheap  as  the  German  makes,  and 
could  be  as  easily  repaired,  and  if  the 
same  effort  were  made  to  gain  the  Swiss 
market  that  the  Germans  have  put  forth, 
they  ought  to  be  widely  sold,  as  they 
are  the  best-liked  wheels  in  Europe.  Lo- 
cal competition  would  not  be  great,  as 
only  2,400  wheels  were  manufactured  in 
Switzerland  last  year. 

The   bicycle  has   not  at- 

ARABIA  IS         tained  the  popularity   in 

A  POOR  Aden,  Arabia,  that  it  has 

CYCLE  MARKET      in  many  places.     Its  use 

is  confined  almost  en- 
tirely to  the  European  and  American  res- 
idents. The  natives  have  not  adopted  this 
method  of  conveyance  to  any  great  ex- 
tent, which  may  be  accounted  for,  as  a 
rule,  by  their  poverty.  The  conditions 
of  the  roads  and  streets  are  not  such  as 
would  attract  a  wheelman.  One  main 
road  leading  from  Aden  (camp)  to  Aden 
(steamer  point),  a  distance  of  some  5 
miles,  is  kept  comparatively  smooth  and 
free  from  sand;  but  it  is  very  hilly  and 
in  some  places,  so  steep  that  a  cyclist  can 
not  ride  up.  Elsewhere  in  this  section 
of  Arabia,  the  roads  are  rough  and 
sandy,  and  almost  three-fourths  of  the 
year  the  monsoon  drives  such  a  dust  as 
to  add  great  discomfort  to  the  topograph- 
ical inconveniences. 

There  are  no  domestic  manufacturers 
in  Aden,  and  not  even  a  repair  shop.  The 
bicycles  in  use  there  are  imported  from 
the  United  States  and  England,  the  great- 
er number  coming  from  the  United 
States.  There  is  no  duty  on  bicycles,  or 
repairs  for  same,  in  Arabia;  but  any  that 
may  be  shipped  to  Somaliland  would  be 
subject  to  a  duty  of  5  per  cent.  This 
duty  would  be  assessed  on  goods  com- 


ing from  any  country,  and  there  is  no 
differential  rate.  Aden  is  the  receiving 
port  for  southern  Arabia  and  Somaliland. 
There  is  a  port  charge  of  about  24  cents 
per  each  35  cubic  feet,  which  covers  all 
the  landing  and  port  charges.  There  is 
no  bonded  warehouse  at  Aden. 

Some  time  ago  the  use  of 

CYCLE  TRADE        bicycles    in    Sweden    was 
CONDITIONS         confined  to  the  wealthier 
IN  SWEDEN         classes,  but  with  the  in- 
troduction of  less  expen- 
sive machines  their  use  has  largely  in- 
creased.   In  the  cities  especially,  a  great 
many  workmen  own  bicycles.     The  con- 
dition  of   the  roads    is   pretty  fair,   but 
after  heavy  rains,  and  especially  in  the 
fall  and   the   spring,   the  country   roads 
get  poor.     Certain  parts  of  the  country 
are  very  hilly  and  the  roads  more  or  less 
rough.      As    a    rule,     mud     guards     and 
brakes  are  used. 

The  shipment  of  inferior  bicycles  from 
the  United  States  seems  to  have  created 
a  demand  for  the  English  and  German 
bicycles.  A  dealer  imported  350  bicycles 
from  America;  terms  of  payment,  cash 
against  documents.  When  the  machines 
arrived,  it  was  found  upon  examination 
that  the  inner  tubes  of  the  tires  were  so 
poor  that  the  least  pulling  or  stretching 
would  tear  them.  The  bicycles  were  later 
sold  at  auction  at  a  great  loss  to  the  im- 
porter, who  was  at  the  mercy  of  the 
exporter,  the  money  being  already  paid. 
Cases  of  this  kind  do  great  harm. 

The  English  and  German  exporters  give 
from  three  to  six  months'  time,  and  all 
shipments  are  allowed  examination  be- 
fore being  accepted.  Bicycles  now  retail 
there  at  prices  ranging  from  350  to  200 
kronor  ($93.80  to  $53.60),  and  some  are 
even  sold  as  low  as  160  kronor  ($42.88) 
apiece. 

There  are  about  sixteen  bicycle  facto- 
ries in  Sweden.  Some  of  them  are  small 
concerns,  however,  and  many  buy  parts 
of  bicycles  from  larger  factories.  Repair 
shops  are  numerous.  Bicycles  are  prin- 
cipally imported  from  England,  the 
United  States,  and  Germany.  As  to  cus- 
toms duty,  there  is  no  discrimination 
against  the  productions  of  any  particular 
country.  The  Riksdag  at  its  latest  ses- 
sion changed  the  duty  on  finished  bicycles 
to  $6.70  apiece,  and  on  parts  of  bicycles 
to  53  cents  per  kilogram,  which  rates  are 
now  charged. 

The  chief  receiving  port  on  the  west- 
ern coast  of  Sweden  is  Gothenburg.  There 
are  also  other  ports  of  entry,  among 
which  Malmo  and  Helsingborg  may  be 
mentioned.  The  port  charges  on  bicycles 
amount  to  1  percent  of  the  duty  paid, 
to  which  should  be  added  about  7  cents 
warehouse  dues  for  each  bicycle.  The 
dues  to  be  paid  for  bicycles  placed  in 
bonded  warehouses  also  amount  to  1  per 
cent  of  the  duty. 

Bonded  warehouses,  as  such,  do  not  ex- 
ist. Importers  may  use  their  own  ware- 
houses. Goteborgs  Msgasins  Aktiebolag, 
of  Gothenburg  city,  leases  storerooms  in 
which  goods  may  be  kept  under  bond  un- 
til sold  or  otherwise  disposed  of.  In 
either  case,  the  goods  are  kept  under  the 
lock  and  seal  of  the  custom  house  until 
the  duty  has  been  paid.  Upon  due  notice 
to  the  customs  authorities,  such  goods 
may  also  be  exported  to  other  countries, 
without  payment  of  duty;  but  warehouse 
dues  must  be  paid.  In  the  presence  of  a 
custom  house  official,  the  owner  of  the 
wares  may  enter  the  warehouse  and  take 
out  small  samples,  give  the  goods  proper 
care,  etc. 


546  The  Cycle  Age  and  Trade  Review 


^ 


^^^NW  OPERATING  THE  FORMER  ^^T^l 

fr    y^  FACTORIES  OF  ^^£^ 

'  GARFORD  MFa  CO, 

OF  ELYRIA,  OHIO 

HUNT  MFG.  CO. 

OF  WESTBORO,  MASS. 

WHEELER  SADDLE  CO. 

OF  DETROIT,  MICH. 

WHEELER  SADDLE  CO. 

OF  TORONTO,  ONT. 

GILLIAM  MFG.  CO. 

OF  CANTON,  OHIO 

P.  &  F.  MFG.  CO. 

OF  READING,  PA. 

Offices:  m-m  JUnerlcan  Crust  Buildiitd 

•  •  •  Cleveland,  OWo « •  • 


The  Cycle  Age  and  Trade  Review  547 


Concentration  *  * 


D 


HE  companies  composing  The  American  Sad- 
dle Co.,  'having  demonstrated  their  ability  to 
successfully  conduct  their  affairs  in  an  indi- 
vidual capacity,  and  having  combined  their  capital, 
brains  and  facilities,  it  is  but  a  natural  result  that  this 
^'composite'^  of  the  best  there  was  in  each,  must  and 
will  be  far  more  effective  in  producing  the  best  there 
is  or  can  be  in  saddle  construction  and  at  the  mini- 
mum of  cost. 

The  American  Saddle  Co.  unquestionably  takes 
precedence  from  the  moment  of  its  organization,  and 
buyers  will  be  quick  to  see  that  their  interests  will 
be  best  subserved  by  an  organization  controlling  the 
best  facilities  and  the  greatest  resources  as  regards 
capital  and  saddle-making  intelligence  ever  concen- 
trated under  one  management. 


cm 


Cbe  Hnterican  Saddle  Company 

Ji  ^  AMERICAN  TRUST  BUILDING  ^  ^ 

(Cleveland,  Obio 


^ 


548 


The  Cycle  Age  and  Trade  Review 


DEALERS  WELL  PLEASED 


Expect    This    to  Be    the  Banner    Year  in  Retail    Trade- 
Effect  of  Reduced  List 


While  the  profits  on  individual  sales  of 
bicycles  will  be  slightly  reduced,  dealers 
in  all  sections  of  the  country  seem  to  wel- 
come the  reduction  of  list  prices  on  stand- 
ard reputable  makes  this  year  and  predict 
good  results  therefrom.  One  of  the  prob- 
able effects  which  has  not  before  been 
suggested  is  that  fewer  machines  will 
have  to  be  taken  back  from  riders  be- 
cause of  failure  to  complete  their  install- 
ment payments.  The  heavy  losses  due  to 
this  common  cause  should  be  relatively 
very  small  this  year,  because  with  the 
improved  industrial  and  financial  condi- 
tions of  the  country  generally  purchasers 
will  have  little  reason  for  evading  the  few 
payments  necessary  to  complete  the 
transaction  after  the  first  cash  payment 
of  ?15  to  ?25  on  a  $40  to  $50  machine  has 
been  made. 

Many  dealers  anticipate  that  the  trade 
this  season  will  be  better  so  far  as  actual 
profits  are  concerned  than  any  that  has 
gone  before,  and,  while  immediate  buying 
by  the  dealers  from  the  makers  does  not 
go  far  toward  warranting  this  belief, 
there  is  rather  reason  in  this  for  indulg- 
ing the  opinion  than  for  apprehension,  as 
it  is  one  of  the  evidences  that  the  dealers 
as  well  as  the  manufacturers  have  learned 
caution  by  experience  and  are  buying  con- 
servatively. They  have  reason  for  sup- 
posing that  factories  will  be  in  position  to 
make  prompt  shipments,  and  they  prefer 
to  not  overstock  themselves. 

Following  are  additional  expressions  of 
opinions  of  agents  located  mostly  in  the 
north  central  states: 

Anticipates  a  Banner  Year. 

We  think  the  bicycle  trade  will  be  bettor 
this  year  than  ever  before,  partly  because 
of  the  lowered  prices.  Dealers  are  buying 
more  freely  than  we  have  ever  known  them 
to  do. 

Indiana.  Feeter  Bkos. 

Lowered  List  a  Stimulant. 

We  think  the  sales  will  be  greater  this 
season  because  the  use  of  bicycles  is  be- 
coming more  general.  Lower  prices  will 
certainly  stimulate  the  demand.  I  do  not 
think  the  dealers  are  buying  yet;  in  fact, 
the  only  dealers  here  are  agents  of  stand- 
ard makes  who  sell  from  samples. 

Indiana.  Hunter  Bros. 

Will  be  the  Banner  Year. 

The  sale  of  bicycles  in  this  suburb  of 
Chicago  will  be  greater  this  season  than 
last,  <as  there  is  more  money  in  circulation. 
The  lowered  list  prices  will  enable  those 
people  to  purchase  who  have  not  felt  that 
they  could  pay  $50,  but  might  pay  $30  or  $35. 
The  better  times  and  prospects  will  com- 
bine with  lower  prices  for  good  machines  to 
make  the  year  of  '99  the  star  year.  We  do 
not  know  whether  other  dealers  here  are 
buying  more  freely  than  usual,  but  intend 
to  do  so  ourselves. 
Illinois.  H.  Geo.  Prouty  &  Co. 

Reduced  Prices  Will  Increase  Sales. 

The  sales  this  season  will  be  greater  than 
in  "98  on  account  of  lower  prices.  The  deal- 
ers are  not  buying  more  freely  than  in  pre- 
vious years. 

Illinois.  Phil  Wade. 

Expects  Trade  to  Remain  Constant. 

I  think  trade  will  be  about  the  same  as 
last  year;  possibly  a  trifle  better,  on  account 
of  the  reduction  in  prices.  Dealers  here  are 
buying  a  little  more  than  last  year;  that  is, 
they  are  carrying  a  larger  stock  of  bicycles. 

Illinois.  F.  H.  Pdrdy. 

Bad  Roads  a  Calamity. 

I  think  the  sales  will  be  less  on  account 
of  our  poor  country  roads.  We  have  de- 
pended almost  entirely  on  city  trade  up  to 
the  present,  but  now  the  fad  is  over  and 
bicycles  will  be  bought  for  business  only.  I 
don't    think    this    will   increase    the   agent's 


enthusiasm  much,  but  will,  on  the  contrary, 
lower  it. 
Illinois.  Jas.  M.  Newtsok. 

Young  Men  Are  Buying  Horses. 

I  am  not  able  to  say  as  to  whether  sales 
will  be  greater  this  year.  A  great  many  of 
our  young  men  have  purchased  horses  and 
buggies,  and  they  will  not  be  likely  to  want 
bicycles  until  the  novelty  is  worn  off  of 
their  rigs.  I  am  the  only  bicycle  dealer  here 
and  I  am  not  buying  very  heavily. 

Illinois.  J.  A.  Beeley. 

Buyers  May  Look  for  Cheap  Machines. 

The  sale  of  bicycles  is  apt  to  be  about  the 
same  as  last  season.  The  lowered  list  price 
is  likely  to  make  buyers  look  for  something 
still  cheaper.  We  think  that  dealers  are 
not  buying  a®  freely  this  season  as  in  pre- 
vious seasons. 

Illinois.  Brode  Hardware  Co. 

Buyers  Will  Complete  Their  Purchases. 

I  think  the  sale  of  bicycles  will  be 
greater  this  season  than  last  year.  I  have 
sold  more  iso  far  than  in  '98  up  to  the  same 
date.  I  think  the  lowered  list  prices  will 
help  sales  and  that  there  will  be  fewer  ma- 
chines to  be  taken  back.  I  have  placed 
sample  orders  for  more  bicycles  than  in 
'98. 

Michigan.  Steele  &  Collins. 

Dealers  Expect  Prompt  Deliveries. 

I  think  the  sale  of  wheels  will  be  greater 
this  season  because  money  will  be  easier 
and  Uncle  Sam  says  peace  and  prasperity 
are  in  sight.  The  effect  of  lowered  list 
prices  will  be  good,  for  I  believe  they  will 
induce  the  public  to  buy  higher  grade  bicy- 
cles, and  thus  make  more  satisfied  riders. 
Dealers  are  not  buying  noticeably  any  moie 
freely  than  usual,  because  r.hey  think  they 
can  get  the  bicycles  delivered  as  needed. 

jaichigan.  H.  E.  Belding. 

Two  Reasons  for  Better  Sales. 

From  what  I  can  learn  I  believe  the  sale 
of  bicycles  in  this  vicinity  will  be  greater 
this  year  than  in  '98.  My  reasons  for  this 
belief  are  that  the  lower  prices  and  the 
improvement  in  general  business  will  both 
tend  to  increase  the  demand.  I  don't  tnink 
the  dealers  here  are  generally  buying  more 
freely  this  season  than  last,  for  past  expe- 
rience, I  think,  has  taught  them  to  buy  cau- 
tiously. 

Michigan.  F.  W.  Morton. 

Has  Come  to  a  Standstill. 

The  sale  of  bicycles  will  not  be  any  larger 
this  season  than  in  '98  and  the  lowered  list 
prices  will  have  no  beneficial  effect.  The 
dealers  are  not  buying  more  freely  than 
usual. 

T.  E.  Biehel. 

Anticipating  Larger  Sales. 

The  sale  of  bicycles  will  be  greater  this 
season  than  in  '98.  The  effect  of  lowered  list 
prices  will  be  to  increase  the  sales.  Dealers 
are  buying  more  heavily  than  usual. 

Michigan.  Battle  Creek  cycle  Co. 

Dealers  Buying  riore  Freeiy. 

The   sale   of  bicycles    will   be   greater    this 
season  than  in  '98.     The  lowered  list  prices 
will  increase  the  sales.     Dealers  are  buying 
more  freely  than  usual. 
Michigan.  Smith  &  Glass. 

Expects  Fewer  Sales. 

We  think  there  will  not  be  quite  as  many 
bicycles  sold  this  season  as  in  '98.  The  low- 
ered list  prices  will  help  sales.  Dealers  are 
not  buying  as  freely  as  usual. 

Michigan.  Aldrich  Begs. 

A  Dealer's  Complaint. 

To  the  Editor — 1  have  been  reading 
with  a  good  deal  of  interest  what  the 
dealers  throughout  the  country  have  to 
say  about  express  rates.  We  dealers  in 
the  south  probably  have  as  much  cause  as 
anyone  to  feel  the  force  of  high  express 
rates,  as  we  are  further  from  most  of 
the  distributing  points  for  cycle  goods. 
We  hope  the  movement  will  have  its 
proper  effect  and  that  we  will  shortly 
have    lower    charges.      We    use    freight 


wherever  possible  and  are  having  very 
good  results. 

There  is  another  point,  however,  that 
I  think  is  equally  as  important  as  a  re- 
duction in  the  express  rates  and  that  is 
the  employing  of  thoroughly  competent 
men  in  the  shipping  departments  of  fac- 
tories. To  illustrate:  A  few  weeks  ago 
we  gave  a  well  known  tire  manufacturer 
an  order  for  one  pair  of  light  tires  and 
three  dozen  inner  tubes.  In  a  short  time 
we  received  a  pair  of  tires  weighing 
about  four  pounds  and  about  eight 
pounds  of  the  manufacturer's  advertising 
matter.  The  expressage  was  $1.50.  Two 
weeks  later  we  got  the  tubes;  expressage 
$2.05;  making  $3.55  in  all.  The  value  of 
the  goods  so  bought  was  less  than  ?25, 
and  the  charges  on  carriage  were  $3.-55  or 
about  15  per  cent.  Rather  heavy,  isn't 
it? 

Why  didn't  that  factory  pay  the  charges 
on  their  advertisiflg  matter?  And  why 
didn't  their  shipping  department  ship  all 
the  goods  at  one  time? 

We  are  in  favor  of  lower  express  rates 
and  also  of  more  careful  attention  to 
shipping  on  the  part  of  factories. 

Nashville,  Tenn.       Duncan  R.  Moreis. 


'LET  THERE  BE  LIGHT' 


Need  of  Lamps  Grows  Greater  Yearly  —  Objections 
Overcome  By  Improvements. 


The  number  of  bicycle  riders  has  in- 
creased so  greatly  in  the  past  few  years 
in  all  parts  of  the  United  States  that  pe- 
destrians and  teams  are  likely  to  be  met 
most  unexpectedly  at  all  hours  of  the 
night,  even  on  remote  country  roads  and 
in  small  villages.  For  this  reason  every 
cyclist  who  goes  out  after  dark  without  a 
light  menaces  the  lives  and  limbs  of  men, 
women  and  children,  whether  in  city, 
small  town  or  on  country  road,  annoys 
drivers  of  horses  and  runs  innumerable 
risks  himself. 

European  countries  have  national  laws 
compelling  the  carrying  of  lighted  lamps 
at  night  which  apply  to  every  hamlet  and 
country  highway  as  well  as  to  large  cities, 
but  in  this  country  it  is  a  matter  of  local 
option.  Many  of  our  leading  cities  have 
adopted  ordinances  compelling  the  use  of 
lamps,  and,  though  these  met  with  gi'eat 
opposition  from  wheelmen  at  first,  princi- 
pally owing  to  the  common  deficiencies 
of  bicycle  lamps  of  some  years  ago,  which 
have  now  been  overcome,  those  cyclists 
who  have  become  accustomed  toi  carrying 
lamps  and  know  their  value  now  carry 
them  from  choice. 

Opposition  to  such  regulation  is  a  mis- 
take, and  all  large  communities  where 
cycling  is  common  should  have  ordi- 
nances requiring  the  use  of  lights.  Un- 
doubtedly this  should  apply  to  other  ve- 
hicles as  well  as  to  bicycles,  and  it  has 
been  made  to  do  so  in  a  number  of  en- 
lightened cities,  but  because  the  bicycle  Is 
such  a  silent  machine  and  so  swift  it  be- 
comes especially  necessary  to  warn  oth- 
ers of  its  approach.  The  old  objections 
to  lamps  and  arguments  against  carrying 
them,  particularly  on  country  roads,  no 
longer  hold  good  in  these  days  of  highly 
improved  oil,  gas  and  electric  lamps,, 
which  will  be  found  of  much  assistance  in 
avoiding  obstructions  and  bad  places  in 
the  road  even  by  the  impatient  road 
scorcher. 

Chainless  30=inch  Wheel  Hachines. 

In  the  state  of  Connecticut  chainless 
machines  with  30-inch  wheels  are  being 
offered  for  $40.  In  the  state  of  Ohio  a 
chainless  machine  with  28-inch  wheels  is 
being  offered  at  $40,  the  regular  price  of 
which  is  advertised  at  $60.  It  is  scarcely 
necessary  to  add  that  the  form  of  gear 
used  in  both  instances  is  not  of  the  types 
which  have  found  most  favor  with  the 
trade. 


ci3>«= 


\ 


Vol.  XXII.    No.  18. 


THE  CYCLE  AGE  OFFICE. 


March  2,  1899. 


CYClv:e  AG]©  R]5PAIR  BOOK. 


Orders  Pour  in  Rapidly— A  Sutnmary  of  the 
Contents. 


Last  week's  announcement  of  the  early 
issue  of  "Modern  Cycle  Repairs"  has 
borne  abundant  fruit.  Orders  have  poured 
in  rapidly,  showing  that  the  trade  appre- 
ciates the  value  of  a  work  of  the  kind 
under  Cycle  Age  auspices. 

"Modern  Cycle  Repairs"  will  be  ready 
in  a  few  days.  It  will  contain  over  100 
illustrations.  Its  contents  are  here  brief- 
ly summarized: 

CHAPTER  i-Repairs,  or  Replacement. 

First  equipment  of  the  shop.  A  study  of 
economical  metliods.  Illustrations  of  good 
and  bad  methods.  List  and  cost  of  tools 
and  fittinKS.     Use  ai  assembling  jacks. 

CHAPTER  a— Wheels  and  Component  Parts. 

Purchase  of  spokes,  sizes  to  buy  anid  ho"w 
to  keex)  them.  Rimis;  tools  for  spacing 
and  drilling.  Inexpensive  truing  jigs.  To 
repair  broken  spoke  holes  in  hubs.  Nip- 
ple grips.  Replacing  cups  and  cones.  To 
braze  a  split  cone. 

CHAPTER    3— Frame  and   Eorks,    Brazers 
and  Bracing. 

To  braze  without  spoiling  enamel.  Three 
ways  to  repair  broken  tube.  Broken  lugs, 
fork  ends  and  fork  stems.  Dangers  or 
twisted  forks.  Truing  a  frame.  Selection 
of  a  brazer. 

CHAPTER  4— Remodeling  of  Frames. 

Computing  the  cost.  Cutting  down 
frames.  Changes  of  all  sorts  in  singles 
and  tandems. 

CHAPTER  5— The  Crank  Hanger. 

Remodeling.  Loose  cranks.  Buckled 
tandem  sprockets.  Two-piece  construc- 
tion. 

CHAPTER  6— The  Steering  Head. 

Broken  crown  cones.  A  question  of  solder. 
Fixing  loose  cones.  Squeaking  steering 
heads.    Rust  on  nickel. 

CHAPTER  7— Seat  Posts  and  Handle  Bars. 

Broken  parts.  Internal  expanders.  The 
flashiner  O'f  tubing.  Ways  of  bending  bars. 

CHAPTER  8— Hints  on  the  Art  of  Enamel- 
ing. 

Necessary  equipment.  Keeping  of  enam- 
els. Coating  and  baking.  Two  and  three 
color  work.   . 

CHAPTER  9— Saddles  and  Pedals. 

Springs  and  clamps.  Repairing  pneumatic 
saddles.     Rattan  lacing.     To   make  pom- 


If  this  should  meet  the  eye— 

of  some  person  who  does  not  be- 
lieve in  advertising 

Will  continued  blindness  result 

in  the  ruination  of  his  business  be- 
cause he  hides  his  light, 

Or  will  he  see  more  dearly 

that  if  he  reads  this  announcement 
other  people  would  read  his 

And  improve  his  business? 


mel  clip.  Broken  springs.  Difficulties  of 
pedal  repairs  and  how  to  overcome  them. 

CHAPTER  lo— Building  Frames  from  Com- 
ponent Parts. 

Should  be  undertaken  iby  men  of  experi- 
ence only.  A  variety  of  patterns.  Cor- 
rect angles.  Dimensions.  Cheap  man- 
drels and  their  uses. 

CHAPTER  II— Purchasing  Parts  for  Special 
Work. 

Ingenuity  of  great  value;  examples. 
Methods  by  which  many  parts  may  be 
made  of  unexpected  value. 

CHAPTER  la  — Experimenting   With    Con- 
struction. 

Repairmen  best  suited  to  devise  practical 
•   improvements.     Value  of  their  ideas. 

CHAPTER   13  —  Mechanical    Power    in    the 
Shop. 

Practical  advantages.  Cheapest  forms  of 
motors.    Installation.    Floor  plan. 

CHAPTER   14— Miscellaneous   Repairs   and 
Suggestions. 

CHAPTER  15    Tire  Repairs. 

According  to  tire  construction.  Method 
for  each  kind  described. 

Price  to  Cycle  Age  Subscribers,  One  Dollar; 
to  all  others,  TWO  Dollars.  Order  at  once. 
First  come,  first  served. 


Your  Uncle  Sam 


Is  the  Safest  and  Best  Traveling 
rian  in  the  World. 


Advertisers  and  Advertising. 

A  furious  shower  does  not  soak  in  so 
well  as  a  steady  rain. 

Does  it? 

A  double-column  advertisement  once  a 
year  is  not  so  good  as  a  half-inch  fifty- 
two  times  a  year. 

Is  it? 

The  parallel  is  fitting. 

The  time  is  ripe  to  make  a  contract  for 
a  steady  rain  of  advertising.  Let  the 
water  begin  to  fall,  it  will  begin  to  soak 
in  at  once;  and  as  the  weeks  lengthen 
into  months,  you  have  watered  your  en- 
tire territory. 

Don't  get  funny  at  this  argument,  and 
say  that  after  a  while  things  would  get 
too  muddy. 

We  are  not  talking  about  deluges. 

That's  what  these  once  a  year  fellows 
enjoy. 

The  highest  praise  Artemas  Ward  had 
for  George  Washington  was  that  he 
"never  slopped  over." 

Did  you  ever  study  mathematics,  and 
learn  that  1  and  1  make  2,  and  2  and  2 
make  4,  and  4  and  4  make  8,  and  8  and  8 
make  16,  and  so  on? 

Some  of  you  never  get  above  1  and  1 
make  2. 

You  don't  figure  the  cumulative  powers  . 
of  advertising. 

You  believe  one  good  "old  soaker"  is 
worth  twenty  "drizzles." 

You  don't  realize  that  three-fourths  of 
the  water  in  an  "old  soaker"  runs  off, 
and  finds  its  way  into  the  gutters. 

Figure  how  much  you  are  going  to  ap- 
propriate for  advertising.  Divide  it  by 
fifty-two,  and  take  so  much  worth  for 
each  week. 

The  water  might  freeze  now  as  it  falls, 
but  it  will  be  there  when  the  thaw  comes 
in  the  spring. 


He  reaches  every  town  in  the  United 
States  the  same  day. 

He  is  admitted  by  every  buyer. 

He  is  always  received  with  respect. 

Everyone  moves  aside  to  let  his  big 
red  wagon  go  by. 

His  expense  account  never  varies. 

There  are  no  items  you  need  trouble  to 
question. 

He  draws  no  salary  when  he  is  not 
working. 

And  he  calls  on  every  possible  cus- 
tomer. 

Why  not  let  him  work  for  you  and  de- 
liver your  circular  matter  to  the  38,000 
bicycle  agents  in  the  United  States? 

The  Cycle  Age  will  address  the  matter 
for  any  of  its  advertisers. 

Ask  for  pamphlet,  "The  Cycle  Age 
Lists." 


Insure  Your  Business. 

"Advertising  bills  are  the  premiums 
business  men  pay  to  insure  them  against 
loss  of  trade." 


SATISFIED  ADVERTISERS. 

A  few^  days  since  we  received  a  letter 
from  a  Japanese  party,  stating  that  he 
noticed  our  "ad."  in  your  paper.  We 
wish  to  congratulate  you  on  the  wide 
circulation  in  which  this  letter  indi- 
cates you  have. 

THE  GRANT  BAI,I,  CO., 

Cleveland,  Ohio. 


550 


The  Cycle  Age  and  Trade  Review 


BUILT=1N  GEAR  CASES 


Chain  Runs  Replace  Right  Forl^side  — Similarity  of  Lind° 
say  and  French  Constructions 


Two  patents  were  this  week  issued 
which  are  interesting  to  those  who  be- 
lieve in  the  future  of  the  gear  case  and 
especially  to  those  who  prefer  the  gear 
case  which  is  built  in  as  a  part  of  the 


ordinary  manner  but  the  right  bearing 
cup  is  held  by  the  outside  face  cover  to 
the  sprocket  box.  This  cover  is  slightly 
dished  around  the  axle  so  that  the  crank 
hub  may  lie  close  to  it  and  not  cause  by 


the  sleeve  and  cup  being  correspondingly 
threaded  so  that  the  latter  may  be  screw- 
ed into  position.  This  construction  brings 
the  right  bearing  entirely  within  the  out- 
er face  of  the  sprocket  housing  and  al- 
most directly  under  the  chain  line  of  the 
sprocket  which  is  dished  quite  deeply 
and  secured  tO'  the  axle  near  the  center 
of  the  latter.  The  bearings  are  to  be 
lubricated  through  an  oil  way  drilled 
longitudinally  through  the  axle  and  from 
which  short  ducts  lead  to  the  cups. 

While  it  can  be  claimed  for  this  con- 
struction that  the  right  side  row  of  balls 
is  farther  out  toward  the  end  of  the 
crank  shaft  than  they  could  possibly  be 
were  they  run  in  a  cup  fastened  to  the 
bracket  inside  of  an  ordinary  straight  or 
slightly  dished  sprocket,  it  is  a  disad- 
vantage that  the  gear  case  cover  cannot 
be  removed  without  first  taking  off  the 
right  crank  and  then  the  axle  cone  and 
finally  pulling  the  cup  and  balls  out  with 
the  cover. 


London  Motor  Vehicle  Show. 

The  international  motor  vehicle  show 
to  be  held  in  Richmond  near  London  by 
the  Automobile  Club  of  England,  from 
June  17  to  24,  promises  to  be  a  great  af- 
fair. The  automobile  clubs  of  France, 
Belgium  and  Switzerland  have  promised 
to  hold  races.  Already  54  English,  25 
French  and  one  American  firm  have  ap- 
plied for  space.  Subscriptions  for  prizes 
for  the  different  competitions  amount  to 
$1,080.  There  will  be  eight  sections  in 
the  show,  as  follows:  1 — motor  vehicles; 
2 — motors;  3 — tires  and  wheels;  4 — ve- 
hicle frames  and  bodies;  5 — parts  and  ac- 
cessories; 6 — machinery  and  tools  for 
making  motors  and  vehicles;  7 — cos- 
tumes; 8 — newspapers,  publications,  and 
photographs. 


bicycle  frame.  One  patent  is  that  granted 
to  T.  J.  Lindsay  of  Lafayette,  Ind.,  and 
comprises  the  chain  and  gear  case  con- 
struction applied  to  the  Lindsay  bicycle 
with  which  the  public  is  more  or  less  fa- 
miliar. The  uppermost  illustration  shows 
this  device.  While  it  is  principally  in- 
tended for  use  in  connection  with  the 
Lindsay  gear  the  inventor  states  that  the 
same  construction  is  applicable  to  bi- 
cycles in  which  the  front  sprocket  is  at- 
tached to  and  driven  directly  from  the 
crank  shaft  in  the  ordinary  manner.  The 
claims  embody  a  construction  in  which 
the  hanger  bracket  has  an  enlarged  box 
on  the  right  end  containing  the  forward 
gearing  and  two  chain  runs  securely  at- 
tached to  the  box  and  forming  part  of  the 
bicycle  frame  by  displacing  the  usual 
single  right  rear  fork.  The  right  rear 
stay  is  fastened  to  the  rear  sprocket  box, 
the  back  portion  of  which  is  separate 
from  and  telescopes  into  the  forward  sec- 
tion. 

Enlarged  Hanger  End  Covers  Sprocket 

In  the  second  illustration  is  shown  the 
design  for  built-in  gear  cases  invented 
by  two  Frenchmen,  the  patentees  being 
C.  A.  Chevalier  and  N.  G.  Vasseur  of 
Caen,  France.  The  bracket  is  formed 
with  a  dished  box  on  the  sprocket  side 
from  which  project  chain  runs  forming, 
as  in  the  Lindsay  machine,  a  double  rear 
fork  for  the  right  side  of  the  bicycle 
frame.  The  rear  end  box  is  very  similar 
to  that  of  Lindsay's  though  the  detached 
telescoping  portion  represents  a  smaller 
part  of  the  whole  box  and  the  chain  ad- 
justing screw  operates  from  the  rear  in- 
stead of  from  the  front. 

Bearings  Attached  to  Removable  Cover. 

The  left  crank  shaft  bearings  are 
placed  in  the  end  of  the  bracket  in  the 


its  offset  an  excessive  distance  between 
the  crank  end  and  the  case.  With  some 
forms  of  American  cranks  in  which  there 
is  no  offset  hub  at  the  axle  end  this  pro- 


Edison's  Opinion  of  Motor  Bicycles. 

Buffalo,  Feb.  28.— Thomas  A.  Edison 
was  a  visitor  to  this  city  last  week.  In 
the  course  of  a  chat  with  a  Cycle  Age 
representative  concerning  automobiles,  to 
which  "the  wizard"  is  devoting  much 
time  at  present,  he  was  asked  why  he 
didn't  turn  his  attention  to  the  bicycle. 


vision  would  not  be  necessary,  but  in  this 
invention  the  design  is  made  to  accommo- 
date a  three-piece  crank  and  axle  con- 
struction with  keyed-on  cranks.  A  short 
sleeve  is  formed  by  the  inturned  edges  of 
the  dished  cover  and  it  is  in  the  hole  thus 
formed  that  the  bearing  cup  is  placed, 


"Oh,  that's  a  mere  toy  compared  with 
the  horseless  carriage  or  truck,"  was  his 
reply.  "It's  too  small  and  light,  and 
would  not  lend  itself  to  electricity  or 
other  mechanical  methods  of  propulsion. 
You  might  have  an  electric  tricycle  and 
with  speed,  too,  but  no  bicycle." 


The  Cycle  Age  and  Trade  Review 


551 


EVERYTHING  CAME  OUR  WAY 

in  February.  Biggest  month's  business  in  our 
history.  Lots  of  good  customers  of  the  right 
kind 

MANUFACTURERS,  JOBBERS  and  DEALERS  are 

appreciating  the  value  of  our  Famous  12-Ounce 

HOLLENBECK 

RAWHIDE  SADDLE 


more  and 
more  every 
day.... 


ARE  YOU  GOING  TO  JOIN  THE  CROWD? 
THE  BOOM  IS  ON! 

IT  IS  OUR  PURPOSE  to  make  the  best  Saddles  money,  experience  and 
inclination  can  contribute.  Therefore,  we  would  be  pleased  to  have  you 
investigate  our  product,  prices  and  methods 


Hollenbeck  Saddle  Company 

SYRACUSE,    N.  Y. 

Chicago  Representative:  C.  K.  Anderson,  Room  59,  164  La  Salle  St.;  'Phone,  3841  Main. 


We'll  call  on  you  if  you 

can't  call  on  us, 


Plain  Talks  on 
dNDRAE  Cycles 

Vni— Light  Roadster  for  Men,  $50. 

This  is  the  most  handsome  bicycle  built. 

Its  taking  points  have  been  turned  into  selling  points. 

There's  more  raonev  in  selling  than  there  is  in  talking.  "We 
needn't  argue  that  with  agents. 

The  Andrae  improved  pattern  frame,  Andrae  ligidity  quality, 
bearings  sell  the  bicycle  without  talk. 

The  Andrae  hub,  with  sprocket-like  flange  for  direct  spokes  is 
another  selling  point. 

This  light  roadster  is  to  be  shown  to  the  "elite"  of  your  city. 
There  is  no  reason  why  a  man  should  not  buy  an  Andrae  after  he 
sees  it. 

There  are  14  models  in  the  Andrae  line.  Every  one  a  selle  on 
sight.  "Write  for  trade  prices  and  our  monthly  paper,  '"The 
Andrae  Agent." 

Julius  Andrae  &  Sons  Co. 


MILWAUKEE,  WIS. 


ANDRAE 


NEVER  DISAPPOINTS 


The  4^  4^ 
Watson 
Automatic 
Seat  Post 


The  only  PATENTED  Automatic  Seat  Post  in  the 
world.  Convertible  to  front  or  rear  L.  Locks 
and  unlocks  automatically  and  instantly.  Made 
on  the  wedge  principle,  therefore  binds  equallyits 
whole  length,  and  can't  bulge  the  tubing.  Fits 
any  wheel  made.  Our  customers  will  confer  a 
lavor  by  informing  us  of  any  bona  fida  sale  and 
delivery  of  a  seat  post  similar  to  ours,  as  we  shall 
positively  prosecute  any  infringement  on  this  post. 
In  the  United  States  we  have  two  patents  issued 
July  12th,  1898,  February  28th,  1899,  the  third 
allowed  and  the  fourth  pending.  Outside  of  the 
United  States  our  post  ispatented  in  every  country 
where  bicycles  are  made.  We  have  doubled  the 
capacity  of  our  factory  and  from  this  time  on  will 
be  able  to  fill  all  orders  promptly.  "We  manufac- 
ture a  Handle  Bar  on  the  same  principle  as  the 
Seat  Post,  but  are  sold  ahead  until  April  1st. 
Orders  willbe  received  for  delivery  after  thatdate. 
Send  for  circulars  and  price  lists  of  Seat  Post  and 
Handle  Bar. 

THE  WATSON  AUTOiVlATIC  SEAT  POST  CO., 

7  &  9  WARREN  ST.,  NEW  YORK.    Factory:  Bridgeport,  Conn. 

Hibbard,  Spencer,  Bartlett  &  Co.,  Chicago,  Western  Distributing  Agents. 
Canadian  Office,  19  Toronto  Arcade,  Toronto,  Ont. 
European  Office,  No.  1  3t.  Swithen's  Lane,  London,  England. 
Cable  Address,  Dactilicas. 


552 


The  Cycle  Age  and  Trade  Review 


nOTOR  VEHICLE  PATENTS 


rieans  for  Reducing  Shocks  on  Gear  in  Eiectric  Veliicles 
— Barr's  Construction  of  Freight  Trucic 


Clinton  B.  Woods,  of  Chicago,  assignor 
to  Fischer  Equipment  Company,  No.  619,- 
527,  February  14,  1899.     Motor  vehicle. 

The  patent  has  reference  to  the  man- 
ner of  mounting  the  bodies  and  motor's 
of  electric  vehicles  on  springs  and  is  of 
interest  also  to  consitmctors  of  vehicles 
propelled  by  gas  or  steam.  In  electric 
vehicles  it  has  been  common  to  either  at- 
tach the  motor  rigidly  to  the  running  gear 
or  to  give  it  an  entirely  independent 
spring  support.  In  regard  to  the  objec- 
tions to  rigid  attachment  the  pa/tenitee 
says: 

"It  is  important  to  give  the  motor  a 
spring  mounting  to  prevent  sudden  im- 
pact or  violent  engagement  between  the 
cogs  of  the  gearing,  as  when  the  vehicle 
is  suddenly  started  aJhead,  stopped,  or  re- 
versed, or  when  the  vehicle-wheels  strike 
ruts.  But  such  a  wide  range  of  motion 
as  permitted  to  bodies  of  light  vehicles 
would  be  objeotionablc  if  possessed  by 
the  motor.  By  attaching  the  motors  to 
the  ends  of  the  elliptic  springs,  as  sfhown, 
the  vehicle  body  and  motors  may  have 
the  ranges  of  movement  to  which  they 
are  peculiarly  suited." 

Of  the  illustrations  the  first  one  in- 
dicates the  application  to  light  vehicles, 
the  second  one  to  heavy  vans.  In  either 
ease  the  patentee  employs  two  'motors, 
one  for  each  of  the  driving  wheels,  and 
dispenses  with  differential  gearing.  In 
the  light  construction  the  elliptic  spring 
supports  the  wagon  body  over  its 
middle  portion  and  one  end  of  the  motor 
at  the  end  of  the  spring  which  has  a 
smaller  range  of  movement  than  the  mid- 
dle part  Tlie  other  end  of  the  motor  is 
pivotally  mounted  on  the  driving  wheel 
axle. 

Yielding  Motor  on  Freight  Wagons. 

"With,  vehicles  of  heavy  construetion 
the  range  of  motion  of  the  vehicle^body 
is  decreased  and  approaches  more  near- 


wagon-body  and  the  free  ends  of  the  mo- 
tors are  also  attached  at  the  same  point 
by  adjustable  straps  of  leather.  Supple- 
mentary semi-elliptic  springs  are  anchor- 
ed to  the  wagon-body  at  their  ends  and 
yieldingly  limit  the  tendency  of  the  mo- 
tors. By  this  construction  a  direct  down- 
ward pull  is  exerted  by  the  motors  upon 
the  wagon-body  through  the  medium  of 
the  straps  when  the  motor  is  started  to 


The  means  employed  are  described  in 
the  one  claim  allowed  as  follows:  In 
motor-vehicles,  means  for  securing  each 
of  the  halves  of  the  motor-axle  to  the 
frame  of  the  vehicle,  the  said  means  con- 
sisting of  cones  on  each  of  the  halves 
near  their  extremities,  a  tube  surround- 
ing the  axle  and  having  sockets,  clips 
supporting  said  tube,  balls  disposed  to 
roll  upon  said  cones  and  caps  screwed 
into  said  sockets  holding  the  balls  in 
place. 

Elastic  Speed  Change  Gearing. 

Clarence  Sterling  of  Bridgeport,  Conn.; 
No.  618,915,  February  7,  1899.  Motor  Ve- 
hicle. 

The  patent  carries  thirty  claims,  in- 
volving among  the  principal  features  a 
speed-changing  mechanism,  in  which 
coiled  springs  surrounding  collars  on  the 
driving  wheel  axle  are  connected  to  the 


ly  the  desired  range  of  motion  of  the 
motor.  In  adapting  the  invention  to 
heavy  vehicles,  the  rear  portion  of  the 
vehicle  is  supported  upon  three  semi- 
elliptic  springs.  The  forward  ends  of  the 
two    side    springs   are    attached   to   the 


back  the  vehicle,  this  downward  move- 
ment being  resisted  by  the  supplement- 
ary springs.  When  the  motor  is  started 
to  move  the  vehicle  forward,  the  springs 
yielding  limit  the  tendency  of  the  mo- 
tor to  move  upward.  When  the  vehicle 
is  suddenly  stopped  or  when  it  strikes  a 
rut,  the  elliptic  springs  will  give  to  ease 
the  motor.  The  motors  are  preferably 
firmly  braced  together,  tn  maintain  the 
motors  in  alignment. 

To  Make  Motor  Tricycles  Fool  Proof. 

Albert  De  Dion  and  Georges  Bouton  of 
Puteaux,  France.  No.  617,984.  January 
17,  1899. 

The  invention  relates  to  a  mode  of  se- 
curing the  motor  axle  to  the  frame  of  a 
motor  carriage — especially  a  motor  tri- 
cycle— and  allowing  the  taking  to  pieces 
of  the  part  of  the  axle  on  the  right,  to- 
gether with  its  wheels,  or  that  on  the  left 
without  taking  the  motor  to  pieces,  and 
especially  without  interfering  with  the 
adjustment  of  the  ball-bearings,  which 
form  a  part  of  or  are  carried  by  the  axle. 


various  gears  at  one  end  while  the  other 
end  may  be  engaged  by  rotatable  sleeves 
carrying  drivers.  By  the  gradual  tighten- 
ing of  the  coiled  springs  around  the  col- 
lars, breakage  of  gear  teeth,  when  speed 
is  changed,  is  avoided.  The  inventor 
uses  a  spring  mechanism  for  supplying 
the  first  power  wherewith  to  start  the  ve- 
hicle after  a  rest  and  subsequently  charg- 
es the  storage-spring  by  means  of  his 
driving  power. 

Looks  Like  Compressed  Air  Autotruck. 

William  C.  Barr,  Jersey  City,  New  Jer- 
sey. No.  618,244,  January  24,  1899.  Motor 
Vehicle  Truck. 

All  Tour  wheels  are  operated.  Steering 
is  effected  without  interfering  with  the 
motor,  and  the  front  axle  has  a  vertical 
movement  which  does  not  interfere  with 
the  gearing. 

The  illustrations  show  a  vertical 
lengthwise  sectional  view,  a  transverse 
vertical  sectional  view  through  rear 
wheel  axle  and  a  plan  view  of  the  for- 
ward end  of  the  truck. 


The  Cycle  Age  and  Trade  Review 


553 


■^     Q 


•^^HE  delight  in  cycling  is  in  smooth  and  easy  running  bear- 

^^  ings,  in  fact,  the  bearings  come  pretty  near  making  the  bicycle. 
In  the  finishing  touches  on  those  parts  we  spend  thousands  of 
dollars  annually  which  other  makers  save.  We  gain  by  that  extra  ex- 
penditure enduring  reputation,  satisfied  riders  and  growing  business. 
This  hanger  bearing  is  the  most  important  of  all  and  in  it  we 
have  all  the  good  points  which  make  riding  easy.  In  our  catalog 
we  describe  this  bearing  fully  and  show  you  why  it  is  the  best.  Your 
customer  will  be  won  by  these  good  points.  They  are  not  talking 
points— simply  meritorious  and  substantial  improvements  which  make 
the  NATIONAL  run  easier  than  others. 


natioiml  0ycle  mAnuTacturittd  Company 

BAY  CITY,   MICH. 

"H  national  Rider  never  ebanges  HH  mount." 


BASOLINE  MOTORS 

THE  ONLY  RELIABLE  MOTOR  FOR  HORSELESS  VEHICLES. 

OURS  can.  be  run  at  cost  of  less  than  i-a  cent  per  hour  (3 
horse  power— larger  ones  same  ratio;.  SPBCIAI,  MOTORS  and 
TRANSMISSION  GEARS  for  Carriagemen  and.  others  to  con- 
struct th:rir  own  vbhici,es 


7T I  ^  lielieve  this  to  be  the  very  best  Gasoline  Motor  ever  placed  on  the 
i  C  I  market  for  simplicity,  durability,  more  power  and  less  weight  than 
%^r  anything  ever  produced.  Especially  adapted  for  Motor  Wagons • 
Boats,  Small  Electrical  Plants,  Elevators,  Machine  Shops,  Optical 
Works,  Printing  Presses,  Feed  Cutters,  Carpenter  Shops,  Lathes,  Emery 
Wheels,  Corn  Shellers,  Laundry  Machines,  Pumping;  Water,  Ice  Cream 
Freezers,  Irrigation  Machinery,  Ventilating  Fans,  Hay  Presses,  Cream 
Separatorp,  Sewing  Machines,  Mining  Machinery,  Sawing  Wood,  etc.,  etc. 

These  Motors  are  manufactured  horizontal  or  upright. 

They  are  absolutely  safe,  and  cannot  explode  or  cause  damage,  and  are 
always  ready  for  instant  service.  They  require  no  mechanical  experience 
or  licensed  engineer. 

Our  2-horse-power  Motor  weighs  but  89  pounds,  and  occupies  a  space 
24x11  inches;  runs  at  high  speed  and  high  compression. 

Working  parts  are  all  tightly  enclosed;  one  sight  feed  oil  cup  lubricates 
all  bearings.  Our  ignition  devise  is  perfect,  and  all  wearing  parts  are 
especially  strong  and  substantial. 

WRITE    FOR    PRICES 


THE  ST.  LOUIS  GASOLINE  MOTOR  CO. 


822    CLARK    AVE., 


ST.   LOUIS,   MO.,  U.  S.  A, 


t%%%%tt%ttttt%ttStt%ti 


t 
S 

t 

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1 

s 


l^Ct    U  S  e^  9^  9^ 

Reason  Together 


Pleasure  in  your  bicycle  riding,  profit  in  your 
bicycle  selling,  depends  on  the  bicycle.  No 
question  about  the  Waverley.  There  never 
has  been  any  question.  It  has  always  given 
satisfaction.  It  is  better  than  ever  for  1899. 
Better  in  looks,  better  in  quality,  better  in 
price. 

Waverleys 
$40 

At  $40  the  Waverley  surpasses  even  the  so- 
called  "Specials"  at  $75.  For  those  who  want 
the  best  of  ordinary  bicycles  we  are  building 
in  a  separate  part  of  our  factories 


Ivanhoe  Specials, 
Ivanhoes, 


-      $35 
$25  and  $26 


This  is  a  remarkable  line  for  the  wide-awake 
dealer.  It  means  satisfaction  and  profit,  or 
profit  and  satisfaction — either  way  if  the 
Waverley  has  leading  place  on  your  sales- 
room floor. 


INDIANA  BICYCLE  CO. 

INDIANAPOUS,  IND. 


1 


t 

t 

1 
% 

i 

t 

1 
1 


SSSS^1K>^S^^%^%^^^^^^^S^ 


554 


The  Cycle  Age  and  Trade  Review 


THE  PASTinE  AND  SPORT 


STEVENS    THE    24=HOUR    HERO 


Wins  Coast  Race  Without  Dismounting 

Once— Turviile  a  Close  Second — 

McFarland  Defeats  Eikes. 


Score  at  end  of  twenty-four  liours: 


M.    t. 

Stevens 459     6 

Turviile 459     6 

Lawson 455      6 

Pierce 455      3 

Waller 451      4 


M. 

Chapman 440 

Fredericks  . . .  .435 

Julius    43a 

Asliinger 412 

Navpn 401 


San  Francisco,  Feb.  27. — The  twenty- 
four-hour  race  which  ended  at  10:23  Sun 
day  night  in  Mechanics'  Pavilion,  was 
won  by  E.  D.  Stevens  of  Buffalo  by  sev- 
eral yards  from  Charles  Turviile,  re- 
trieving the  fair  name  lost  when  he  quit 
the  six-day  race  without  apparent  ex- 
cuse. During  the  entire  twenty-four 
hours  he  did  not  dismount.  He  had  only 
Turviile  to  beat  in  the  last  mile  and  he 
shook  him  at  the  bell  by  starting  a  sprint 
down  the  last  bank  and  gaining  a  lead 
which  he  held  to  the  tape. 

This  was  the  first  twenty-four-hour 
race  ever  held  on  the  Pacific  coast.  There 
were  eighteen  starters,  among  whom  were 
all  the  riders  who  rode  in  the  144-hour 
race  a  week  ago,  with  the  exception  of 
Gimm.  Besides  these,  Charles  Kraft,  the 
champion  road  rider  of  the  coast,  and 
William  Furman,  of  Los  Angeles,  started 
also. 

sprinting  Becomes  Lively. 

Miller,  Aronson,  Hale,  Barnaby  and 
Pilkington  dropped  out  early  in  the  con- 
test, probably  not  sufficiently  recovered 
from  the  exhaustion  of  their  supreme  ef- 
forts in  the  six-day  race,  and  the  others, 
encouraged  thereby,  had  many  lively 
sprints  in  the  endeavor  to  gain  laps  on 
the  bunch.  Waller's  eyes  still  troubled 
him  and  he  wore  glasses,  but  followed 
the  pace  well  until  his  chances  were 
spoiled  by  a  general  spill  caused  by  the 
breaking  of  Pierce's  pedal,  which  brought 
down  all  but  Julius. 

Next  to  the  riding  of  Stevens  and  Tur- 
viile, the  work  of  John  Lawson  attracted 
especial  attention,  as  he  rode  from  start 
to  finish  without  dismounting  except 
when  brought  down  in  the  mix-up. 

At  the  finish  the  fight  for  first  prize 
was  between  the  two  leaders,  the  other 
eight  competitors  withdrawing.  The  rec- 
ord of  464  miles  was  not  approached  but 
the  score  in  the  New  York  race  was 
beaten  by  9  miles  7  laps. 

A  careful  measurement  of  the  track  in 
Mechanics'  Pavilion,  proves  that  the 
riders  keeping  18  inches  from  the  inside 
edge  would  travel  56  inches  over  a  mile 
every  eight  laps,  instead  of  the  exact 
mile  with  which  they  were  credited. 

Western  Circuit  Opens  in  San  Jose. 

The  racing  men  will  leave  this  week 
for  San  Jose,  where  a  two-days'  race  meet 
will  open  the  circuit  which  the  American 
Cycle  Racing  Association  intends  to  con- 
duct on  the  coast.  On  March  11  and  12 
a  two  days'  meet  will  be  given  at  Fresno, 
and  after  that  the  riders  will  go  to  San- 
ta Monica,  where  another  two  days'  meet 
will  be  given.  From  Santa  Monica  the 
party  will  return  to  San  Francisco  for  a 
meet  to  be  given  by  the  Olympic  Wheel- 
men at  the  Olympic  grounds.  The  mana- 
gers are  also  figuring  upon  a  meet  in  Sac- 
ramento. From  there  the  circuit  will  ex- 
tend east  to  Ogden,  Salt  Lake  and  Den- 
ver. It  will  end  at  Chicago,  where  it  is 
planned  to  hold  the  last  six-day  race  of 
the  season. 

Last  Wednesday  Floyd  McFarland  de- 
feated   Harry    Elkes    in    a    fifteen-mile 


paced  pursuit  race.  The  riders  started 
from  opposite  sides  of  the  track  and  were 
paced  by  twenty  men.  Elkes  quit  at  the 
end  of  eight  and  a  third  miles,  McFar- 
land then  being  almost  ten  laps  in  the 
lead.  The  time  of  the  winner,  which  low- 
ers all  indoor  records  frOm  three  miles 
up,  was  as  follows,  by  miles: 


AUSTRALIAN    NATIVES'    RACES 


L. 

Miles. 

Time. 

Miles. 

Time. 

1 

1 

2 

3 

2:01 

4:04 

5:45 

9 

17:52 

4 

10 

19:59 

7 

11 

22:08 

4 

4 

7:44 

12 

24:14 

1 

5 

9:44 

13 

26:14 

6 

11:45 

14 

28:14 

" 

7 

13:46 

15 

30:22 

.15:41 


RUMORS  OF  RACING  TEAMS 


Malcers  of  Chalnless  Gears  to  Demonstrate  Them 
on  the  Track— Will  Revive  Interest. 


Persistent  rumors  are  in  circulation  re- 
garding the  formation  of  "all-star"  racing 
teams  by  two  or  more  leading  manufac- 
turers of  different  styles  of  chainless  bi- 
cycles. These  teams,  it  is  reported,  will 
include  sprint  racers  and  middle  and  long 
distance  riders.  While  the  make-up  has 
not  been  definitely  decided  as  yet,  it  is 
said  that  Cooper,  Bald,  Gardiner  and  Ri- 
ser will  form  one  of  these  teams,  with  two 
long-distance  riders  and  pacemakers.  Mc- 
Duffee  will  be  the  star  of  another  aggre- 
gation, which  may  include  also  Elkes, 
Michael,  McFarland  and  Orlando  Stevens. 
These  men  will  enter  open  and  match 
races  throughout  the  country  for  the  pur- 
pose of  demonstrating  the  superiority  of 
each  type  of  gear  over  the  others  and  all 
over  the  chain-driven  machine.  One  of 
the  makers  in  question  has  not  supported 
a  racing  team  for  several  years,  and  it  is 
felt  that  his  action  will  influence  a  few 
others  to  take  similar  action.  Another 
firm  has  made  offers  to  several  crack  rac- 
ing men  to  join  a  team  of  which  Major 
Taylor  will  be  the  star. 

These  reports  are  most  plausible  and 
the  movement  mentioned  is  so  natural 
that  it  was  predicted  at  the  end  of  last 
season.  While  no  names  of  manufactur- 
ers are  mentioned  it  is  easy  to  guess  at 
the  identity  of  the  concerns  affected  from 
the  racing  men  involved,  the  sources  of 
information  and  the  half-guarded  descrip- 
tions of  the  companies.  That  there  is  go- 
ing to  be  commercial  competition  be- 
tween the  makers  of  the  several  styles 
of  chainless  gears  is  perfectly  obvious, 
and  it  is  most  probable  that  this  rivalry 
will  take  the  usual  form  of  practical 
speed  demonstration  on  the  track,  ocular 
proof  of  the  practicability,  durability  and 
especially  the  speed  of  a  machine  being 
most  convincing  to  the  riding  public.  The 
formation  of  such  teams  would  bring 
about  a  partial  revival  of  team  rivalry 
that  will  be  most  stimulating  to  the  sport. 


A  Parisian  manufacturer  of  bicycles  has 
rented  large  grounds  adjacent  to  the  ex- 
position grounds  and  will  fit  up  buildings 
for  the  storage  of  2,000  bicycles  and  300 
motor  vehicles  daily  during  the  1899  ex- 
position. He  has  secured  the  promise  of 
the  patronage  of  the  Touring  Club  of 
France. 

The  hour  motocycle  record  was  broken 
in  France  on  February  11  by  Vigneaux, 
who  covered  51  kilometers  60S  meters 
(32  miles  131  yards),  adding  2  miles  1,032 
yards  to  the  best  previous  record. 


Melbourne  Favorite  Wins  the  Great  Prize 

—Attendance  of  51,000— Night 

Racing  at  Sydney. 


The  U.  v.  F.  has  fixed  the  license  or 
registration  fee  for  French  professional 
riders  at  ?4. 


Sydney,  Jan.  28. — The  great  Australian 
Natives'  Association  race  meet,  which  is 
extended  over  three  days  this  year,  was 
opened  in  Melbourne  January  26.  In  the 
afternoon  when  the  racing  began  there 
were  25,000  persons  present,  and  in  the 
evening  when  the  meeting  was  continued 
by  electric  light  there  was  an  estimated 
attendance  of  26,000,  making  a  total  of 
51,000  who  paid  for  admission  during  the 
day. 

The  racing  was  of  a  brilliant  nature. 
The  principal  events  were  the  A.  N.  A. 
wheel  race  with  prizes  aggregating  $3,750 
and  the  A.  N.  A.  Gold  Stakes,  $700,  limit- 
ed to  twenty  riders.  The  big  handicap 
race  was  run  off  in  eighteen  heats,  three 
semi-final  and  a  final.  It  was  won  from 
the  220-yard  mark  by  W.  Matthews,  who 
has  been  favorite  for  nearly  every  big 
race  run  in  Melbourne  during  the  last 
three  years.  He  rode  an  American  ma- 
chine. The  field  bunched  early.  Mat- 
thews shot  out  half  a  lap  from  home  and 
after  a  slashing  finish  with  Herman  won 
by  a  wheel,  with  Esler  a  close  third  and 
Hopkins  fourth. 

Walne  Takes  the  Qold  Stakes. 

The  Gold  Stakes  scratch  race  was  won 
by  Walne  by  inches.  After  the  conclu- 
sion of  the  race  Walne  was  hauled  up  be- 
fore the  officials,  who  considered  that  his 
riding  had  been  inconsistent  during  the 
day.  They  held  an  inquiry  which  was 
adjourned.  The  meet  will  be  continued 
today  and  next  Saturday.  The  sum- 
maries: 

Two-mile  A.  N.  A.  wheel  race,  $1,250  first 
prize,  $750  second,  $225  third:  Final  heat— 
W.  Matthews,  220  yardis,  first;  L.  Herman, 
230  yards,  second;  J.  Esler,  a)0  yards,  third. 
Time.   4:21. 

Three-mile  .A..  N.  A.  Gold  Stakes,  $350  first, 
$175  seaond,  $75  third:  Final  heat— R.  Walne, 
first:  W.  C.  Jackson,  second;  A.  C.  Forbes, 
third. 

One-miile  Fedenation  handicap,  $200  first, 
$100  second,  $35  third:  Final  heat— S.  E.  Gor- 
don, first;  G.  Carpenter,  second;  R.  W.  Lew- 
Is.  third.    Time,  2:03  3-5. 

New  South  Wales  Electric  Light  Meet. 

A  race  meeting  by  electric  light  was 
held  on  the  Sydney  cricket  ground  track 
January  17  and  19.  The  first  night  the 
races  went  off  smoothly  but  the  second 
night's  racing  was  a  chapter  of  accidents. 
Several  riders  were  severely  injured  and 
one  rider,  James  Somerville,  fell  and 
fractured  his  skull,  succumbing  to  his  in- 
juries three  days  afterwards.  About  12,- 
000  people  attended  each  night  with  the 
expectation  of  seeing  Joe  Megson  defeat 
Walne,  but  the  latter  scratched  for  the 
scratch  race  each  night.  Megson  won  the 
5-mile  scratch  race  on  the  first  night  from 
Forbes  and  would  have  won  again  on  the 
second  night  only  for  falling. 

The  L.  V.  W.  Cup  Meet. 

The  League  of  Victorian  Wheelmen 
held  a  meeting  January  14  and  21  on  the 
Melbourne  cricket  ground.  The  attend- 
ance was  about  7,000  the  first  day  and 
about  the  same  number  the  second.  On 
the  first  day  of  the  meet  there  was  an 
unusually  large  number  of  spills  caused 
by  the  unbanked  grass  track. 

Walne  won  the  mile  scratch  race  in 
2:23,  and  Jackson  annexed  the  ten-mile 
scratch  in  25:02  4-5,  with  A.  B.  Crisp 
second  and  A.  C.  Forbes  third.  There 
was  a  one-mile  race  on  ordinaries  which 


The  Cycle  Age  and  Trade  Review 


655 


f 


k 
k 

I 

k 
k 

IS 


WHAT  DO  THEY  PROVE 


=FOR    THE- 


THE  WORLD'S 

RECORDS 

MADE 

BY 

TAYLOR 

last  fall  at  Philadelphia  for  all 
distance  from  t-4  to  2  miles.  <^ 


ORIENT 

SAGER 

CHAINLESS 


The  ride  of  Aaronson  at  San 
Francisco's  Six  Day  Race  ^^ 
Two  days'  ride  on  a  chain 
wheel  nearly  exhausted  him 
and  put  him  in  8th  place.  The 
stimulant  of  an  Orient  Sager 
Chainless  made  him  finish 
strong  and  in  second  place.  <^<^ 


We  have  our  opinion.  ^  ^  Ji  Think  it  over  and  write  us  yours. 


A 


PROGRESSIVE  DEALER- 
REPRESENT  A  PROGRESSIVE 
MANUFACTURER 


WALTHAAV  nFG.  SO. 

315  ©rescerjt  ParK,  Waltbarn,  A\ass. 


.SJi- 


FAMOUS  SUNDRIES 


'AMOUI 

RUBBER 

;EMEi 


MANUrAOTURCD  BY  „„ 

FELSIQR  SUPPLY  CO 

CHICAGO 


HAVE  YOU  SEEN  OUR  '99  CATALOGUE? 

If  not,  send  us  your  name  and  address. 

THE  MOST  COMPLETE  EVER  ISSUED. 

Contains 

EVERYTHING  FOR  BICYCLE  BUILDERS  AND  DEALERS. 


■     -FOB-     I 

DauSLt  TUB 
TIRES 

'""'vn-uREii  n 

5IIS10BSIIWI 

CMICACO 


EXCELSIOR  SUPPLY  CO.,  Chicago 


ESTABLISHED  t876. 


88  AND  90  LAKE  ST. 


556 


The  Cycle  Age  and  Trade  Review 


was  won  by  Herman  from  100  yards  be- 
hind scratch. 

The  principal  event,  the  two-mile 
scratch  race  for  the  L.  V.  W.  cup,  for 
which  first  prize  was  $250,  went  to  S.  E. 
Gordon.  Fitzgerald  finished  first  but  was 
disqualified  for  fouling. 

Sydney  to  Melbourne  Record. 

T.  Riley,  forty-five  years  of  age,  estab- 
lished an  unpaced  record  between  Sydney 
and  Melbourne  that  will  likely  stand  for 
some  time.  The  roaa  was  very  bad  on 
the  Victorian  side  and  the  thermometer 
registered  above  100  in  the  shade  during 
the  last  three  days  of  the  trip.  The  exact 
time  for  the  576  miles  was  96%  hours. 
He  rode  an  American  machine. 


when  some  one  demanded  a  statement  of 
the  financial  standing  of  the  body  and 
another  proposed  a  commission  to  ex- 
amine into  the  finances.  The  motion  was 
lost  and  another  meeting  announced  at 
which  a  report  of  the  finances  would  be 
read. 


Selecting  the  Racing  Board. 

New  York  press  correspondents  report 
that  Fred  Gerlaeh,  ex-member  of  the  L. 
A.  W.  racing  board  for  Illinois,  will  be  the 
next  chairman  of  the  national  racing 
board,  to  be  appointed  in  a  few  days  by 
President  Keenan.  The  guessers  even  go 
so  far  as  to  state  that  if  Gerlaeh  is  ap- 
pointed he  will  move  from  Chicago  to 
Philadelphia,  where  he  will  be -in  closer 
touch  with  league  affairs.  Other  probable 
members  of  the  board  are  expected  to  be 
A.  W.  Robinson  of  Boston,  George  L.  Mc- 
Carthy of  New  York,  Harvey  Uhler  of 
Philadelphia  and  C.  W.  Mears  of  Cleve- 
land. The  profitless  curiosity  of  these 
cycling  scribes  is  exceeded  only  by  their 
audacity  in  seeking  to  arrange  the  mem- 
bership of  the  board  for  the  league  presi- 
dent without  so  much  as  consulting  his 
opinion. 

Banker  Shut  Out  in  Rome. 

The  European  winter  circuit  was 
brought  to  a  close  February  12  by  the 
meet  for  the  great  prize  of  Rome.  On 
February  9  Grogna  won  the  consolation 
heat  and  qualified  for  the  final.  Tom- 
maselli  ran  second  to  Conelli  in  the  first 
semi-final,  Banker  second  to  Ferrari  in 
the  second,  and  Singrossi  won  the  third 
with  Minozzi  second.  The  consolation 
for  the  seconds  in  the  semi-finals  was 
won  by  Tommaselli,  with  Minozzi  sec- 
ond and  Banker  third.  This  left  four  of 
the  best  Italian  riders  for  the  2,000-meter 
final,  which  was  wou  by  Singrossi  by  a 
foot  from  Tommaselli.  Conelli  was  third, 
by  inches  only,  and  Ferrari  a  close 
fourth. 

Grogna  won  the  consolation  race  by 
five  lengths  from  Dei,  with  Aghemio 
third. 

The  3,000-meter  tandem  race  vv^as  won 
by  Banker  and  Tommaselli,  with  Dei  and 
Singrossi  second  and  Prisini  and  Bixio 
third. 

Managing  Committee  for  Racing  Men. 

The  Riders'  Syndicate  of  France,  corre- 
sponding with  the  American  Racing  Cy- 
clists' Union,  had  a  stormy  meeting 
February  10  upon  the  demand  of  several 
of  its  members,  including  Bourillon, 
Lamberjack,  Jaap  Eden,  Nieuport  and 
Domain.  It  was  announced  by  the  pres- 
ident that  an  understanding  had  been  ar- 
rived at  with  the  Belgian,  Dutch,  and 
Swiss  riders'  syndicates,  which  will  work 
in  unison  with  the  French  union.  A  pro- 
test was  raised  against  the  decision  of 
the  U.  V.  F.  to  charge  the  members  31 
for  license  to  race  as  professionals.  The 
president  then  announced  a  project  for 
the  appointment  of  a  committee  to  have 
charge  of  all  the  engagements  of  the 
members  of  the  syndicate,  making  the 
committee  virtually  the  official  represen- 
tative of  each  member  individually  in 
his  relations  with  the  tracks.  The  pro- 
posal was  favored,  provided  the  commit- 
tee be  made  to  act  absolutely  independent 
and  that  no  outsider  be  allowed  to  enter 
the  combination.     A  tumult  was  raised 


Fear  Still  Felt  for  Qimm. 

Louis  Gimm  is  still  in  a  critical  con- 
dition and  unable  to  regain  strength.  He 
has  apparently  been  recovering  from  the 
effects  of  his  six-day  ride  and  it  was  re- 
ported that  a  fortnight's  rest  would  put 
him  on  his  feet,  but  it  has  been  discovered 
that  an  abscess  is  forming  in  his  hip  and 
unless  it  can  be  dispersed  will  have  to 
be  operated  on.  In  his  weakened  condi- 
tion he  might  not  be  able  to  successfully 
stand  this.  He  was  taken  a  few  days 
ago  from  his  hotel  to  St.  Luke's  hospital 
in  San  Francisco.  Sunday  his  trainer, 
Leonert,  telegraphed  his  condition  at 
length  to  Gimm's  parents  in  the  East. 


Skate  Sailing  Norwegian  Fashion. 

The  home  of  skate  sailing  is  Norway. 
In  order  to  sail  in  the  Norwegian  fash- 
ion two  skates  3  feet  long  and  a  sail  rig- 
ged to  a  long  bamboo  pole  are  required. 
Long  skates  are  necessary,  because  the 


enormous  lateral  pressure  of  the  wind  on 
the  sail  would  otherwise  overturn  the 
skater.  The  sails  are  made  in  all  con- 
ceivable shapes;  almost  every  sports- 
man has  his  own  particular  form,  of  the 
efficiency  of  which  he  is  firmly  con- 
vinced. Perhaps  the  most  useful  type  is 
the  one  illustrated. 

The  sail-frame  is  firmly  held  by  the 
right  hand  and  is  directed  by  a  steering 
cord  held  in  the  left  hand.  A  downward 
pressure  of  the  right  hand  forces  a  steel 
spur  at  the  end  of  the  bamboo  pole  into 
the  ice,  whereby  the  skater  is  enabled 
either  to  reduce  his  speed  or  to  stop  him- 
self entirely.  The  sail  is  simple  in  con- 
struction, but  requires  no  little  dexterity 
in  handling. 

NEWS  IN  BRIEF. 

Dave  Shafer  says  "It  was  a  sorry  day 
when  promoters  became  managers  of  racing 
teams." 

J.  W.  Stocksi,  the  veteran  English  rider,  is 
coming  to  America  this  summer  on  busi- 
ness and  to  try  a  new  motocycle  on  our 
tracks. 

Plans  are  being  drawn  up  for  the  con- 
struction of  a  new  quarter-mile  board  bicy- 
cle track  at  67th  street  and  Stony  Island 
avenue,  Chicago. 

"Worth  Cummins  of  Springfield,  O.,  and  E. 
Moross  of  Detroit  have  completed  arrange- 


ments for  a  cycling  trip  around  the  world, 
following  the  route  of  the  Mcllraths. 

The  tax  on  bicycles  in  Niagara  County, 
N.  Y.,  yielded  $2,831  the  past  year.  This 
sum  wais  expended  in  building  sidepaths. 

T.  J.  Keenan,  Jr.,  president  of  the  League 
of  American  Wheelmen,  has  been  appointed 
on  the  staff  of  Governor  Stone  of  Pennsyl- 
vania, with  the  title  of  lieutenant-colonel. 

Ottumwa  expects  to  get  the  state  meet  of 
Iowa  this  year  and  enthusiasts  there  are 
figuring  on  building  a  new  track  and  stand 
for  $2,500,  of  which  $1,500  has  already  been 
raised. 

Harkins  Downing  of  San  Jose  announces 
that  he  is  coming  east  to  follow  the  Na- 
tional circuit  this  season.  He  will  be  under 
management-  of  Charles  Ward  with  Harry 
Gibson. 

Some  of  the  members  of  the  N.  C.  T.  A. 
have  at  last  received  their  back  salary. 
MoDuffee,  Coulter,  Henshaw,  Kent  and 
Hines  are  among  the  list  of  those  whose  ac- 
countsi  have  been  squared. 

Major  Taylor  says  that  before  the  season 
is  over  he  will  go  for  all  records  up  to  the 
hour.  His  attempts  will  probably  be  made 
at  Willow  Grove,  Philadelphia.  He  ex- 
pects to  do  1:23  for  the  mile. 

Joe  Downey  has  secured  a  motor  cycle, 
and  will  probably  make  his  debut  behind 
the  machine  February  28  at  New  Bedford 
on  the  19-lap  indoor  track,  when  he  will  try 
to  lower  Harry  Elkes'  paced  record. 

Tom  Eck  says  he  is  considering  an  offer 
from  the  South  London  Athletic  Association 
to  act  as  athletic  trainer  in  the  English 
metropolis  the  coming  season,  and  if  he  ac- 
cepts will  sail  for  the  other  side  next 
month. 

Jimmy  Michael  has  signed  a  contract  to 
ride  for  Phil  Dwyer  as  a  jockey  and  left 
San  Francisco  for  the  east  last  Thursday, 
announcing  that  he  had  ridden  his  last  mile 
as  a  professional  cyclist.  While  on  the 
coast  he  practiced  horse  riding  daily, 
coached  by  Tod  Sloan. 

It  has  just  become  generally  known  in 
racing  circles  that  Oscar  Hedstrom,  C.  S. 
Henshaw's  tandem  mate  for  several  sea- 
sons, eloped  with  Miss  Julia  Anderson  of 
Middletown,  Conn.,  recently.  Hedstrom 
celebrated  his  wedding  by  winning  the  half- 
mile  Indoor  championship,  and  then  re- 
turned to  Middletown,  where  he  is  now 
building  bicycles. 

Friends  and  relatives  of  August  C.  Mer- 
tens  of  St.  Paul,  ex-five-mile  champion, 
fear  that  the  racing  man  ia  losing  his  mind. 
Reports  say  that  Mortens  secured  a  razor 
the  other  day  and  threatened  the  life  of  his 
wife  and  his  other  relatives.  This  is  only 
one  of  his  many  peculiar  actions.  Mertens 
'had  a  bad  fall  last  spring  while  in  training 
at  Atlanta  and  was  badly  injured  about  the 
head.  This  it  is  feared  has  been  the  cause 
of  his  actions  of  late.  That  the  fall  had  a 
bad  effect  on  him  was  shown  by  iiis  riding 
last  summer.  From  being  one  of  the  best 
second-raters  Mertens  went  backward  until 
he  couldn't  win  in  any  company. 

A  story  has  just  leaked  out  of  a  fistic 
encounter  between  Tim  Hurst,  the  little  St. 
Louis  professional  amusement  promoter, 
now  associated  with  Jim  Kennedy  and  Pat 
Powers  in  the  racing  venture  on  the  coast, 
and  Al.  Weinig,  Michael's  six-foot  trainer. 
During  the  recent  six-day  race  Hurst  an 
peared  in  the  pavilion  one  afternoon,  aiid 
in  conversation  with  Weinig  made  some 
very  sarcaistic  remarks  about  the  bicycle 
fraternity  in  general,  closing  with  the  inti- 
mation that  professional  riders  were  the 
"scum  of  the  sporting  world."  Weinig  re- 
sented this  reference  to  the  men  of  his  call- 
ing and  promptly  hit  Hurst  on  the  jaw.  The 
ex-league  umpire  made  an  attempt  to  re- 
taliate, and  got  a  terrible  walloping,  neces- 
sitating retirement  to  his  rooms  for  a  week 
for  repairs. 

George  Kruger  of  South  Africa  is  being 
proclaimed  the  Michael  of  that  country  and 
is  looked  upon  as  a  coming  world  beater  if 
he  continues  to  display  the  remarkable 
speed  which  has  won  him  fame  in  his  own 
country.  He  is  only  seventeen  years  of  age 
and  of  small  stature;  but  has  extraordinary 
staying  power.  He  judges  pace  excellently 
and  follows  multicycles  at  top  speed  with 
great  ease.  Moreover,  he  is  good  at  open 
competition  and  unpaced  work,  knowing 
how  to  use  his  bead.  At  the  championship 
races  in  Johannesburg  he  won  the  ten-mile 
open  race  from  a  laree  field  of  starters  in 
24:48.  the  first  five  miles  of  which  he  cov- 
ered in  12:13  2-5.  The  African  enthusiasts 
are  so  confident  he  can  make  a  showing  in 
any  field  that  they  are  raising  a  fund  to 
send  him  around  the  world  on  a  racing  trip 
to  meet  all  the  top-notchers.  and  Montreal 
and  the  east  will  be  given  a  chance  to  see 
his  work  this  year. 


The  Cycle  Age  and  Trade  Review 


557 


MINNETONKA  CYCLE  PATW 


The   First   Instance    in  the  Country   of  a  Path   Built  By 
County  Funds— Forty-nile  Ride 


Minneapolis,  March  28. — There  is  no 
more  enjoyable  bicycle  run  in  the  north- 
west than  over  the  Minnetonka  cycle 
path.  The  path  is  12  miles  in  length  at 
present.  It  commences  at  Lake  Cal- 
houn, within  three-quarters  of  a  mile 
from  the  west  city  limits,  and  finishes  at 
the  Hotel  St.  Louis,  Lake  Minnetonka. 

The  Minnetonka  path  is  the  first  in- 
stance in  the  country  of  path  built  by  a 
county.  The  entire  expense  was  borne 
by  Hennepin  county,  which  appropriated 
$6,500  for  the  improvement  of  the  Minne- 
tonka boulevard.  The  action  was  taken  at 
the  suggestion  of  the  Minneapolis  Cycle 
Path  Association  last  spring.  The  scheme 
had  been  spoken  of  to  some  extent,  but 
when  secretary  Frank  H.  Wadsworth  ap- 
peared before  the  commissioners  it  was 
uncertain  just  how  he  would  be  received. 
The  commissioners,  however,  proved  to  be 
up-to-date  men  and  made  the  appropria- 
tion. 

Day  Labor  Instead  of  Contract  Labor. 

It  is  not  surprising  that  mistakes  were 
made  in  the  construction  of  the  path. 
The  commissioners  were  perfectly  honest 
in  the  matter,  but  made  the  fatal  mis- 
take of  having  the  work  done  by  day 
labor  instead  of  contract.  The  three- 
quarters  of  a  mile  stretch  within  the 
city   was   done   by   contract   labor.    This 


run  is  out  into  the  country.  There  used 
to  be  a  couple  of  bad  hills,  but  these  were 
leveled  when  the  roadway  was  improved, 
so  now  the  run  is  a  very  smooth  one.  It 
goes  through  fields  and  by  beautiful  farm 
homes,  and  finally  ends  at  the  Saratoga 
of  the  northwest. 

Extension  of  Path  is  Planned. 

The  present  path  is  but  the  start  of 
what  will  finally  be  the  most  beautiful 


The  path  at  present  connects  with  the 
Lake  street  path,  Minneapolis,  which 
runs  towards  St.  Paul,  and  connects  with 
the  Summit  avenue  path  there,  and  from 
there  on  to  White  Bear  Lake.  There  is 
thus  at  present  a  continuous  path  of  40 
miles. 

The  Minneapolis  Cycle  Path  associa- 
tion has  already  commenced  an  active 
campaign  in  behalf  of  path  building.  The 
new  1899  tag  has  been  received  and  is  sell- 
ing rapidly.  To  stimulate  the  sale  two  bi- 
cycles have  been  offered  as  prizes  for 
those  selling  the  most  tags. 


Oregon  Passes  Cycle  Tax  Bill. 

The  state  legislature  of  Oregon  has 
passed  a  bill  providing  for  the  levying  of 
a  tax  of  $1.25  each  on  b.cycles  on  or  be- 
fore March  1  of  each  year  and  collection 
within  sixty  days  from  date  of  levy,  the 


ENTRANCE  TO  THE  PATH. 


was  rapidly  completed,  and  in  such  a  way 
that  the  wheelmen  figured  on  having  a 
grand  opening  of  the  entire  path  some 
time  in  June.  Through  the  employment  of 
day  labor,  however,  the  work  dragged 
out  in  such  a  way  that  it  was  not  until 
last  September  that  the  path  was  ready. 

Path  is  Eight  Feet  Wide. 

The  path  is  eight  feet  wide,  and  of  ex- 
cellent surface.  The  run  is  a  beautiful 
one.  The  first  half  mile  is  along  the 
shore  of  Lake  Calhoun,  after  which  the 


50-mile  trip  awheel  in  the  country.  The 
cycle  path  association  will  this  year  com- 
plete the  path  to  Excelsior,  five  miles 
farther  around  the  lake  and  possibly  go 
further.  The  path  will  within  a  couple  of 
years,  at  least,  be  built  around  Minne- 
tonka, striking  the  present  path  again 
about  a  mile  and  a  half  nearer  the  city 
than  the  lake.  From  the  city  and  around 
will  make  50  miles,  and  will  be  along  the 
lake  front  the  entire  way.  This  run  can 
now  be  made,  but,  of  course  will  be 
greatly  improved  with  a  path. 


PATH   AROUND  THE  LAKES. 

proceeds  to  be  known  as  the  "path  fund" 
and  devoted  to  the  construction  and 
maintenance  of  side  paths  for  cyclists  and 
pedestrians.  Numbered  tags  to  be  at- 
tached to  the  machines  will  be  issued  as 
receipts  for  the  collected  tax.  The  bill 
further  provides  that  every  person  who 
sells,  transfers,  trades  or  loans  a  bicycle 
must  keep  a  list  of  all  such  machines  and 
the  names  and  addresses  of  the  persons 
obtaining  them,  which  shall  be  always 
open  to  inspection  of  the  tax  collector. 
It  is  made  a  misdemeanor  for  any  person 
to  throw  glass,  tacks  or  other  substances 
injurious  to  pneumatic  tires  on  the  side 
paths  when  built,  and  a  fine  of  $10  is 
fixed  for  wantonly  injuring  the  paths  by 
driving  stock  or  wagons  upon  them.  Cer- 
tain counties  in  the  state  are  exempt 
from  the  operation  of  the  law  by  request 
of  delegations,  which  believed  that  the 
diflSculty  of  constructing  paths  would  be 
too  great  to  warrant  the  collection  of  the 
tax. 

Governor  Geer  has  assured  the  wheel- 
men that  he  will  sign  the  bill,  and  work 
will  begin  in  a  short  time  on  the  path 
from  Portland  to  Oregon  City,  and  from 
there  will  be  built  south  to  Salem  and  on 
up  the  valley. 

Brooklyn  riders  are  complaining  that  their 
cycle  paths  are  being  used  for  horse  trafflc 
both  by  drivers  of  the  speeding-  fraternity 
and  by  teamsters  with  heavy  wagons.  In- 
adequate police  service  along  the  path  Is  re- 
sponsible for  the  abuse. 


558 


The  Cycle  Age  and  Trade  Review 


INFORHATION    FOR    BUYERS 


"ARC  LIGHT"  GAS  LAHP. 

A  somewhat  novel  form  of  acetylene  gas 
cycle  lamp  is  that  manufactured  by  the 
Miller  Mfg.  Co.  of  Torrington,  Conn.,  and 
called  the  "Arc  Light."  The  combustion 
chamber  is  separate  from  the  carbide  re- 
ceptacle and  the  water  tank,  being  support- 
ed on  a  bracket  projecting  forwardly  from 
the  carbide  cup.  The  screw  cap  covering 
the    opening   into   the   water   reservoir   is   at 


rntCyCLL/fod^ 


the  extreme  top  of  the  lamp,  and  the  water 
regulating  valve  is  located  in  the  reduced 
central  portion  of  the  main  body.  This 
valve  has  an  indicator,  which  is  graduated 
into  twenty  -  four  spaces  marked  by  six 
numibers.  making  it  very  simple  for  the 
user  of  the  lamp  to  sSt  the  lamp  each  timie 
it  is  relighted  at  the  point  where  the  best 
results  were  previously  obtained.  The  car- 
bide is  contained  in  a  removable  holder  and 
may  be  used  in  any  commercial  form.  The 
holder  is  divided  into  four  spaces,  each  of 
which  represents  the  amount  of  carbide 
consumed  in  one  hour's  burning.  The  lamp 
is  easy  to  take  apart  and  assemble,  all  of 
the  connections  being  made  by  ordinary 
screw  threads,  and  should  an  owner  of  one 
of  the  lamps  break,  injure  or  lose  any  part, 
he  may  obtain  a  duplicate  direct  from  the 
maker  by  inclosing  the  price  given  in  the 
illustrated  price  list  of  parts  published  in 
the  catalogue.  The  descriptive  matter  in 
this  catalogue  also  contains  full  directions 
for  the  care  of  the  lamp  under  ordinary 
conditions  and  when  unusual  accidents  oc- 
cur.   

CtllLDS  &  CO.'S  ATTRACTIVE  NAMEPLATES. 

S.  D.  Childs  &  Co.,  142  Monroe  street,  Chi- 
cago, are  making  highly  decorative  name- 
plates  by  a  process  which  enables  them  to 
sell  at  prices  much  lower  than  is  commonly 
asked  for  distinctive  and  artistic  metal 
nameplates.  The  company  puts  out  plates 
both  with  raised  and  with  sunken  letters 
and  has  on  hand  special  stock  shapes  in 
great  variety  which  can  be  filled  out  with 
initials  and  lettering  to  suit  the  purchaser. 
The  plates  can  be  obtained  in  nickel,   gold, 


Tnt&cLL/lciC- 


silver,  oxidized  silver,  or  in  combination 
gold  and  silver  finish,  and  the  stock  pat- 
terns offered  are  of  such  variety  that  near- 
ly every  taste  can  be  pleased.  The  com- 
pany is  also  doing  a  large  business  in  name- 
plates  of  special  design,  and  i.s  always 
pleased  to  submit  sample  designs  of  special 
plates  to  manufacturers  sendmg  particulars 
concerning  the  style  of  plate  wanted.  The 
illustrations  above  show  two  of  the  com- 
pany's recent  productions  in  nameplate  de- 
sign. 

The    company      has    been     making    Some 
decided     improvements     in    its     plant.    At 


the  present  time  they  have  a  capacity  of 
about  12,000  plates  per  day  and  have  been 
running  to  their  fullest  extent,  part  of  the 
time  twenty-ithree  hours  a  day.  They  have 
secured  orders  from  and  have  been  making 
rapid  delivery  of  nameplates  to  practically 
every  leading  concern  in  America.  Among 
the  additions  to  their  equipment  has  been  a 
new  hydraulic  press,  weighing  sixteen  tons, 
capable  of  pressing  anything  requiring  a 
presisure  equal  to  1,300  tons  and  requiring 
30  horse-power  to  drive  it^  They  are  using 
this  press  especially  for  die  sinking  work 
and  are  making  bayonet  shaped  rear  and 
front  forks  on  contract.  The  most  popular 
nameplate  is  reported  to  be  the  oxidized  sil- 
ver, but  special  attention  is  called  to  their 
new  purple,  blue  and  black  finishes.  These 
are  not  oxidizes  or  acid  finishes,  but  are 
actually  plated.  Their  black  finish  is  so.me- 
thing  entirely  new  and  will  undoubtedly  be 
very  popular  next  year. 

Childs  &  Co.  have  also  been  cultivating  a 
very  extensive  foreign  business,  and  during 
the  past  week  received  not  less  than  three 
orders  from  Sweden,  one  of  which  was  for 
6,000  plates. 

They  make  a  specialty  of  stamped  name- 
plates,  although  they  can  furnish  any  kind, 
especially  cast  plates,  but  they  do  not  rec- 
ommend the  latter,  owing  to  their  bulkiness, 
weight  in  shipping  and  general  rough  and 
unfinished  appearance.  Among  the  plates 
worthy  of  especial  mention  is  the  one  they 
got  up  this  year  for  the  Viking  bicycles. 
It  is  5%  inches  long,  encircles  the  tubing, 
and  is  an  exquisite  piece  of  work.     They  are 


or  for  any  number  of  persons.  A  speed  of 
five  or  six  miles  an  hour  may  easily  be  at- 
tained to  on  it  and  no  experience  is  re- 
quired to  operate  it. 


also  making  something  like  forty  stock 
styles  of  plates,  suitable  for  small  dealers, 
jobbers  and  agents. 


BRECKENRIDGB  FACTORY  BUSY. 

The  E.  P.  Breckenridge  Co.  of  Toledo, 
manufacturer  of  the  Breckenridge  acetylene 
gas  lamp  and  the  Light  Weight  oil  lamp, 
states  that  its  business  has  been  so  great 
that  the  factory  facilities  have  been  in- 
creased so  that  from  500  to  300  lamps  can  be 
turned  out  daily.  The  oompaTiy  is  doing 
considerable  business  in  foreign  countries 
and  its  new  gas  lamp  seems  to  have 
"caught  on"  extremely  well  in  this  country, 
considering  the  short  time  it  has  been  on 
the  market. 

SUNOL  AND  HERCULES  BICYCLES. 

The  catalogue  of  the  Mcintosh-Hunting- 
ton Co.  of  Cleveland  is  plainly  gotten  up  but 
is  very  complete,  containing  full  descrip- 
tions of  the  line  of  bicycles  handled  by  the 
company  and  also  a  complete  list  of  sundries 
ajid  cycle  repair  shop  tools.  It  is  a  cata- 
logue from  which  a  dealer  in  a  small  town 
can  order  anything  from  a  twist  drill  to  a 
complete  bicycle. 

Sunol  bicycles  are  listed  in  three  regular 
models,  a  man's  and  a  woman's'  road  ma- 
chine selling  at  $50  each  and  a  30-inch 
wheeled  pattern  at  $60.  The  regular  colors 
are  tan  and  black.  The  standard  tire  equip- 
ment is  the  Mcintosh,  though  Hartford  or 
Morgan  &  Wright  tires  will  be  allowed  as 
options.  There  are  also  listed  a  man's  and 
a  woman's  Hercules  at  $35  each,  a  30-inoh 
wheel  pattern  Hercules  at  $40  and  the  Euclid 
at   $25. 

One  of  the  features  of  the  company's  cat- 
alogue is  the  illustration  and  description  of 
the  Hydrocycle—  a  light  boat  of  the  cata- 
maran pattern  driven  by  a  propeller  oper- 
ated by  a  tandem  bicycle  placed  in  the  mid- 
dle of  the  boat.  It  is  furnished  regularly 
with  the  tandem  driving  equipment  though 
it  win  be  built  to  order  for  a  single  rider 


sniTH  &  EGGE  SUNDRIES. 

The  Smith  &  Egge  Mfg.  Co.  of  Bridgeport, 
Conn.,   has  added  to  its  line  of  standard  bi- 


cycle sundries.  The  illustrations  herewith 
are  selections  from  the  new  articles  cata- 
logued. The  wrenches  shown  are  both  man- 
ufactured with  a  view  to  furnishing  strong, 
durable  tools  rather  than  to  meet  lowest 
competitive  prices.  One  has  a  solid  and  the 
other  a  two-part  jaw,  and  both  have  four- 
inch  scales  divided  to  sixteenths  on  the  flat 
arms.  The  Club  toe  clip,  as  will  be  no- 
ticed from  the  illustration,  is  of  the  short, 
rigid  pattern,  preferred  by  those  riders  who 
wish  a  stiff,  unbreakable  clip  w'hich  does 
not  project  back  as  far  as  the  usual  flexible 
clip.  The  sundries  catalogue  also  include 
other  forms  of  wrenches  and  toe  clips,  sev- 
eral patterns  of  cycle  locks,  and  foot  rests, 
lamp  brackets  and  screw  drivers. 


BUNDY  LAMP  FOR  PHYSICIANS. 

In  the  accompanying  illustration  is  shown 
a  lamp  which  the  makers  claim  is  the  only 
perfect  and  safe  acetylene  gas  lamp  for 
physicians'  use  in  the  world.  It  is  as  safe 
to  burn  as  a  candle  and  is  designed  for  use 
in  examining  the  throat,  eye  or  ear  and  for 
delicate  surgical  operations  in  which  arti- 
ficial light  is  needed.  It  is  the  product  of  the 
factory  of  the  Frank  E.  Bundy  Lamp  Co.  of 
Elmira,  N.  Y.,  and  the  resemblance  to  the 
Bundy  gas  lamp  for  bicycles  is  at  once  ap- 
parent. The  drawing  shows  the  lamp  with 
the  reflector  and  burner  caip  removed  for 
placing  in  the  case.  The  actual  size  is  6% 
inches  high,  with  reflector  and  chimney  at- 
tached. The  lamp  and  reflector  complete  are 
put  up  in  a  handsome  leather  covered  case 
six  inches  long,  four  inches  high  and  two 
inches  wide  which  can  be  carried  in  the 
pocket.  The  generator  is  constructed  and 
operated  the  same  as  that  in  all  Bundy 
lamps.     The  burner  cap  is  intended  to  pre- 


C3 

The  Cr-cLC  AOL. 


vent  the  escape  of  gas  after  the  flame  has 
been  extinguished.  One  chargfe  or  "carblot" 
will  furnish  gas  for  one  hour. 


FAUBBR  REAR  FORK  DESIGN. 

W.  H.  Fauber  of  Chicago,  manufacturer 
of  the  Fauber  hanger,  has  been  granted  a 
design  patent  on  a  form  of  rear  fork  tube 
intended  for  use  in  two  or  three-crown 
frame  construction.  The  tube  is  cranked 
near  its  forward  end,  the  bend  being'  ap- 
proximately a  quarter  circle.  The  inner 
face  of  the  tube  in  front  of  the  bend  is  flat 


The  Cycle  Age  and  Trade  Review 


559 


To  Our  Patrons 

It  is  with  sincere  regret  that  we  announce  to  our 
friends  and  patrons  that  through  the  recent  total  destruction 
of  our  warehouse  and  stock  by  fire  we  are,  owing  to  the  late- 
ness of  the  season  and  our  inability  to  immediately  arrange  to 
take  care  of  your  orders,  obliged  to  discontinue  the  bicycle 
supply  business  In  so  doing  we  feel  that  there  are  many  of 
our  patrons  who  wish  to  hear  from  us  direct  concerning  the 
disposition  of  future  orders  that  would  in  the  due  course  of 
business  be  sent  to  us  for  goods  listed  in  our  1899  "G"  cata- 
logue, a  copy  of  which  was  recently  mailed  you 

It  is  therefore  with  great  pleasure  that  we  announce 
that  arrangements  have  been  made  whereby  your  future  orders 

will  be  filled  direct  by  the  Excelsior  Supply  Co.,  88  and 
90  Lake  Street,  Chicago,  to  whom  we  have  sold  our 

good  will. 

The  Excelsior  Supply  Company  have  the  largest  and 
most  complete  line  of  everything  for  the  bicycle  manufacturer 
and  dealer  in  the  country  and  have  facilities  that  are  unsur- 
passed for  the  handling  of  your  orders,  and  at  prices  that  are 
right  You  will  find  them  very  liberal  in  their  treatment  of 
you  and  we  bespeak  for  them  your  contiuued  patronage  and 
favors. 

In  closing  we  personally,  and  as  a  firm,  wish  to 
extend  to  you  our  most  hearty  thanks  for  all  past  favors  and 
regret  that  we  shall  not  in  the  future  be  in  a  position  to  enjoy 
your  continued  patronage.     Very  truly, 

MANUFACTURERS  &  MERCHANTS  WAREHOUSE  CO. 

Per  P.  P.  COOLEY,  Manager. 


560 


The  Cycle  Age  and  Trade  Review 


andi  the  flattened  side  extends  backward 
nearly  to  the  rear  end  of  the  fork,  the  D 
section  of  the  tube  there  gradually  taper- 
ing into  a  round  section  so  that  the  fork 
may  be  attached  to  round  a  thimble  on  the 
rear  end  lug  of  the  frame.  In  using  the 
fork  the  inner  flat  faces  of  the  straight  D 
section  portions  in  front  of  the  bend  in  each 
fork  iside  are  placed  together  and  the  two 
thrust  into  a  central  round  branch  project- 
ing from  the  hanger  bracket. 


TWO  WHITE  NOVELTIES. 

The  White  Bros.  Cycle  Co.,  616  North  Cali- 
fornia avenue,  Chicago,  is  introducing  the 
two  novelties  shown  in  the  accompanying 
illustrations.  The  first  is  a  loaded  brazing- 
cap,  which  renders  the  brazing  of  flush 
joints  on  a  flame  brazing  stand  absolutely 
secure.  The  cap  consists  of  a  box  of  thin 
pressed  brass  fllled  with  a  quantity  of  mixed 
spelter  and  flux  sufficient  to  braze  any  joint. 
The  cover  of  tihe  cap  is  of  light  sheet  steel 


and  has  projecting  from  it  light  metal  ex- 
panding springs  which  are  intended  to  hold 
the  cap  securely  in  place  inside  the  joint 
and  against  the  end  of  the  frame  lug 
branch.  The  cap  is  placed  in  the  joint  while 
the  frame  is  being  assembled,  and  when  the 
joint  is  heated  in  the  brazing  fire  the  orass 
box  will  melt,  allowing  the  spelter  and  flux 
inside  to  melt  and'  run  into  the  joint.  Cut- 
open  samples  of  jointsi  brazed  with  these 
caps  show  that  the  brass  after  leaving  the 
caps  flows  directly  down  between  the  tubing 
and  the  lug  branch. 

The  other  novelty  is  a  rear  fork  end  exten- 
sion, which  allows  the  use  of  a  30-inch  rear 
w^heel  n  a  frame  intended  for  ordinary  2S- 
inch  wheels.  It  is  attached  by  means  of 
two  square  shanked  bolts  which  pass 
through    the   rear  axle   slot    in    the   bicycle 


frame,  and  provides  by  means  of  the  verti- 
cal arc  shaped  axle  slot  for  an  adjustment 
of  drop  of  from  one-half  inch  below  the  cen- 
ter to  one  inch  above  the  center.  The  hard- 
ened steel  washers  which  are  supplied  with 
each  set  of  extension  ends  burr  into  the 
soft  steel  of  the  extensions  sufficiently  to 
prevent  the  wheel  axle  from  slippiag  out  of 
place  after  the  nuts  have  been  tightened. 
The  parts  are  nickeled  and  will  fit  any  style 
of  standard  rear  fork  end. 


ELnORE  BICYCLE  CATALOGUE. 

The  recently  issued  catalogue  of  the  El- 
more Mfg.  Co.  of  Clyde,  O.,  shows  four 
models  of  Elmore  bicycles.  The  flrst  two 
patterns  are  a  pair  of  men's  and  women's 
bicycles  listing  at  $40  each  and  representing 
the  company's  best  effort  to  produce  a 
strictly  first-class  ibicycle  at  a  moderate 
price.  A  feature  of  Elmore  hubs  is  the 
axle  nut  construction.  The  nuts  are  cap 
nuts  and  have  neat  conical  heads  which 
give  them  a  very  characteristic  and  tasty 
appearance.  The  frames  have  flush  joints 
throug<hout  and  are  regularly  enameled  in 
plain  black,  though  maroon,  green,  orange 
and  blue  are  offered  as  options.  Hartford 
and    Morgan   &   Wright    tires    are    supplied. 

The  two  cheaper  models  list  at  $30  each 
and  while  they  follow  in  general  lines  the 
construction  of  the  higher  priced  machines 
they  differ  enough  in  certain  points  and  in 
equipment  to  allow  them  to  be  sold  at  the 
lower  flgure.  The  finish  on  these  patterns 
is  decorated.  The  rims  are  natural  wood 
color  with  zebra  stripe.  At  a  slight  addi- 
tional charge  any  of  the  Elmore  models 
will  be  fitted  with  the  Hall-Moore  roller 
sprocket  and  chain. 


of  Kenosha.  Wis.,  have  been  sustajned  in  the 
French  courts  and  an  infringer  has  been  or- 
dered to  pay  fifty  francs  damages  for  each 
infringing  lamp  sold  and  the  costs  of  the 
proceeding. 

THE  inPERIAL  COMPANY  AND  FIXTURES. 

Interest  in  ohainless  bicycles  was  not 
stronffly  manifested  until  very  late  in  '98,  so 
late  that  it  would  have  been  impossible  for 
manufacturers  who  had  not  made  previous 
preparations  to  devise  a  chainless  mechan- 
ism and  get  their  toiols  ready  in  time  for  '99 
business.  This  was  a  very  serious  problem, 
and  one  praotioal  solution  was  offered  by 
Charles  H.  Metz,  well  known  as  president 
and  general  nxanager  of  the  Waltham.  Mfg. 
Co.  and  as  inventor  of  the  Dunlop  tire,  the 
center  bearing  pe'dlal  and  numerous  imiprove- 
ments  connected  with  bicycles  and  automo- 
biles, including  a  new  compensating  gear  for 
automobiles  which  has  just  been  patented. 

For  the  past  two  years  Mr.  Metz  and  the 
experts  in  his  experimental  department  have 
been  experimenting,  improving  and  perfect- 
ing various  chainless  devices  which  have 
culminated  in  a  patented  chainless  mechan- 
ism entirely  different  both  in  appearance  and 
construction  from  any  that  had  been  pre- 
viously produced. 

The  most  ajpparent  feature  in  this  mech- 
anism is  that  instead  of  running  the  trans- 
mitting shaft  inside  the  right  rear  stay,  two 
rigiht  rear  stays  are  used,  connected  in  front 
by  the  crank  bracket  and  in  the  rear  by  a 
specially  devised  yoke  forming  a  complete 
looro.  The  transmitting  shaft  runs  between 
the  stays,  and  the  shaft  and  gears  are  en- 
tirely inside  this  loop.  This  construction 
gives  the  appearance  of  three  tubes  instead 
oif  one.  It  has  a  very  distinctive  appearance 
and  is  readily  recognized  even  at  a  distance. 
The  advantages  claimed  are  greater  rigidity, 
saving  of  weight  and  simplicity  of  adjust- 
ment. The  transmitting  shaft  can  be  taken 
out  of  the  machine  without  removing  the 
s-ears.  It  also  has  special  gear  case,  ad- 
justments for  front  and  rear  gears,  special 
rear  hub.  rear  axle,  etc..  patents  for  all  oif 
which  have  either  been  allowed  or  are  pend- 
ing. „         ,  ^ 

These  oatents  have  all  been  transferred  to 
the  Imperial  Company,  which,  instead  of  li- 
licensing  the  manufacturers,  will  make  and 
sell  a  complete  fixture  consisting  of  crank 
bracket,  rear  stays  and  rear  connections- 
brazed  and  finished  ready  for  enameling— 
cranks,  crank  axle  and  bearings,  rear  hub, 
rear  axle  and  bearings,  and  gear  cases,  nick- 
eled, buffed  and  assembled.  With  this  fix- 
ture any  manufacturer  can  make  a  chain- 
less model  without  additional  tools  and  can 
turn  out  finished  chainless  bicycles  within 
a  few  days  after  receiving  the  fixtures.  The 
Imperial  Fixture  is  suitable  for  a  S'ager, 
bevel,  spin  roller,  or  in  fact  almost  any  gear, 
but  the  Imperial  Company  is  at  present  con- 
fining its  attention  entirely  to  fixtures  for 
the  roller  pin  gears. 

The  Imperial  Fixture  first  made  its  ap- 
pearance last  October,  when  Major  Taylor, 
on  a  bicvcle  fitted  with  Sager  gears  and  Im- 
perial Fixtures,  lowered  all  the  world's  rec- 
ords from  one-quarter  mile  to  two  miles,  in- 
cluding the  much  coveted  mile  record.  Tliere 
is  no  dioubt  that  this  success  had  a  great 
deal  to  do  with  the  largely  increased  mterest 
in   the  ohainless  bicycle. 

The  Imiperial  Company  has  its  offices  at 
620  Atlantic  avenue,  Boston,  opposite  the  new 
Boston  Terminal.  Tbe  work  is  at  present  be- 
ing done  in  the  factory  of  the  Waltham  Mfg. 
Co  and  some  other  factories  in  the  vicinity 
of  Boston.  The  company  expects,  however, 
to  have  a  plant  of  its  own  for  the  manufac- 
ture of  chainless  fixtures  and  other  accesso- 
ries for  bicycles  and  automobiles  m  the 
near  future.  ,        ,  ^       ^ 

The  company  has  already  closed  contracts 
with  about  twenty-five  leading  manufactur- 
ers for  the  season's  supply  of  fixtures  for 
their  Sager  chainless  models. 

W  r>  Gash,  who  has  been  associated  with 
Mr  Metz  for  several  years  as  manager  of 
the  Chicago  branch  of  the  Waltham  Mfg. 
Co.  and  later  as  manager  oi  the  Boston 
branch  of  the  same  company,  is  the  mana- 
ger of  the  Imperial  Company. 


WORLD  BICYCLES  ABROAD. 

Arnold  Schwinn  &  Co.,  240  West  Lake 
street,  Chicago,  makers  of  the  World  bicy- 
cles, report  that  orders  for  its  higher  priced 
machines,  the  $50  Worlds  and  the  $100  tan- 
dems, are  greatly  in  exce;>s  of  those  for  its 
cheaper  models.  The  company  is  now  fill- 
ing an  order  from  Norway  for  284  bicycles 
of  the  $50  pattern.  The  catalogue  recentlj' 
issued  by  Arnold  Schwinn  &  Co.  is  attrac- 
tive and  readable  and  fully  up  to  the  artis- 
tic standard  which  has  been  maintained  in 
the  past  by  this  firm. 


patterns  both  for  'bicycles  and  carriages,  are 
by  no  means  new  to  the  tire  making  indus- 
try. Three  patterns  of  Fisk  cycle  tires  are 
shown  in  the  recently  issued  catalogue  of 
the  company.  They  are  a  light  roadster,  a 
roadster  and  a  racing  tire.  The  Olympia 
tire,  also  made  'by  the  Fisk  company,  is  of 
a  cheaper  grade  than  the  others,  but  is 
strong,  durable  and  repairable  and  is  fully 
guaranteed.  

^-  ."^TYPE  OF  ENGLISH  OIL  LANTERN. 

The  illustrations  below  show  the  general 
design  and  some  of  the  convenient  features 
of  an  oil  lamp  now  selling  in  the  English 
market  and  which  is  both  very  practically 


^^^yri/:  /^o/^ 


designed  and  very  handsomely  made.  It  is 
manufactured  by  the  Lucas  &  Sons  Co.  and 
possesses  the  notable  advantage  that  all  of 
its  parts  can  be  reached  for  cleaning  or 
other  purposes  very  readily  and  without  re- 


moving the  lamp  from  the  lamp  bracket  of 
the  bicycle  to  which  it  is  attached,  or  de- 
taching the  several  members.  The  front 
part  of  the  lamp  body  and  lens  can  be 
reached    from   both    the  inside   and    out   by 


SOLAR  PATENTS  SUSTAINED  ABROAD. 

The  E.  L.  Williams  patents  coverinig  the 
Solar  acetylene  'bicycle  lamp  manufactured 
and  controlled  by  the  Badger  Brass  Mfg.  Co. 


FISK  TIRE  CATALOGUE. 

While  the  name  Fisk  is  comparatively  new 
to  the  tire  trade,  the  parties  interested  in 
the  Fisk  Rubber  Co.  of  Chicopee  Falls, 
Mass.,  which  makes  the  Fisk  tire  in  several 


releasing  the  spring  catch  at  one  side  of 
the  frame,  and  the  entire  body  of  the  lamp 
being  hinged  to  the  oil  reservoir,  it  can  be 
turned  down,  exposing  the  back  part  of  the 
combustion  chamber,  the  burner  and  the  re- 
flector.   

HANDSOME  CLEVELAND  BROCHURE. 

As  H.  A.  Lozier  &  Co.  of  Cleveland-  are 
justly  proud  of  their  line  of  Cleveland  bicy- 
cles, so  may  they  be  justly  proud  of  their 
newly  issued  catalogue,  for  from  its  strik- 
ing colored  cover  to  its  last  page  of  Bart- 
lett-made  illustrations  and  catchy,  sensible 
reading  matter  is  it  a  work  of  art  both 
from  a  designer's  and  an  advertiser's  stand- 
point. It  is  replete  with  high-grade  illus- 
trations, showing  the  many  distinctive  me- 
chanical features  of  the  Cleveland,  and  the 
various  models  of  bicycles  composing  the 
company's  line  are  shown  in  groups  and 
singly  in  a  manner  sure  to  convince  the 
reader,  had  'he  any  doubts  before,  that  the 
Cleveland  bicycle  has  merit  which  none  can 
gainsay. 

AN  ADVANTAGE  IN  BUYING. 

The  New  Brunswick  Rubber  Co."  has  one 
obvious  advantage— its  relations  with  the 
United  States  Rubber  Co.  are  very  close. 
Tlie  United  States  Rubber  Co.  is  the  largest 
rubber  manufacturing  and  consuming  com- 
pany in  the  world.  It  is  estimated  that  It 
consumes  fully  one-half   of  the  crude   rub- 


The  Cycle  Age  and  Trade  Review 


561 


r  FORK  CROWNS  r 


FOR 


FRONT  AND  REAR 

CONTINUOUS  FORKS 


/ 


V 


We  are  ready  to  deliver  our  New  Crown  for  Continuous  Forks.     It  is  the  Strongest, 
Handsomest  and  Most  Practical  Crown  of  its  kind  on  the  market. 


TAPER  GAUGE 

CONTINUOUS 

FRONT  AND  REAR  FORKS 

IN  SEVERAL  DIFFERENT  PATTERNS. 

Write  for  our  1899  catalogue  of  Front  and  Rear  Fork 

Sides,  Stays,  Fork  Stems,  Bent  Tubes,  etc. 

Also  catalogue  and  price  list  of 


Shelby  Seamless  Steel  Tubing 


SHELBY  STEEL  TUBE  COMPANY 

Genefal  Sales  Office:    CLEVELAND,  OHIO,  U.  S.  A. 

BRANCH    OFFICES  AND    WAREROOMS : 


CHICAGO,  J35  Lake  Street. 

"Surprise,"  CLEVELAND. 


NEW  YORK,  J44  Chambeis  Street. 


TELEGRAPHIC   ADDRESSES ; 
"Surprise."  NEW  YORK.  "Surprise,"  CHICAGO. 


BIRMINGHAM,  ENG.,  29  Constitution  Hill. 

"Surprise,"  BIRMINGHAM. 


562 


The  Cycle  Age  and  Trade  Review 


ber  brought  into  the  United  States,  and 
about  one-quaxter  of  the  entire  crude  rubber 
output  of  the  worldL  This  means,  of  course, 
that  the  United  States  Rubber  Co.  can  buy 
its  crude  rubber  at  the  lowest  possible  rates, 
and'  the  New  Brunswick  Co.  buys  its  crude 
rubber  through  the  United  States  Rubber 
Co.,  getting  the  same  price.  The  saving 
thus  effected  can  revert  to  the  purchaser  of 
its  tires  in  lower  prices  or  better  quality. 


ent  models  of  Thomas  bicycles  and  pre- 
sents a  substantial  appearance  in  keeping 
with  the  reputation  which  has  been  accord- 
ed the  machines  made  by  this  company. 


COLTON  COnPANY  FORGING  AHEAD. 

The  Colton  Cycle  Co.  of  Toledo,  O.,  has 
secured  the  services  of  A.  K.  H'off,  who  has 
for  years  been  connected  respectively  with 
the  Maumee  Mfg.  Co.,  Yost  Mfg.  Co.  and 
Mackintosh-H'untington  Co.  He  is  thorough- 
ly posted  in  the  trade  and  will  be  invaluable 
to  the  Coition  company  as  local  sales  mana- 
ger in  Toledo.  The  company  is  altering  and 
decorating  its  salesroom  with  the  end  in 
view  of  m-aking  it  one  of  the  m'ost  attracUve 
in  the  central   states. 

The  Colton  factory  is  at  present  very  full 
of  business,  having  contracted'  for  practically 
its  entire  output,  which  will  consist  of  thi-ee- 
crown  and  regular  frame  machines  with 
either  2S  or  30-inch  wheels  and  an  attractive 
line  of  .iuvenile  machines.  Good  business  is 
reported  on  all  these  lines. 


BULLIS  GEAR  READY  FOR  THE  TRADE. 

The  Bullis  Ball  Gear  Company  of  Roches- 
ter NY,  has  arrived  at  the  point  where  it 
is  able  to  supply  its  ball-roller  gear  and 
chainless  mechanism,  which  has  been  de- 
scribed in  these  columns,  to  the  traae.  In 
outward  appearance  the  machines  to  which 
this  gear  is  fitted  resemble  very  closely  those 
chainless  machines  of  the  bevel-gear  lyP.ft— 
such  as  the  Spalding— in  which  the  '^'■ivmg 
gear  is  in  the  same  plane  as  the  wheels  with 
the  casing  brazed  to  the  frame  tubing.  The 
Bullis  company  sells  its  mechanism  ready 
to  be  joined  by  brazing  at  the  lower  front 
tube,  the  seat  mast  and  the  upper  rear  forks, 
the  mechanism  including,  as  it  is  sold,  the 
one  piece  hanger  and  gear  casing  with  frame 
lugs,  the  transnaitter  shaft  and  lower  rear 
stay,  the  rear  hub  (of  the  Thor  patter al  and 
complete  set  of  gears. 


LARGE  LINE  OF  PARTS  AND  SUNDRIES. 

The  Condon  &  Ferry  Co.,  569  Broad  street, 
Newark,  N.  J.,  shows  in  its  catalogue  one 
of  the  most  complete  line  of  cycle  sun- 
dries, fittings  and  general  equipment  and 
building  supplies  that  has  been  catalogued 
for  some  time.  The  goods  listed  are  not 
limited  to  the  product  of  one  firm  in  each 
line  the  company  jobbing  the  product  of 
many  firms  making  standard  articles,  and 
in  several  instances  handling  numerous 
makes  of  certain  particular  articles.  The 
company  aliso  handles  a  full  line  of  sport- 
ing goods,  being  one  of  the  largest  sporting 
goods  houses  in  the  east. 


NATIONAL  CEMENT  &  RUBBER  CO.   GROWING. 

All  necessary  arrangements  in  tbe  way  of 
additional  machinery,  etc.,  for  tripling  the 
productive  capacity  of  the  National  Cement 
&  Rubber  Co.  of  Toledo  have  been  made,  and 
on  and  after  March  10  this  company  will  be 
prepared  to  fill  and  ship  all  orders  for  goods 
on  tlie  day  the  orders  are  received.  This  is 
an  indication  of  the  remarkable  energy  that 
has  in  a  few  years  built  up  the  business  of 
this  young  concern  until  it  now  occupies  one 
of  the  foremost  positions  in  the  country  in 
its  especial  fieldL 


CHASE  TIRES inPROVED.  | 

Believing  in  the  efficacy  of  the  small  fold- 
er as  an  advertising  medium,  L.  C.  Chase  & 
Co  are  now  sending  to  the  trade  two  such 
circulars,  calling  attention  to  the  past  suc- 
cess of  Chase  tires  and  to  the  recent  im- 
provements in  their  manufacture.  One  of 
the  circulars,  which  bears  the  title  "Facts 
and  Figures,"  is  a  business  reminder  to 
dealers  that  Ohase  tires,  besides  possessing 
ungainsaid  merit,  are  sold  at  cash  prices 
which  are  very  low,  considering  the  grade 
of  the  material  and  manufacture. 


inPROVED  CYCLE  REPAIRING  TOOLS. 

Under  the  caption,  "Ten  Good  Tools,"  the 
New  England  Supply  Co.  of  Keene,  N.  H., 
tells  in  a  twenty-page  illustrated  folder  the 
utility,  merits  and  advantages  of  its  line  of 
appliances  for  up  -  to  -  date  bicycle  repair 
shops.  The  ten  tools  mentioned  are  the 
wheel  assembling  jig,  rim  drill,  assembling 
jack,  wheel  repair  and  truing  stand,  frame 
enameling  stand,  tube  straightener,  frame 
straightener.  rim  spacer,  bench  wtieel  tru- 
ing stand,  crank  and  axle  straightener,  and 
foot  power  emery  wheel  grinding  machine. 


THOnAS  CATALOGUE  READY. 

The  Thomas  Mfg.  Co.  of  Springfield,  O.,  Is 
now  readv  with  its  new  catalogue,  which  is 
being  mailed  to  the  trade.  The  catalogue 
contains  a  very  complete  illustrated  de- 
scription   of  the   construction  of   the   dlffer- 


RUSS  TWO-PIECE  RIM. 

The  Russ  Rim  Co.  of  Buffalo,  N.  Y.,  is 
manufacturing  and  placing  upon  the  mar- 
ket a  two-piece  rim  of  new  construction. 
The  sectional  view  herewith  shows  the  form 
of  the  joint  between  the  two  parts  of  the 
rim.     The  corresponding  annular  curved  de- 


THtCYlU  ^oc 


pressions  and  ridges  insure  a  tight  and 
secure  union  under  all  circumstances,  and 
the  direction  of  the  grain  of  the  wood  in 
the  two  sections  being  across  each  other, 
the  rigidity  of  the  rim  and  its  ability  to  re- 
sist twisting  strains  is  materially  increased. 
The  rims  are  highly  finished  and  if  desired 
are  furnished  with  broad  colored  stripes. 
Some  patterns  are  also  made  in  V  section, 
to  meet  the  demand  that  is  now  quite  strong 
for  that  form  of  rim  section. 


STEBBINS'  HANGER  CONSTRUCTION. 

The  illustration  below  shows  the  construc- 
tion of  the  hanger  made  by  the  Stebbins 
Mfg.  Co.  of  Springfield,  Mass.,  and  on  which 
G.  P.  Jones  was  lately  granted  a  patent, 
which  was  assigned  to  the  Stebbins  com- 
pany. The  cranks  and  axle  are  of  that 
form  of  two-piece  design  in  which  the  di- 
vision is  at  the  center  of  the  axle  and  the 
union   formed  'by   the  wedging  of  the  parts 


inside  of  a  surrounding  sleeve.  The  adja- 
cent ends  of  the  axle  sections  are  corre- 
spondingly beveled  and  on  one  section  near 
its  end  is  an  annular  projection  which  en- 
gages an  annular  groove  in  the  sleeve.  As 
the  axle  sections  do  not  fit  the  sleeve  tight- 
ly, the  section  bearing  the  lug  may  be 
tipped  slightly  while  thrusting  it  into  the 
sleeve  so  that  there  will  be  passage  room 
for  the  lug  till  it  reaches  the  engaging 
groove.  The  sleeve,  secured  at  one  end  to 
the  sprocket  hub,  is  internally  threaded  at 
the  other  to  match  threads  cut  on  the  left 
axle  end.  Thus  when  the  two  sections  are 
placed  together  In  the  sleeve  the  latter  may 
be  turned  In  relation  to  the  cranks  and 
the  shaft  sections  drawn  together,  the  an- 
nular lug  on  the  rig'ht  axle  part  prevent- 
ing longitudinal  movement  in  the  sleeve. 


A  STEARNS  PENETRATES  TO  KLONDIKE. 

To  Miss  Lotta  Burns  of  Seattle  belongs 
the  honor  of  taking  into  the  Yukon  country 
the  first  ladies'  (bicycle  to  arrive  there.  She 
exhibited  the  machine,  which  was  a  Stearns 
that  she  had  purchased  in  San  Francisco,  at 
the  various  points  along  the  big  river  of 
the  North  and  very  amusing  were  the  re- 
ceptions  accorded   her  by  the  Indians. 


BOSTON  SELECTS  ST.  LOUIS  VEHICLE. 

The  electric  construction  division  Oif  the 
Public  Buildings  departmient  of  Boston, 
Mass..  after  the  examination  of  a  number  of 


motor  vehicles,  has  placed  an  order  with  the 
St.  Louis  Gasoline  Motor  Co.  for  a  sample 
gasoline  vehicle  tO'  be  used  by  the  inspector 
of  that  department  in  going  about  the  city  in 
the  performance  of  his  duties. 


DESIGN  PATENT  FOR  STEARNS. 

The  form  of  rear  fork  construction  used 
in  Stearns  bicycles  is  now  covered  by  a  de- 
sign patent  recently  granted  to  E.  C. 
Stearns,  of  E.  C.  Stearns  &  Co.  of  Syra- 
cuse, N.  Y.  In  the  construction  patented 
both  fork  tubes  are  of  tapering  elliptical 
form,  with  the  longest  diameter  of  the 
ellipse  placed  vertically.  The  left  fork  tube 
runs  in  a  straight  line  from  the  hanger  to 
the  rear  end  lug,  but  the  right  tube  is 
cranked  inwardly  just  back  of  the  cross 
brace  to  allow  for  sprocket  clearance. 


BUNDY  LAMP  POSTER. 

The  Frank  E.  Bundy  Lamp  Co.  of  Elmira, 
N.  Y.,  is  sending  out  a  new  hanger  advertis- 
ing the  Bundy  acetylene  gas  lamp.  The 
hanger  is  lithographed  in  colors  and  shows 
a  night  scene  in  which  abundant  lighting 
of  a  dark  street  is  afforded  by  the  Bundy 
lamps  on  the  machines  of  a  couple  of  cycl- 
ists and   on  the  carriage   of  a   hackman. 


TRADE  NOTES. 

The  Shelby  Cycle  Co.,  of  Shelby,  O.,  ship- 
ped three  carloads  of  bicycles  to  Paris  last 
week. 

The  Eclipse  Bicycle  Co.  of  Elmira,  N.  Y., 
recently  received  an  order  for  about  forty 
bicycles  from  the  island  of  Trinidad. 

The  Black  Mfg.  Co.  of  Erie,  Pa.,  is  work- 
ing 700  men  double  turn,  and  recently  refused 
an   export   order   for  20,000  machines. 

The  Remington  agency  in  Philadelphia, 
formerly  in  the  hands  of  George  Foley,  has 
been  transferred  to  Shannon,  the  Market 
street  hardware  man. 

George  W.  Helmer  is  representing  A. 
Featherstone  &  Co.,  of  Chicago,  in  Mexico, 
where  he  is  appointing  agents  in  the  various 
commercial  cities  of  the  republic. 

Guy  L.  Bunch  is  about  to  open  a  first-class 
bicycle  store  and  repair  shop  in  Raleigh, 
N.  C,  and  desires  prices  and  discounts  on  bi- 
cycles and  specialties  from  manufacturers. 

The  A.  J.  Lucia  Cycle  Co.,  of  Green  Bay, 
Wis.,  is  opening  a  large  bicycle  and  sport- 
ing goods  emporium  in  a  new  store  recently 
leased.  Bicycles  of  home  manufacture  will 
be  handled. 

The  Garland  Cycle  Co..  of  Waterloo,  la., 
is  getting  ready  for  a  prosperous  business, 
it  having  already  started  on  a  lot  of  300 
machines  to  be  ready  when  local  trade  opens 
in  the  spring. 

W.  S.  Cranmer  of  Cedar  Run,  N.  X,  cata- 
logueis  four  patterns  of  bicycles — a  pair  each 
of  Cranmer  and  Favorite  machines.  The 
Cranmer  models  list  at  $25  each  and  the 
Favorite  at  $35. 

The  National  Cement  &  Rubber  Mfg.  Co. 
of  Toledo  is  proud  of  the  fact  that  while  a 
comparatively  young  concern  its  business  in- 
terests are  not  now  limited  to  this  country. 
It  states  that  it  constantly  ships  goods  to 
almost  every  civilized  country  on  the  glgTbe. 

The  Hollenbeck  Saddle  Co.  of  Syracuse 
has  engaged  Archie  Hughes  of  Syracuse  to 
act  as  general  traveling  representative.  Mr. 
Hughes  is  very  well  known  and  popular  in 
the  trade,  having  been  connected  with  W. 
D.  Andrews,  the  largest  bicycle  dealer  of 
Syracuse. 

The  National  Sewing  Machine  Co.  of  Bel- 
videre.  111.,  is  rapidly  extending  its  export 
business  in  Eldredge  and  Belvidere  bicycles. 
A  fortnight  ago  a  shipment  of  250  machines 
was  made  to  Paris  to  fill  an  order,  and  an 
order  was  recently  received  from  Milan,  It- 
aly, for  forty  bicycles. 

E.  H.  Ehrman  of  Walker  &  Ehrman.  Chi- 
cago, hais  been  granted  a  patent  on  the 
Walker  &  Ehrman  seat  post  clamp.  The 
expander  has  a  direct  binding  action,  the 
post  being  tig-htened  by  screwing  the  actu- 
ating nut  downward  to  force  a  taper  sleeve, 
against  whose  top  it  binds,  into  a  taper 
seat  formed  between  the  outside  shell  of  the 
expander  and  the  seat  post. 


Seeks  Hints  from  Employes. 

The  Overman  Wheel  Company  has  a 
novel  method  for  obtaining  suggestions 
for  the  operation  of  the  minor  phases  of 
its  business  from  its  employes.  It  offers 
cash  for  such  suggestions  as  will  lead  to 
improvements.    Boxes  are  placed  in  each 


The  Cycle  Age  and  Trade  Review 


563 


room  in  the  factory  and  blanks  are  pro- 
curable for  those  who  desire  to  offer 
hints.  Any  suggestion  which  may  be  used 
by  the  company  with  profit  or  which  in 
any  way  will  facilitate  the  work  in  the 
factory  is  liberally  paid  for.  Some  such 
stimulus  as  this  is  needed,  for  in  many 
cases  the  employes  are  in  considerable 
fear  of  the  foremen,  who  are  contractors, 
and  naturally  they  do  uot  desire  to  run 
counter  to  their  interests,  for  by  sug- 
gesting methods  by  which  work  could  be 
turned  out  more  economically  than  at 
present  the  tendency  would  be  to  reduce 
the  contractor's  profits  and  make  the  po- 
sition of  the  one  giving  the  hint  insecure. 
The  scheme  has  been  in  operation  for  a 
month.    Awards  are  made  once  a  month. 


TO  IMPROVE  DISTRICT  ROADS 


Plan  to  Use  Worn  Granite  Blocks   and  Asphalt  on 
Plain  Arteries  Leading  Into  Wasliington. 

Washington,  Feb.  27. — The  wheelmeu  of 
Washington  are  greatly  interested  in  a 
recommendation  made  by  the  Board  of 
Commissioners  relative  to  the  roads  lead- 
ing out  of  the  city.  Several  of  these 
roads  have  such  a  large  traffic  that  ma- 
cadam seems  to  be  insufficient  to  stand 
the  wear  and  the  commissioners  recom- 
mend that  granite  blocks  from  the  streets 
within  the  city  be  removed  and  used 
upon  the  country  roads.  The  surface  of 
these  highways  need  not  be  more  than 
30  feet  wide,  and  if  the  granite  blocks 
were  used  to  pave  a  10-foot  strip  on  either 
side  it  is  believed  this  portion  of  the 
road  would  be  practically  removed  from 
the  cost  of  maintenance.  A  10-foot  strip 
of  asphalt  or  asphalt  block  laid  down  in 
the  middle  would  give  a  smooth  way,  the 
cost  of  maintaining  which  would  be  no 
greater  per  square  yard  than  the  cost  of 


keeping  in  repair  the   same  amount   of 
macadam  roadway. 

There  are  207  miles  of  suburban  streets 
and  country  roads  to  be  cared  for  and 
Congress  appropriates  only  $241.54  per 
mile  for  maintenance.  This  is  insuffi- 
cient and  as  a  result  the  roads  are  in  any- 
thing but  good  coEdition.  Wheelmen 
hope  that  the  above  suggestion  will  be 
carried  out  and  they  will  urge  early  ac- 
tion in  the  matter. 


MISCELLANEOUS. 

AdTeTtisements  onder  this  head  6  cents  per  word  first 
Insertion,  8  cents  per  word  each  Insertion  thereafter.  Cash 
with  order.  Express  orders,  postofBoe  orders,  or  stamps 
received. 


WANTED 


WANTED— Salesman  to  carry  complete  line  of 
blcycie  suudiies  on  commission.  Clark,  Horeocks 
&Co.,Utica,  N.  Y. 

WANTED— Already  established  wholesale  bi- 
cycle dealer,  in  the  Netherlands,  will  take  on  a  few 
more  choice  American  lines  of  sundries  to  job  in  con- 
nection wl.h  regular  trade.  Mail  catalog  and  export 
quotations.  Satfsfactory  American  references  eiven 
if  business  results.  J.  C.  Van  Oudenallkn,  From- 
bergstraat  No.  2,  Arnhem,  Holland.  2 

WANTED— A  mechanical  engineer,  having  made 
the  horseless  carriage  a  studv,  des-in  s  a  position  as 
salesman  or  mechanical  engine  er.  Has  Important 
improvements  and  inventions  he  wishes  to  carry  out. 
Has  a  good  technical  and  practical  training  in  me- 
chanics; eighteen  years'  experience  with  electric,  gas- 
oline and  steam  motors.  Address  Adtomobile,  care 
Cycle  Age.  1 

WANTED— Salesmen  and  traveling  men  to  take 
ordtrs.  Address  Chas.  A.  BRArcHLEE,  Mir.  Hollow 
Needle  Tire  Mender,  C  anton,  Ohio.  1 


FOR  SALU 


TO  EXCHANGE— 100  Feamless  forksides  to  ex- 
change for  sundries.    Box  564,  Louisville,  Ky. 


CI^OSING  OTTT  SAI,E—  Until  closed  out,  we 
shalloffe  the  following:  600pairsflnished,  flatcranks, 
reeular  thread,  rights  and  lefts,  at  20c  per  pair,  6  in.; 
2200  pairs  brazed  forksides  1%  in.,  lOc;  3o0  pairs  brazed 
forksides  %  in.,  10c;  4360  seat  post  forgings,  2c  each; 
630  crown  forglugs,  2c  each:  2700  pairs  upper  back 
stay  forgings,  Ic  each;  2200  lower  adjustm  nt  forg- 
ings,  13^c  each.  Cortlaid  Carriage  Goods  Co., 
Cortland,  N.  Y. 

FOR  SAI,E— 500  up-to-date  '98  wheels  In  lots  of  25 
or  more.  Bargain  for  spot  cash  buyers.  Address  Box 
472,  Canton,  Ohio.  2 


OUR  CATALOGUE 


,.OF... 


Temple 
Bicycles 


READY. 


15  riodels  in  all.     Chalnless,  3-crown 
machines.     28  and  30-iach  wheels. 

PDI^prCare    made    at   "Net  fixed 
J^^J,J,^j^,~^^ wholesale  prices, ' ' 

I    ETCC  Saddle,    Pedals,    Tires   and 

Fittings  are  quoted  separately  at  fac- 
tory cost— Every  style  and  price  of 
Saddle,  Pedals  and  Tires  for  your 
choice  if  yon  want  them. 
Quality  and  PRICE  beats  any- 
thing out. 


(I 


GIMME  A  TRY"^^ 


The  Ralph  Temple  Co. 


82  Lake  Street, 


CHICAGO. 


SOUTHERN 


REPAIRMEN^ 
RIDERS  ^^^^ 


.  OUR  .  .  . 


'99  CATALOGUE 

IS  READY. 

Biggest  line  of  Cycles  and  Sundries  to  be  found  in  the  Gulf  States.    Are 
you  on  our  mailing  list? 

Abbott  Cycle  Company.  Ltd.  wholesale  dealers 

N£W  ORLEANS,  LOUISIANA. 

The  Manhattan  and  Hendrickson 

P  V  o  fr"  itzckfc^  P**-  ^°  United  States, 

d  A.CI  Cl^Cl  d.  • .  England  and  Germany. 

A  Complete  Home  Gymnasium  with 
book  of  Instruction. 

HANHATTAN.  HENDRICKSON. 

No.  1.  45  cents  each ,  extra  light . .  No.  11,  $1. 25  e>ich. 

No  2, 50  cents  each,  light  No  12,    1.50 each. 

No.  3,  60  cents  each,  .medium  . . .  No.  13,    2  00  each. 

No.  i.  75  cents  each,  .heavy No.  14i    2..50each. 

No.  5,90centseach.  .extraheavy..No.l5,   SOOeach. 

They  are  a  paying  side  line  for  bicycle  stores.  Any  of 
the  above  Exercistrs  mailed  to  any  part  of  the  United  States 
on  receipt  of  above  prices. 

Write  for  our  wholesale  discounts  and  proposition  to 
consign  you  a  stock 

We  want  an  agent  in  every  town  and  city  in  the  United 
States.— L.  A.  W.  riembers  Preferred. 


We  Quote 

an  extract  from  a  catalogue  just  at  hand  of  a  well  known  manufacturer  of  the  bevel 
gear  type  of  chainless  bicycles,  on  the  necessity  of  ADJUSTMENT  in  all  forms  of 
gears. 

•'The  reader  Is  doubtless  a  bicycle  rider  and  the  possessor  of  a  first-class  bicycle, 
having  ball  b  arings,  pf?rfect  bearings.  The  balls  hard  asslassand  the  cones  and 
cups  properly  tempered.  The  bearings  doubtless  run  periectlv,  give  satisfa>tion. 
and  are  as  good  as  can  be  made.  DID  YOU  EVER  ADJUST  THOSE  BEARINGS? 
Would  you  buy  a  bicycle  having  no  provision  for  the  adjustment  of  its  bearings? 
Would  you  buy  a  chainless  bicycle,  whose  gears  are  pins  or  rollers,  with  no 
provision  for  adjustment  or  taking  up  the  wear,  because  you  were  told  that  no 

wear  will  occur  and  no  provi° 


sion  is  necessary?  Wnat  a  fine 
rattle  trap  you  would  have  in 
the  course  of  six  months!  Ball 
bearings,  universally  used  In 
cycle  construction,  and  recog- 
nized by  everybody,  mechani- 
cal or  un-me:hanical,  as  being 
the  perfection  of  simp  icity  and 
durability,  minimizing  "  fric- 
tiofl.  wear  and  trouble,  require 
adjustment,  as  is  well  known. 
Any  piece  nf  mechanism  that 
performs  work  or  transmits 
power  will  sooner  or  later  re- 
quire artjustment,  if  used  at  all, 
and  when  said  adjustment  is 
not  provided  for,  the  so  called 
mechanism  is  simply  a  trap." 


NOW  READ 


our  advertisement  in  this  paper  of  February  2nd  and  draw  your  own  conclusions  as 
to  the  superiority  of  the  BuUis  Ball  Gear  over  all  others. 

"What  Would  you  think  of  a  Bearing  Without  an  Adjustment?" 

All  forms  of  roller  gears  are  in  this  class  but  ONE— The  BuUis  Ball  Gear.  "The 
Ball  Bearins  Gear"  has  an  independent  adjustment  I'f  every  ball  and  cone.  No 
rattle.    Purely  rolling  contact.    Friction  eliminated.    Write  us. 

THE  BULLIS  BALL  GEAR  COMPANY, 

38  East  Ave.     353=355  East  Main  Street,      =      Rochester,  N.  Y. 


MANHATTAN. 


MANHATTAN  WEB  CO., 
Cor,  Grand  &  Market  Place,  =    New  York  City. 


General  Western  Agents— Excelsior  Supply  Co.,  88-90  Lake  St..  Chicago. 
Gulterman  &  Eosenfeld  Co.,  35  S  William  St.,  New  York;  35  36  Aldermanbxiry,  Lon- 
don, E.  C,  Foreign  Representatives. 
Munger  &  Dickinson,  203  Broadway,  New  York  Agents. 
R.  C.  Stevens,  804  Arch  St.,  Philadelphia  (Pa.)  Agents. 
Charles  H.  Weld,  Mfrs.  Agent,  Marshall,  Mich. 


The  Cycle  Age  and  Trade  Review 


ADJUSTABLE 


ALL    RIGHT 


SEAT  POST 

CLUSTER 


One  angle  for  all  heights  and  lengths  of  frames 

NOW  READY 

MAXIM  MFG.  CO. 

MILWAUKEE,  WIS. 


Liquid 

Brazina 
Crucibles 


All  sizes  and  shapes  as  required 
to  fit  any  make  of  furnace, 
made  by  the  original  makers 
of  brazing  crucibles  and  the 
largest  and  oldest  manufactur- 
ers of  plumbago  or  graphite 
crucibles  in  the  world. 


JOSEPH  DIXON  CRUCIBLE  CO.. 
Jersey  City,        ...      New  Jersey. 


Do  you  want'NEW 
Customers? 

Do  you  wish  to  liold 
OLD  ones? 

Then  buy 

OUR  SUPERB 

Bicycle 
Stands.. 

Write  for  descrip 
tive  circular  and 
prices. 

CITY  FORGE  AND 
IRON  WORKS, 

Dayton,  0.,  U.  S.  A. 


Single,  Tandem, 
Triplet,  Quad 

HANGERS 

We  make  Hangers  for  only  high  grade  wheels. 

PARK  CITY  MFG.  CO., 

N.W.  Cor.  Jackson  S  Clinton  Siraals,  CHICAGO. 


THE  HART  &  COOLEY  MFG.  CO.,  So.  Chicago,  lU. 


HOT  and  eOLD  ROLLED  STEEL 

Geo.  Nash  &  Co.,  General  Sales  Agents,  35  South  Canal  Street,  CHICAGO. 


GET  THE  GENUINE. 


DIAMOND  E 


Nickeled 
Spolces... 


and  yon  will  find  this  trade  mark 


TRADE 


MARK 


on  every  spoke.     It  is  conceded  to  be  the  most  important  feature  of  the  season. 

EXCELSIOR  NEEDLE  CO., 

Torrington,  Conn. 


Western  Office.... 

204  Lake  St.,  CHICAGO 


BICYCLES 

Best  Wheels  on  Earth. 
LOWEST  PRICES. 


Agents^Wanted.     Catalogue  Free. 
Vin  bl^YCuE  CO.,  Inc.,      ...     CHICAGO. 
U$t  Prieat,  NINE  MODELS,  $25.00  and  $35.00. 


AD  LAKE 

\       BICYCLES 

THE  WHEELS  OF 

HIGH  DEGREE. 
THE  ADAMS  e<WE5TLAKE  CO. 
MAKERS.  CHICAGO. 


"MODERN       ^   You  cannot  I 


CYCLE 
REPAIRS" 


You  cannot 
aSord  to  be 
without  it. 

See  elsewhere 
this  issue 
or  write 


4.^4^^  f#^P4#^ 


THE   CYCLE  AGE. 


ECLIPSE  CYCLES 


SALAMANDER  for  the  chain 

JUVENILES    FOR  THE  CHILDREN 
SUNDRIES    FOR  EVERYBODY 

E.  G.  EAGER  &.  CO.,    TOLEDO,  OHIO 


flail  us  your  Subscription. 


fITTEO  WITH 


Morrow  Automatic 
Coaster  and  Brake 

You  can  ride  50 

miles  with  this  de- 

,vice  and  not  pedal 

■S^  to  exceed  35  miles. 

Iniesligate  before  jfou  purchase 
your  '99  mount. 


Notice  to... 

BICYCLE 
MANUFACTURERS. 

The  riders  of  1899 
'Will  insist  upon 
their  wheels  being 
equipped  with 

"The  Star 
Ball  Retainer." 

Send  us  samples  of 
Cups  and  Cones  and 
write  for  prices. 


SEND    FOR    CATALOGUE. 


ECLIPSE  BICYCLE  CO., 


Efinira,  N.  Y. 


Complete 

Catalogue 

Ready 

Peoria  Rubber 
&  Mfg.  Co. 
Peoria,  III. 


Vol.  XXII— No.  19. 


CHICAGO,  MAECH  9,  1899. 


New  Series  No.  68, 


ADOPTS    AGGRESSIVE    TACTICS 


Buffalo  Department  House  Bidding  for 

Trade  on  Its  Own  Product — 

Clearing  Fall  Stock. 


Buffalo,  March  6.— "Buffalo's  Great  De- 
partment House"  introduced  its  advent 
into  the  cycle  making  business  last  week 
in  the  following  rather  terse  terms: 

"We  are  pleased  to  announce  that  we  are 
manufacturing-  bicycles  for  the  season  of 
'99.  Our  bicycle  ibusiness  has  grown  to  such 
an  extent,  not  only  in  our  retail  but  also  in 
our  wholesale  department,  that  in  order  to 
give  otir  customers  the  best  bicycles  that 
could  be  produced  we  have  found  it  neces- 
sary, after  carefully  considering  the  subject 
in  all  its  phases,  to  own  and  operate  a  com- 
plete toicycle  factory  instead  of  having  them 
manufactured'  for  us  as  heretofore. 

"We  use  only  the  best  material  throughout 
and  also  employ  only  the  most  skilled  labor. 
Our  bicycles  are  sold  in  connection  with  our 
imimensie  business  in  other  lines  and  w^e  also 
give  the  trade  absolutely  the  best  that  can 
be  produced  for  a  reasonable  price,  which 
has  always  been  beyond  the  possibility  of 
the  exclusive  bicycle  manufacturer. 

"We  desire  to  state  that  the  above  is  made 
possible  by  the  advantages  of  our  cash  pur- 
chasing power  and  the  economical  plan  on 
Which  our  factory  is  run.  Our  experience 
has  taught  us  that  quality  and  price  are 
the  besft  salesmen.  We  are  now  in  a  po- 
sition to  give  our  customers  better  service 
than  ever  before." 

Likely  to  Cause  Price  Cutting. 

Sunday  a  week  ago  it  came  out  in  the 
daily  papers  with  the  following  an- 
nouncement, which  is  the  forerunner  of 
what  promises  to  develop  into  an  early 
and  sharp  war  of  prices  with  those  con- 
cerns that  carry  the  cheap  grades. 

"To  celebrate  the  opening  of  the  bicycle 
department  and  start  the  season  with  a 
rush,  we  shall  place  on  sale  Monday  morn- 
ing 100  high  grade  wheels  for  men  and 
women  at  $18. 

"This  is  the  lowest  price  ever  made  at  the 
commencement  of  a  season  for  strictly  high 
grade,  fuUy  guaranteed  bicycles.  They  are 
well  made  in  every  resfpect,  including  22 
and  24-inch  frames  made  of  Shelby  seamless 
tubing,  one-piece  hanger  and  2%-in'ch  drop 
to  hanger." 

Thought  to  Be  Hold-Over  Stoclc. 

The  machine  that  is  offered  for  this 
money  is  believed  by  the  dealers  to  be 
part  of  a  lot  of  about  500  that  the  com- 
pany purchased  late  last  fall,  which  were 
then  offered  at  $15.  The  store,  it  is  un- 
derstood, got  caught  with  300  which  it 
was  obliged  to  carry  over  to  '99  and  which 
it  is  attempting  to  dispose  of  at  an  ad- 
vance in  price. 

Later  in  the  week  this  card  was  fol- 
lowed with  a  display  advertisement  read- 
ing: 

"We  believe  in  starting  the  season  with  a 
rush.  We're  getting  it.  This  store  is  pre- 
eiminent  in  its  command  of  good  wheels, 
partly  because  we're  manufacturing  for  our- 
selves on  a  large  scale,  and  partly  because 
we've  a  tremendous  outlet  here  for  high- 
grade  bicycles  at  a  popular  price.  It  is  fair 
to  expect  that  the  success  of  last  year  will 
be  very  largely  discounted  this  spring.  Mail 
and  telegraph  orders  carried  away  others, 
and  altogether  we  had  the  biggest  kind  of 
business   all   day  long. 

"We  have  several  kinds  of  wheels  here, 
but  special  interest  is  centered  just  now  on 
these  two:    Special   bargain   at  $18,   strictly 


high  grade,  and  new  1899  nciodels  at  $25,  our 
own  manufacture. 

"In  addition  to  bicycles  of  our  own  man- 
ufacture we're  sole  agents  again  this  year 
for  the  well  known  wheels,  compris- 
ing 12  models  of  new  and  advanced  construc- 
tion and  of  the  highest  type— a  variety  not 
offered  by  any  other  concern  in  the  world." 

These  announcements  have  stirred  up 
the  trade  generally  and  the  prices  are  be- 
ing met  by  some  with  a  machine  of  su- 
perior qualifications  and  by  others  with 
one  that  is  an  extraordinarily  poor  ex- 
ample of  the  art  of  cycle  construction. 

Scramble  for  Orders  Qrows  Easier. 

The  $1  down  and  $1  a  week  plan  for 
retailing  bicycles,  which  has  been  in  suc- 
cessful operation  here  since  the  begin- 
ning of  the  year,  was  discontinued  on  the 
last  day  of  February  by  the  largest  of 
the  stores  selling  under  the  system.  On 
this  day  the  agent  adopted  an  advertis- 
ing scheme  which  was  an  unqualified  suc- 
cess so  far  as  attracting  the  public  at- 
tention was  concerned. 

Outside  of  the  store,  in  full  military 
regalia,  with  the  regulation  arms  and  mil- 
itary tread,  paced  a  soldier  of  the  guard 
whose  evident  purpose  was  the  guarding 
of  the  show  window  which  was  strewn 
within  with  silver  and  paper  dollars  to- 
gether with  placards  announcing  that  it 
was  the  last  day  that  bicycles  could  be 
bought  under  the  plan  and  that  it  was 
desired  to  sell  100  bicycles  before  the 
close  of  the  day.  The  success  met  with 
in  the  matter  of  selling  the  100  machines 
is  not  known  but  it  was  a  good  scheme 
for  advertising  his  store. 


CURBSTONE   AGENTS   INACTIVE 


Kentucky  Dealers  Find  That  the  install- 
ment Payment  System  Gives 
Needed  Protection. 


Purchase  of  Red  Cross  Co. 

The  entire  business  and  goodwill  of  the 
National  Red  Cross  Cement  &  Rubber 
Company  of  Rochester,  N.  Y.,  were  pur- 
chased last  week  by  the  National  Cement 
&  Rubber  Manufacturing  Company  of  To- 
ledo, O.  The  purchase  includes  also  all 
names,  trade  marks,  patents,  patterns, 
etc.  The  manufacture  of  the  Red  Cross 
specialties  will  be  continued  hereafter  in 
the  Toledo  plant  of  the  National  com- 
pany under  the  same  name  and  all  orders 
received  and  shipments  made  from  its  of- 
fices in  Toledo. 


CONTENTS. 


A  Promising  Outlook 
Kirk  Brown  is  in  Control 
Denver  Outlook  Improving    = 
Editorial         =       -       =       =       . 
Brazing  By  Immersion    = 
Commerce  in  Foreign  Markets 
Base  and  Size  of  Wheel 
Cushion  Effects  in  Cycling 
Cab  Service  Still  Doubtful      - 
Current  Cycle  Hanufacture 
The  Pastime  and  Sport 
Subjects  of  General  Interest 
Information  for  Buyers 


Page. 
566 
567 
567 
569 
570 
573 
574 
578 
580 
582 
584 
587 
588 


Paducah,  Ky.,  March  6. — The  curbstone 
dealer  is  gradually  becoming  extinct  here. 
The  principal  reason  for  this  is  that  75 
per  cent,  of  the  machines  here  are  pur- 
chased on  the  installment  plan.  The  first 
installment  payment  is  usually  from  |10 
to  $15  and  subsequent  payments  $2  a 
week.  Such  curbstone  agents  as  have 
threatened  the  business  of  the  regularly 
established  dealers  usually  sell  cheap 
machines,  and  the  dealers  have  lost  no 
opportunity  to  convince  the  public  at 
large  of  that  fact. 

The  department  stores  sell  a  few  cheap 
machines  to  country  customers  here- 
abouts. There  is  no  demand  for  tandems. 
At  one  time  and  another  four  such  ma- 
chines have  been  purchased.  Now  they 
are  for  sale,  with  no  buyers. 

Irregular  Repair  Prices. 

Paducah  with  its  25,000  inhabitants  has 
for  years  been  noted  for  its  fine  gravel 
streets  and  flourishing  bicycle  trade. 
There  are  six  dealers,  four  of  whom  do  a 
good  business.  Repair  work  is  looked 
after  by  half  a  dozen  shops.  An  effort 
was  made  last  year  to  regulate  the  prices 
on  repairs  by  adopting  the  list  which  was 
made  standard  in  Toledo  in  1897,  but 
some  of  the  smaller  shops  thought  they 
would  be  unable  to  obtain  work  except 
by  cutting  prices,  and  so  the  effort  at  or- 
ganization collapsed.  At  present  repair 
prices  vary  from  25  to  40  cents  for  single 
spokes  put  in,  with  a  charge  of  10  cents 
each  for  more  spokes.  Valve  stems  are 
fitted  at  prices  ranging  from  25  to  40 
cents,  and  inner  tubes  at  prices  ranging 
from  $1  to  $1.50.  The  cost  of  straighten- 
ing frames  is  from  50  cents  to  $1.50;  front 
forks  straightened,  50  cents  to  $1;  wheels 
trued,  50  cents  to  75  cents;  vulcanizing, 
50  cents  to  $1.  This  sufficiently  indicates 
the  irregularity  of  repair  prices. 

Exchange  Allowances. 

The  exchange  of  second-hand  machines 
last  season  cut  less  figure  than  in  1897. 
-No  more  was  allowed  for  such  machines 
than  the  dealers  felt  sure  they  could  ob- 
tain in  selling  them  with  repairs  added. 
There  were  a  few  instances  where  dealers 
fictitiously  listed  new  models  so  that  they 
could  offer  big  prices  to  customers  with 
second-hand  machines  for  exchange. 

At  the  present  time  the  streets  are  torn 
up.  For  the  past  six  months  local  au- 
thorities have  peen  putting  in  sewers  and 
indications  are  that  the  streets  will  not 
be  suitable  for  cycling  for  at  least  a 
year.  In  spite  of  this  drawback,  how- 
ever, the  dealers  are  looking  for  good 
trade  as  soon  as  the  weather  breaks. 
Given  the  same  street  conditions  that  ex- 
isted in  1897,  the  cycle  trade  would  in- 
crease 30  per  cent,  this  year  with  ma- 
chines selling  at  their  present  prices. 


566 


The  Cycle  Age  and  Trade  Review 


A  PROniSINQ  OUTLOOK 


Opinions  of  a  Salesman  Who  Has  Traveled   Extensively 

Among  Cycle  Dealers 


To  the  Editor — From  close  observation 
and  lengthy  talks  with  hundreds  of  deal- 
ers, there  is  no  doubt  in  my  mind  but 
that  this  year  is  going  to  be  one  of  the 
best  the  bicycle  business  has  ever  known. 
The  reasons  for  this  promising  outlook 
are  many  and  manifest.  General  pros- 
perity reigns,  the  prices  of  bicycles  are 
low,  the  war  is  at  an  end,  and  there  is 
almost  universal  confidence  among  the 
dealej-s. 

Dealers  Are  Confident. 

Manufacturing  communities  are  the 
first  to  feel  the  benefits  of  the  dawning 
good  times.  Factories  that  last  year 
were  running  with  a  short  force,  and 
sometimes  on  short  time,  are  now  run- 
ning full  force  and  often  over  time.  In 
a  great  many  of  them  wages  have  been 
increased.  The  small  town  that  owes  its 
maintenance  to  four  or  five  of  these  man- 
ufacturing institutions  feels  the  change 
almost  instantly,  where  as  in  most  things 
the  small  town  lags  behind.  To  my  mind 
this  accounts  for  the  ULanimous  opinion 
of  the  cycle  dealers,  irrespective  of  the 
size  of  their  town,  as  to  the  good  year's 
business  in  store  for  them.  And  isn't 
confidence  a  most  necessary  condition  to 
a  successful  business?  This  confidence 
shows  its  good  effects  in  the  manner  in 
which  the  dealer  orders. 

Sample  Orders  Are  Plenty. 

In  no  previous  year  in  the  history  of 
the  bicycle  business  have  the  dealers  had 
a  more  pronounced  or  definite  policy.  All 
seem  to  know  just  about  what  they  are 
going  to  do  and  what  they  want.  Con- 
tracts for  specified  quantities  and  ship- 
ments are  not  as  plentiful  as  in  the  days 
of  the  old  boom,  but  sample  orders  are 
generous,  and  nowadays  when  an  agent 
takes  on  a  sample  line  of  machines  he 
usually  intends  to  give  that  line  equal 
representation  with  his  others.  The  side- 
tracking of  a  line  is,  generally  speaking, 
a  thing  of  the  past.  Dealers  are  not  so 
numerous  as  heretofore,  those  that  only 
nibbled  at  the  business  not  finding  it 
profitable  enough  to  continue.  Of  course 
there  are  occasional  exceptions  to  this 
condition,  but  in  the  majority  of  places 
it  is  true.  Curb-stone  dealers  seem  to 
be  gradually  becoming  extinct,  evidently 
not  receiving  as  much  encouragement 
from  the  manufacturer  as  in  the  past. 
All  of  which  materially  helps  to  make 
the  soimd  dealer  feel  pretty  good. 

The  existing  low  list  prices  on  stand- 
ard goods  would  make  it  seem  that  the 
people  who  have  waited  for  years  until 
"good  machines  will  sell  at  $25  and  $35" 
are  to  be  rewarded  at  last.  In  them,  and 
in  that  class  which  never  buys  anything 
on  installments  and  yet  could  not  pay 
the  previous  higher  cash  price,  there  ex- 
ists a  new  list  of  customers  for  the 
dealer. 

Mail  Order  Houses  in  Disfavor. 

Riders  who  last  year  bought  the  cheap 
machines  sold  by  some  mail  order  houses 
will  this  year  become  the  customers  of 
some  local  dealer.  These  cheap  models, 
with  unguaranteed  tires  and  other  equip- 
ment to  match,  have  proved  anything  but 
satisfactory.  One  dealer  and  repairer  told 
me  that  he  actually  made  more  money 
off  the  riders  of  cheap  mail  order  ma- 
chines shipped  into  his  locality  than  he 


would  have  made  if  he  had  sold  such  peo- 
ple a  low  priced  machine.  He  claimed 
that  there  was  hardly  one  of  them  but 
had  to  purchase  a  new  pair  of  tires  in 
two  or  three  weeks  after  receiving  the 
machine.  This  and  the  other  repairs  nec- 
essary from  time  to  time,  though  small 
in  themselves,  aggregated  quite  a  respect- 
able profit  during  the  season,  and  in  the 
end  cost  the  rider  more  than  a  good  bi- 
cycle bought  at  home  would  have  cost. 
These  riders  find  it  cheaper  to  have  the 
repairs  made  at  home  than  to  pay  the 
express  charges  both  ways  on  a  machine, 
the  seller  of  which  advertises  all  repairs 
free  of  charge.  The  new  riders  in  the 
majority  of  cases  will  buy  $25  or  $30  bi- 
cycles. The  rider  of  cheap  machines  last 
year  is  likely  to  join  the  old  rider  and 
purchase  a  mount  listing  at  $40  and  $50, 
while  those  that  have  an  idea  that  the 
high  priced  machines  only  are  good 
enough  for  them  will  divide  their  pa- 
tronage between  the  numerous  $55,  $60, 
$65  and  $75  models,  according  to  their 
prejudices  and  pocket-books. 

That  the  war  hurt  the  business  last 
year  is  beyond  argument.  Almost  any 
dealer  can  tell  of  sales  lost  through  some 
young  fellow  going  to  the  front  and  leav- 
ing his  machine  to  some  friend.  Others 
sold  at  a  sacrifice,  desiring  to  raise  a  lit- 
tle ready  money,  and  so  blocked  sales  by 
dealers.  Many  who  had  intended  to  pur- 
chase were  summoned  to  war.  And  if 
the  boys  had  not  been  called  away,  how 
many  more  wives,  sisters  and  sweethearts 
would  have  been  riding  and  how  much 
greater  would  have  been  the  interest  in 
cycling? 

Profitable  Work  for  Dealers. 

The  cycle  store  openings  already  held, 
perhaps  more  than  any  other  one  thing, 
give  a  practical  foretaste  of  what  may  be 
expected  in  the  coming  season.  I  believe 
that,  without  exception,  there  were  more 
machines  sold  and  more  general  earnest- 
ness displayed  by  prospective  buyers  than 
ever  before  at  these  functions.  I  know 
dealers  who  were  surprised  at  the  num- 
ber of  sales  made  at  these  openings — 
sales  where  they  looked  for  possible  later 
buyers,  deep  interest  where  they  looked 
for  curiosity  seekers.  By  the  way,  these 
general  openings — a  simultaneous  dis- 
play of  the  improved  models  by  all  the 
dealers  in  town,  lasting  a  week — should 
be  used  more  commonly  among  dealers 
and  encouraged  more  by  manufacturers. 
Though  the  displays,  the  decorations,  the 
music,  the  advertising,  and  sometimes  the 
souvenirs,  all  smack  of  the  big  cycle 
show,  the  results  are  entirely  different. 
The  expense  is  practically  nothing.  The 
public  remembers  the  place  they  saw  a 
machine  that  took  their  fancy.  They  be- 
come acquainted  with  the  people  they  are 
apt  to  deal  with,  get  an  idea  from  the 
appearance  and  location  of  the  store  and 
have  some  notion  of  the  responsibility  of 
the  dealer  as  a  consequence.  A  show  is 
the  place  to  see  things;  the  store  is  the 
place  to  buy  things. 

Why  Trade  Will  Be  Better. 

I  started  to  give  some  idea  of  why 
business  would  be  better,  and,  though  I 
wandered  from  the  subject  somewhat,  I 
will  display  some  idea  of  consistency  by 
closing  with  a  few  more  reasons,  each 
small  in  itself,  perhaps,  but  all  tending  to 


help.  Good  roads  are  making  slow  but 
sure  progress ;  towns  that  have  had  street 
paving  are  doing  more  of  it;  some  of 
those  that  have  never  had  any  have  con- 
tracted for  some.  Bicycles  have  in  many 
places  become  a  practical  necessity  and 
are  more  generally  used.  Like  pins,  it 
is  a  wonder  where  all  the  old  ones  go, 
and  new  ones  must  replace  them. 

Traveler. 

COLUMBUS'  GENERAL  OPENINQ 


Rain  Fails  to  Keep  Lady  Visitors  from  Cycle  Stores 
—Many  Sales  Please  Dealers. 


The  '99  selling  season  was  opened 
auspiciously  in  Columbus,  O.,  by  a  gen- 
eral house  warming  during  the  first  four 
days  of  the  month.  From  the  crowds 
that  flocked  to  the  various  stores,  which 
were  attractively  decorated  for  the  occa- 
sion, it  would  seem  that  the  cycling  fever 
is  increasing  rather  than  growing  weak- 
er, notwithstanding  several  croakers  have 
written  extensively  to  the  effect  that  cy- 
cling is  merely  a  fad  and  attempted  to 
prove  by  comparative  figures  that  it  is 
dying  a  natural  death. 

Managers  of  the  several  stores  report 
many  actual  sales  to  visitors  during  the 
week,  amounting  to  .several  hundred  in' 
the  aggregate.  The  weather  was  some- 
what unfavorable,  yet  the  stores  were 
filled  with  as  many  persons  as  could  be 
comfortably  received,  and  a  noticeable 
feature  of  the  attendance  was  the  large 
number  of  ladies.  Basing  their  judgment 
upon  the  number  of  visitors,  the  business- 
like interest  shown  in  the  lines,  material, 
workmanship  and  constructional  features 
of  the  various  models  and  upon  the  num- 
ber of  purchases  made,  the  dealers  prog- 
nosticate that  this  will  be  the  best  sea- 
son the  Columbus  dealers  have  ever  had. 

Nearly  every  dealer  in  the  city  did  a 
very  good  business  Saturday  evening  and 
all  feel  that  the  opening  was  a  success 
in  every  way. 

A  talk  with  some  of  the  dealers  dis- 
closed the  following: 

That  chainless  machines  will  be  ridden 
to  some  extent  this  year. 

That  30-inch  wheels  will  have  a  consid- 
erable following  also. 

That  the  demand  for  the  very  cheap 
machines  is  gradually  dying  away. 

That  medium-sized  tires  will  rule  as 
favorites  this  season. 

That  extra  wide  handlebars  have  had 
their  day,  and  people  are  willing  to  ac- 
cept a  rational  width. 

That  there  is  a  tendency  to  decrease 
rather  than  increase  the  size  of  sprock- 
ets on  chain-driven  machines. 

That  very  few  tandems  will  be  ridden 
this  year. 

That  cranks  will  not  be  lengthened  in 
order  to  allow  of  the  use  of  extremely 
large  gears. 

That  most  people  do  not  care  to  be 
bothered  with  a  gear  case. 

That  22-inch  frames  are  the  most  sal- 
able size. 

That  diamond  frames  will  be  ridden 
by  not  a  few  women  who  derive  much 
pleasure  from  long  rides. 


Fowler  Nominated  for  Alderman. 

Frank  T.  Fowler,  president  of  the  Fow- 
ler Cycle  Works,  was  nominated  for  al- 
derman on  the  fifth  ballot  Monday  night 
by  the  Thirteenth  ward  republicans  of 
Chicago.  There  was  only  a  weak  contest 
for  the  nomination,  three  other  aspirants 
having  waived  their  claims  after  the  fifth 
ballot  and  making  the  nomination  unani- 
mous. Mr.  Fowler  is  also  president  of  the 
Illinois  Cycling  Club  and  the  West  Side 
Driving    Association. 


The  Bavarian  army  has  been  supplied 
with  cycles  weighing  about  22  pounds, 
fitted  with  20-inch  wheels  and  low  gears. 


The  Cycle  Age  and  Trade  Review 


567 


KIRK   BROWN   IS   IN   CONTROL 


WILL    DIRECT  DUNLOP  AFFAIRS 


He  is  Re=elected  Vice  President  and  Qen= 

era!  Manager — Company  Affairs 

Are  Very  Satisfactory. 


The  success  of  the  American  Dunlop 
Tire  Company  has  been  wholly  due  to  the 
intelligent  work  of  Kirk  Brown,  the  com- 
pany's vice-president  and  general  man- 
ager. Some  time  ago  hasty  contempo- 
raries went  out  of  their  way  to  make  it 
appear  that  Mr.  Brown  was  in  danger  of 
being  shut  out  of  all  interest  in  the  com- 
pany when  the  controlling  interest  in  the 
concern  passed  from  the  Dunlop  Pneu- 
matic Tire  Company,  Limited,  of  Lon- 
don, to  certain  Canadian  capitalists  who 
are  not  otherwise  interested  in  the  cycle 
or  tire  business.  At  a  meeting  of  the  di- 
rectors of  the  company  held  in  Belleville, 
N.  J.,  on  March  1,  Mr.  Brown  was  re- 
elected vice-president  and  general  man- 
ager. 

The  former  manager  of  the  Canadian 
branch  of  the  business  is  continued  in  his 
position,  but  not  as  an  officer  of  the  com- 
pany. The  Canadian  branch,  as  stated  in 
the  last  issue  of  this  paper,  is  to  be  form- 
ed into  a  separate  company.  The  busi- 
ness in  Belleville  will  be  continued  just 
as  it  is. 

Tribute  to  Mr.  Brown's  Ability. 

The  entire  management  of  the  com- 
pany's business  in  the  United  States  is 
left  in  the  hands  of  Mr.  Brown,  and  its 
policy  and  the  conduct  of  the  business 
will  be  determined  by  him.  No  more 
flattering  tribute  to  the  ability  of  Mr. 
Brown  could  be  furnished  by  the  new 
owners  of  the  concern  than  is  implied  in 
his  re-election  and  continuation  in  au- 
thority. During  the  New  York  cycle 
show,  while  Mr.  Brown  was  in  England, 
gossips  who  did  not  thoroughly  under- 
stand the  drift  of  affairs  spread  the  story 
that  the  management  of  the  company 
would  fall  into  other  hands,  and  color  of 
truth  was  lent  to  this  belief  by  the  airs 
of  importance  which  one  of  the  alleged 
new  owners  gave  himself  at  that  time. 
No  one  who  had  knowledge  of  the  diffi- 
culties which  Mr.  Brown,  through  per- 
sistent work,  had  surmounted  took  much 
stock  in  the  stories  which  were  being 
circulated  to  his  disadvantage  while  he 
was  not  there  in  person  to  refute  them. 

Satisfactory  Company  Outlook. 

The  business  affairs  of  the  American 
Dunlop  Tire  Company  in  the  United 
States  are,  thanks  to  Mr.  Brown's  efforts, 
in  a  very  satisfactory  condition.  Over 
one  hundred  of  the  leading  bicycle  mak- 
ers and  about  sixty  jobbers  who  sell  bi- 
cycles with  their  own  brand  names  are 
furnishing  Dunlop  tires  this  season.  The 
business  has  increased  wonderfully,  due 
in  large  part  to  the  fact  that  twenty-five 
traveling  representatives  have  been  on 
the  road  all  winter  preaching  the  Dunlop 
gospel.  The  firm  has  twenty-five  distrib- 
uting depots  in  as  many  cities  of  the 
United  States.  The  factory  at  Belleville 
is  working  to  its  full  capacity  and  the 
buildings  are  to  be  enlarged  as  soon  as 
the  busy  season  is  over. 


Coventry  Cross  Company  in  Distress. 

A  receiver  has  been  appointed  for  the 
Coventry  Cross  Company,  which  a  year 
ago  was  regarded  as  one  of  the  soundest 
and  most  prosperous  concerns  in  the 
English  cycle  trade.  The  shares  stood  at 
a  big  premium  and  a  dividend  of  15  per 
cent,  on  the  year's  business  was  paid,  be- 
sides the  carrying  forward  of  a  large  sum 
to  the  reserve  fund.     But  the  company 


fell  in  arrears  in  the  rent  of  its  premises 
in  London  and  the  debenture  holders 
made  a  motion  for  the  appointment  of  a 
receiver,  asking  that  the  receiver  be  per- 
mitted to  borrow  funds  for  the  purpose  of 
carrying  on  the  business.  The  ground 
upon  which  this  was  made  was  that  a 
distress  had  been  put  in  on  the  London 
property  for  rent,  which  made  the  deben- 
tures payable.  The  company  was  bound 
by  agreement  to  use  only  tires  made  by 
certain  companies,  to  which  it  was  debt- 
or, and  had  600  machines  awaiting  tires 
for  which  there  was  no  money,  while 
wages  were  also  due. 


DENVER  OUTLOOK  IMPROVING 


CHAINLESS    CLAIMS   ATTENTION 


CHAINLESS  nODELS  IN  TACOMA 


Dealers  Who  Violently  Opposed  Their  Introduction 
Last  Year  Are  Now  Singing  Their  Praises. 


Tacoma,  Wash.,  March  3. — The  chain- 
less  machine  is  making  considerable  head- 
way here.  One  dealer  has  already  sold 
five  such  machines,  notwithstanding  the 
fact  that  the  weather  has  been  exceed- 
ingly unfavorable  for  trade.  The  few 
chainless  machines  which  were  ridden 
here  last  year  have  given  excellent  satis- 
faction and  the  experience  of  their  own- 
ers no  doubt  is  responsible  for  the  grow- 
ing popularity  of  this  type  of  power 
transmission. 

There  is  a  noticeable  change  in  the 
opinion  of  local  dealers  with  respect  to 
chainless  machines.  Last  year  but  few 
of  them  would  speak  a  good  word  for  the 
new  model.  Now,  however,  nearly  every 
retail  establishment  is  loud  in  its  praises. 
One  dealer,  who  last  year  was  the  leader 
of  the  opposition,  now  says  that  he  and 
his  fellows  took  that  stand  merely  be- 
cause the  factories  from  which  they  ob- 
tained supplies  were  not  in  a  position  to 
supply  chainless  models.  And  this  state- 
ment has  a  much  more  universal  applica- 
tion than  appears  upon  the  surface. 


Lozier  to  Build  Naphtha  Engines. 

Toledo,  March  6. — The  Lozier  Manufac- 
turing Company  will  soon  begin  the  man- 
ufacture of  naphtha  engines  for  launches 
and  power  purposes,  going  into  the  new 
venture  on  a  large  scale.  A  portion  of 
the  Toledo  plant  will  be  devoted  to  the 
new  venture.  The  engine  to  be  manufac- 
tured is  the  invention  of  Superintendent 
G.  A.  Burwell,  and  will  be  known  as  the 
"Lozier."  For  the  time  being,  the  hulls 
of  the  launches  will  be  built  elsewhere, 
but  as  the  business  increases  the  Lozier 
people  will  give  attention  to  building 
naphtha  launches  complete  from  keel  to 
power. 

Col.  W.  H.  Raynor,  of  the  company, 
says:  "We  will  be  ready  to  supply  the 
trade  by  April  1.  We  feel  that  there  is  a 
large  field  for  naphtha  launches.  We  will 
make  the  best  naphtha  engine  on  the 
market." 

Sale  of  Arrow  Plant  Stopped. 

The  plant  of  the  Arrow  Cycle  Company 
of  Shelbyville,  O.,  was  about  to  be  dis- 
posed of  by  the  county  treasurer  to  se- 
cure the  payment  of  $400  delinquent  taxes 
last  week  when  the  Indiana  State  bank 
secured  an  injunction  stopping  the  sale, 
giving  a  bond  to  secure  the  county.  The 
works  have  been  idle  for  a  year  or  more, 
during  which  time  the  owners  have  been 
in  court,  and  the  bank  appears  to  have 
an  interest  in  the  property. 


The  Metal  Polishers'  Union  is  again 
showing  signs  of  activity  in  its  crusade 
against  makers  of  certain  machines  who 
have  not  fallen  in  with  the  views  enter- 
tained by  union  workmen.  In  the  east 
three  bicycles  are  being  extensively 
placarded  as  being  made  by  non-union 
labor,  and  intending  purchasers  are  being 
urged  to  remember  this  fact  when  con- 
sidering the  purchase  of  a  machine. 


Many   Orders  Already  Placed  —  Dealers 

No  Longer  Pin  Their  Faith  to 

the  Cheaper  Grades. 


Denver,  March  6. — While  it  is  true  that 
all  local  dealers  of  prominence  were  rep- 
resented in  the  show  held  during  the 
week  of  February  20  to  25,  the  full  at- 
tendance at  the  close  of  the  week  was 
found  to  be  much  smaller  than  at  last 
year's  show.  The  motor  vehicles  were  re- 
sponsible for  a  large  part  of  the  attend- 
ance, which  otherwise  would  scarcely 
have  paid  expenses.  Among  the  cycles  dis- 
played almost  the  only  interest  shown  was 
for  chainless  models.  The  riding  public 
seems  to  have  decided  that  the  best  bi- 
cycle is  now,  or  will  soon  be,  the  chainless 
in  some  form,  to  be  judged  by  the  results 
of  the  riding  season  which  is  now  at 
hand. 

A  prominent  dealer  declares  that  he  has 
booked  more  orders  for  chainless  bicycles 
than  he  has  for  his  best  chain  driven  ma- 
chines. Other  dealers  who  handle  chain- 
less machines  report  fiattering  results  and 
have  discarded  the  sceptical  ideas  that 
were  firmly  rooted  last  year  and  now  wel- 
come gladly  the  new  candidate  for  recog- 
nition. 

Buyers  Will  Want  Reputable  Goods. 

The  cycle  show  demonstrated  that  the 
bulk  of  business  will  be  done  in  the  high- 
er priced  machines,  and  that  the  cheaper 
goods  will  command  only  a  light  trade. 
A  tendency  to  notice  only  those  bicycles 
built  by  the  makers  of  reputable  goods  of 
known  quality  in  the  past  was  also  mani- 
fest. Some  business  was  done  by  those 
firms  represented  at  the  show,  while  some 
manufacturers  who  were  not  represented 
directly  have  a  few  orders  to  show  for 
the  interest  developed  by  the  exhibition. 

The  prospects  of  increased  trade  for 
the  coming  season  do  not  warrant  a  state- 
ment that  more  business  will  be  done, 
measured  in  dollars,  than  last  year.  The 
number  of  sales  will  be  increased,  it  is 
true,  but  the  cost  of  doing  business  will 
necessarily  be  increased  over  the  previous 
year  because  more  customers  must  be 
handled  and  incidental  expenses  will  be 
increased  in  proportion.  If  the  Denver 
dealers  can  show  a  volume  of  business  at 
the  end  of  '99  equal  to  that  of  '98  they 
will  be  fortunate. 

Experienced  Dealers  Wary. 

The  second-hand  and  trading  business 
is  being  reduced  to  a  more  satisfactory 
basis.  Several  prominent  houses  refuse 
to  accept  second-hand  machines  and  most 
of  the  others  will  not  allow  more  than 
25  per  cent,  of  the  price  of  the  new  ma- 
chines for  any  second-hand  bicycle,  and 
will  not  allow  even  that  much  unless  the 
old  machine  will  sell  for  an  equal  amount. 

The  instalment  business  presents  two 
directly  opposite  phases.  Several  firms 
which  have  recently  ventured  into  the 
cycle  trade  boldly  announce  that  they 
will  sell  all  bicycles  at  list  prices  and  re- 
quire a  payment  of  but  $5  down,  and  the 
balance  in  instalments  of  $2  per  week. 
Others,  who  have'been  through  the  mill, 
insist  on  a  payment  of  one-third  down 
and  the  balance  in  $10  payments  per 
month,  adding  $5  to  the  list  prices  on  all 
time  sales. 

The  desire  to  have  lines  of  medium  and 
low-priced  models  which  was  manifest 
earlier  in  the  year  has  largely  altered  in 
favor  of  the  standard  makes,  although 
many  dealers  have  taken  up  the  cheaper 
class  of  goods  who  are  in  a  position  to 
handle  the  trade  of  the  small  outlying 
towns  of  the  state,  and  they  anticipate 
satisfactory  results  from  this  source. 


568 


The  Cycle  Age  and  Trade  Review 


The  Crescent  Bicycle 


FOR  '99. 


All  the  Essential  Qualities  of  an  Ideal  Bicycle  are 
United  in  the  Crescent. 


Our  Fine 

Illustrated 

Catalogue  No.  2 

containing 

The  Care  of  the 

Wheel, 

FREM. 


0'¥'^\  ^Vr/^'TFT  The    firames    are     made     of   cold-drawn    seamless    steel    tubing 

^  I  wC  r^  nj  I  ■»  I   H  modeled  on  lines  giving  maximum  of  strength  with  minimum  of 

01liri^/\1^YY    ¥^TT\T\T¥\T/^      /^¥^  A  T%     The  gears  and  chains  are  so  perfect 


SIMPLICITY 


The  less  'complicated  the  construction  of  a  wheel  the  less 
liability  to  breakdowns.  Simplicity  and  durability  are  marked 
features  of  the  Crescent. 


BEAUTY 


The  lines  which  make  the  Crescent  model  for  '99  the  strongest  wheel 


make  it  also  the  most  beautiful   wheel, 
exquisitely  finished. 


Every  bar,   rod  and  cone  is 


CHicAQo. WESTERN  WHEEL  WORKS. new  york. 


I  NEW    TESTIMONIALS     EACH    WEEK.  ^ 

M ILW A U K E E  TIRES 

-PUNCTURE  PROOF— 


Pneumatic 


Resilient 


Single  Tube 


COPYRIOHT  1898,  BY  MILWAUKEE  PATENT  PUNCTURE  PROOF  TIRE  CO. 

PRESENTING  TESTIMONIALS. 


Easy  Riding 


NORTH   niLWAUKEB   WHEELHEN. 

Geehakd  Aussem,  President.  H.  Soulen,  Secretary. 

E.  W.  ScHEEiBER,  Treas.  and  Capt. 

North  Milwaukee,  Wis.,  Dec.  1,  1898. 
Milwaukee  Patent  Punctuee-Proof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen  :— In  reply  to  your  valued  favor  of  1st  Inst ,  beg  leave  to  say 
that  I  have  used  one  pair  of  your  Patent  Puacture-Proof  Tires  for  the  season 
of  1»98.  I  put  the  tires  on  my  wheel  April  1st,  1898,  and  have  left  them  on 
ever  since,  never  having  an  occasion  to  remove  them  and  have  ridden  them 
over  2.000  miles  over  both  city  and  country  roads  without  receiving  one 
puncture.  Personally  I  would  not  be  without  a  pair  of  your  tires  and  will 
cheerfully  recommend  them  to  my  friends.  I  have  given  your  tire  a  thor- 
ough test  and  my  experience  has  been  that  the  tires  are  resilient,  strong 


Representatives  Wanted.    Write  for  Prices  and  Other  Information. 


and  as  near  puncture-proof.  If  not  absolutely  puncture-proof,  as  any  tire  I 
have  ever  seen.  Respectfully  yours, 

(Signed)       Gerhard  Aussem, 
President  North  Milwaukee  Wheelmen. 

EvANSTON.  III.,  Dec.  10,  1898. 
Milwaukee  Patent  Puncture-Peoop  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen :    In  reply  to  your  letter  of  Nov.  30th,  I  beg  to  say  that  your 
tires  which  I  purchased  some  time  ago  look  to-day  as  good  as  new. 

An  Ajax  wheel,  which  I  have  fitted  with  a  pair  of  your  Milwaukee  Pat- 
ent Puncture-Proof  Tires  makes  a  wheel  fit  for  a  Klog. 

Yours  truly, 

(Signed)       NELS  SW ANSON. 


I 


MILWAUKEE  PATENT  PUNCTURE-PROOF  TIRE  CO..  MILWAUKEE,  WIS,,  U.  S.  A. 


ki 


J 


The  Cycle  Age  and  Trade  Review 


569 


Entebbd  at  the  Chicago  Pobtoffice  as  Sscond-Class  Matteb. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  OflSces,  American  Tract  Building,  New  York  City. 

Subscription  price  in  the  United  States,  Canada  and  Mexico,  $2.00  per  year; 
in  foreign  countries  86.00  per  year. 

AXL  remittances  should  be  made  to  The  Cycle  Age  Company. 


Impressed  chiefly  with  the  losses  which  in- 
VALUE  OF        evitably  attend  the  sale  of  bicycles  on  the  in- 
INSTALLMENT     stallment  plan,  a  dealer  writes  to  the  Cycle 
SALES  "^^^    deploring    the    existence    of    this    well- 

grounded  custom  and  prophesying  its  com- 
plete extinction  within  a  very  short  time.  In  pleading  for  the 
abolition  of  the  leas&-hire  system  it  is  obviously  meant  to  be 
understood  that  the  correspondent  intends  his  argument  only 
to  apply  to  high  priced  machines,  for  it  is  inapplicable  to  cheap 
goods  since  they  are  largely  sold  for  cash.  This  view  of  the 
subject  is  taken: 

The  evils  of  the  installment  payment  system  are  manifold,  and  instead  of  grow- 
ing less,  with  experience  as  a  teacher,  they  seem  to  have  been  aggravated.  When 
high  grade  machines  sold  for  8125  or  $160  and  afforded  a  good  profit  for  the  dealer, 
he  was  practically  safe  in  selling  on  the  part-down-long-time  plan  for  two  reasons- 
one  that  he  could  demand  enough  cash  down  so  that  the  installments  would  make 
him  solid  on  his  cost  in  a  short  time,  and  the  other  that  few  people  dared  to  ven- 
ture the  purchase  of  a  machine  unless  they  saw  their  way  reasonably  clear  toward 
the  settlement  of  the  debt  wiihin  the  allotted  time.  The  dealer  thereby  secured 
good  customers  and  was  willing  to  accede  to  any  reasonable  request  for  credit. 

Now,  however,  the  dealer's  profit  is  smaller  and  his  customers  are  people  who 
strive  to  have  everything  and  pay  as  little  as  possible,  and  it  Is  this  class,  adding 
their  weight  to  the  short  profit  of  the  dealer,  who  are  overbalancing  the  scales 
which  have  number-of-sales  in  the  opposite  pan. 

Bicycles  are  now  at  a  price  where  the  person  who  can  afford  to  own  one  can  pay 
cash  for  it,  and  the  dealer  cannot  afford  to  sell  those  who  cannot  pay  in  that  man- 
ner. When  a  dealer  at  the  close  of  a  season  looks  over  his  stock  and  finds  even  a 
small  number  of  machines  back  on  his  hands,  while  only  a  few  dollars  have  been 
paid  on  them,  and  they  are  in  a  condition  which  precludes  their  being  sold  again 
except  for  a  very  small  part  of  their  original  price,  he  feels  aggrieved.  The 
machines  which  are  well  cared  for  by  the  installment  purchasers  are  the  ones 
which  are  paid  for,  while  the  misused  machines  are  the  ones  returned  by  the  i)eople 
who  never  intended  to  finish  their  payments,  but  have  ridden  out  the  worth  of 
what  they  paid. 

It  is  these  returned  machines,  in  such  condition,  which  stir  the  soul  of  the 
dealer  within  him.  He  is  avowing  that  he  prefers  to  sell  less  quantity  (if  that  be 
the  necessary  result)  and  know  for  a  certainty  where  he  is  at,  than  to  run  the  risk 
of  a  big  business  with  the  profits  on  the  wrong  side  of  the  balance  sheet. 

It  is  easy  to  ftnd  fault  with  the  installment  payment  sys- 
tem, but  it  is  correspondingly  difficult  to  replace  it  with  some 
other  method  of  sale  which  will  not  seriously  impede  or  cripple 
the  business  of  dealers.  Selling  for  cash  might  breed  troubles 
compared  with  which  those  now  endured  in  selling  on  install- 
ments'would  indeed  be  trivial.  In  the  absence  of  the  credit 
system  dealers  would  be  deprived  of  the  aid  of  one  of  their  most 
useful  methods  for  decoying  purchasers,  and  the  volume  of  sales 
would  be  very  apt  to  shrink. 

The  price  of  high  grade  bicycles  is  yet  too  high  to  seriously 
entertain  the  idea  of  violently  putting  away  the  installment 
payment  system.  Firms  which  resolutely  set  out  to  conduct  a 
retail  cycle  business  without  the  services  of  a  book-keeper  or 
collector  may  flatter  themselves  that  they  can  be  independent  of 
customers  who  purchase  high  priced  machines,  but  the  growing 
competition  in  cheaper  grades,  and  the  shrinking  margins  of 
profit  which  are  obtainable  through  their  sale,  will  in  the  end 
react  strongly  in  favor  of  high  priced  products.  It  is  the  gen- 
eral testimony  fj-om  all  parts  of  the  country  that  a  decided 
fillip  was  given  to  the  sale  of  high  priced  machines  this  year 
through  the  accommodations  which  dealers  extended  to  purchas- 
ers. For  months  past  small  weekly  deposits  from  customers  have 
been  sought  by  agents,  and  as  a  result  cheap  priced  goods  have 
suffered  in  the  face  of  this  competition.  It  may  be  urged  by 
those  who  advocate  the  abolition  of  the  installment  payment 
system  that  this  state  of  affairs  cannot  continue  indefinitely, 
inasmuch  as  the  dealers  are  practically  made  the  bankers  of  the 
riders,  but  the  change  will  not  come  while  the  purchasers  of  high 
grade  bicycles  are  heavily  recruited  from  a  class  which  has  tastes 
out  of  proportion  to  wealth.     Moreover,  the  favors  are  not  all 


on  the  side  of  the  buyers,  for  at  the  time  machines  are  delivered 
to  riders  under  the  early  contract  system  they  are  not  fully  paid 
for,  and  hence  the  dealer  is  fairly  entitled  to  the  use  of  money 
which  has  been  advanced  to  him,  especially  since  he  is  bound  to 
carry  the  risks  for  some  time  to  come. 

Granting,  then,  that  the  abolition  of  the  installment  pay- 
ment system  would  only  affect  purchasers  of  high  priced  ma- 
chines, is  it  not  natural  to  conclude  that  the  retail  trade  would 
be  in  danger  of  being  afflicted  with  the  presence  of  curb-stone 
agents  as  competitors  in  the  sale  of  such  goods?  The  curb- 
stone agent  in  order  to  thrive  at  his  unsanctioned  profession  is 
under  existing  conditions  debarred  from  extending  credit  and 
consequently  is  driven  to  handling  the  cheaper  class  of  ma- 
chines. Manufacturers  are  fighting  shy  of  him  and  his  occupa- 
tion is  almost  gone.  If,  however,  high  priced  machines  were 
sold  for  cash,  the  curb-stone  agent  would  in  all  likelihood  again 
be  strongly  in  evidence. 

Some  bicycle  makers  in  the  middle  western 
SPRING  states  complain  that  assembled  goods  are  ac- 

DELIVERIES  cumulating  in  the  factory,  while  others,  ap- 
ARE  SLOW  parently  no  stronger  before  the  trade,  testify 
that  shipments  are  unusually  heavy.  These 
opposing  reports  are  typical  of  the  methods  practiced  by  ener- 
getic and  lethargic  manufacturers.  It  would  seem  that  the  con- 
cerns which  have  given  especial  attention  to  the  securing  of 
sample  orders  are  now  enjoying  the  benefits  of  their  work,  and, 
while  they  cannot  boast  of  heavy  deliveries,  still  the  accumu- 
lated sample  orders  amount  to  a  very  respectable  volume  of  busi- 
ness which  later  will  undoubtedly  be  swelled  to  much  greater 
proportions.  The  establishments  which,  on  the  other  hand,  have 
principally  sought  to  obtain  outright  contracts  have  fallen  short 
in  their  expectations  and  are  for  the  moment  without  sample 
orders  or  instructions  to  ship  on  contract. 

It  is  a  demonstrable  fact  that  it  does  not  pay  nowadays  to 
urge  agents  to  make  heavy  purchases  early  in  the  season,  firstly 
for  the  reason  that  they  are  disinclined  to  carry  stock  long  in 
advance  of  the  time  when  it  is  salable  to  riders,  and  secondly 
because  the  average  manufacturer's  reluctance  to  tie  up  money 
in  large  purchases  of  material  ahead  of  the  season  when  he  can 
sell  his  product  to  dealers.  Heavy  deliveries  of  goods  from  fac- 
tories, therefore,  do  not  usually  take  place  until  the  beginning 
of  April,  and  then  should,  barring  accidents,  continue  steady,  for 
dealers  are  very  sanguine  of  a  good  season. 

What  makes  the  best  and  most  satisfactory 
COST  OF  light  for  a  store?    This  question  was  recently 

ILLUMINATING     asked  in  a  meeting  of  Ohio  dealers.     One  of 
STORES  those  present  stated  that  two  years  ago  he 

had  put  in  a  gasoline  plant  costing  $70,  with 
which  he  is  now  lighting  his  store  at  a  cost  of  not  over  1  cent 
per  hour,  with  gasoline  costing  10  cents  a  gallon.  Another  de- 
clared that  he  had  a  gasoline  plant  which  furnished  light  until 
1  o'clock  at  night  which  cost  him  75  cents  per  month.  During 
the  winter  months,  however,  when  the  days  are  shorter,  the 
cost  of  operating  was  $1.50  per  month.  This  machine  cost  $60, 
and,  like  the  first,  is  fitted  with  Welsbach  mantles.  A  third 
dealer  testified  that  he  paid  from  $18  to  $25  per  month  for  electri- 
city and  from  $4  to  $8  for  gas.  One  who  had  used  coal  oil,  which 
had  cost  from  15  to  17  cents  a  night  and  had  given  great  trouble 
on  account  of  the  care  necessary  to  keep  the  lamps  in  good 
working  order,  said  that  last  fall  he  put  in  an  acetylene  plant 
under  a  guarantee  that  it  would  not  cost  more  than  20  cents 
a  night.  He  found  that  it  cost  45  cents  a  night  during  the  first 
month  of  trial.  Some  alterations  were  then  made,  after  which 
it  cost  from  15  to  17  cents  a  night,  but  the  following  month  the 
cost  rose  again  to  48  cents  a  night.  In  the  meanwhile,  how- 
ever, the  electric  company  in  his  town,  anticipating  the  compe- 
tition of  acetylene  gas  plants,  reduced  the  cost  of  lighting  and 
furnished  electricity  at  a  cost  of  20  cents  a  night.  Then  he 
threw  out  the  acetylene  plant  and  used  electricity. 

This  whole  subject  of  store  lighting  is  attracting  general  at- 
tention throughout  the  country.  A  number  of  letters  have  been 
received  by  the  Cycle  Age  requesting  private  information  upon 
lighting  cost,  and  in  order  that  the  trade  at  large  may  obtain 
the  benefit  of  the  thought  which  the  matter  is  receiving  dealers 
are  requested  to  relate  their  experiences  with  the  various  plants 
which  they  have  installed. 


570 


The  Cycle  Age  and  Trade  Review 


BRAZING  BY  IIVIMERSION 


Advanced    Practice   in  a  Western  Factory — Fork  Crowns 
Successfully  Brazed  By  Dip  Process 


When  general  experimenting  with  dip 
brazing  began  so  many  obstacles  present- 
ed themselves  that  a  number  of  faint- 
hearted shopmen  were  loath  to  proceed 
very  far.  However,  as  soon  as  the  more 
diligent  brought  the  process  to  a  point 
where  it  could  be  practiced  with  undeni- 
able success  and  economy,  the  doubting 
ones  awoke  to  the  fact  that  many  of  the 
seeming  difficulties  had  been  overcome  by 
amazingly  simple  means.  Indeed  the 
small  problems  which  now  seem  to  hin- 
der the  general  adoption  of  immersion 
brazing  are  in  reality  quite  simple  of  so- 
lution and  will  in  the  near  future  be  sat- 
isfactorily worked  out. 

Most  Frame  Joints  Can  Be  Dipped. 

It  is  occasionally  pointed  out  that  im- 
mersion brazing  can  never  become  uni- 
versal because  it  is  impossible  by  the 
process  to  braze  all  of  the  various  con- 
nections of  a  bicycle  frame.  There  are 
two  ready  answers  to  this  objection.  The 
first  is  that  nearly  all  of  the  joints  com- 
monly used  in  cycle  construction  can  be 
brazed  by  the  dip  method  and  that  the 
economy  of  so  doing  makes  it  desirable  to 
use  the  process  wherever  available,  even 
though  a  few  joints  have  to  be  flame 
brazed.  Of  course  it  is  generally  grant- 
ed that  the  best  factory  policy  is  to  have 
as  few  separate  and  distinct  methods  as 
possible  for  accomplishing  the  same  re- 
sults; but  Where  there  is  a  choice  be- 
tween an  expensive  and  sometimes  un- 
satisfactory method  by  which  all  of  the 
work  in  one  line  can  be  done,  and  an 
economical  and  thoroughly  reliable  meth- 
od which  is  applicable  to  nine-tenths  of 
the  work,  it  is  the  part  of  wisdom  to  use 
the  latter  method  as  regular  shop  prac- 
tice and  the  former  when  absolutely  nec- 
essary. The  second  answer  to  the  objec- 
tion is  contained  in  the  probability  that 
constant  experimenting  will  doubtless  re- 
duce the  number  of  joints  which  cannot 
be  brazed  by  the  immersion  process. 

Brazing  Rear  Cross  Braces. 

In  an  ordinary  diamond  frame  the  only 
joints  which  cannot  be  readily  dipped  in 
a  crucible  are  those  at  the  cross  braces 
between  the  rear  stays  and  between  the 
rear  forks,  and  at  the  front  fork  crown. 
Yet  in  many  shops  the  cross  brace  be>- 
tween  the  rear  forks  is  now  regularly 
brazed  by  dipping,  the  operation  being  si- 
multaneous with  the  brazing  of  the  hang- 
er joints.  The  depth  to  which  the  hanger 
must  be  dipped  in  order  that  the  brass 
may  flow  to  the  top  of  the  hanger  lug 
connecting  the  seat  mast  tube  is  in  most 
cases  suflicient  to  also  cover  the  rear 
cross  brace.  If  it  is  not,  the  brace  may 
often  be  brought  beneath  the  brass  by 
dipping  tlie  frame  at  a  different  angle  in- 
stead of  dipping  it  deeper.  No  matter  at 
what  angle  the  frame  is  held  when  dip- 
ping the  hanger  the  depth  to  which  it  is 
immersed  is  always  more  than  enough 
by  a  liberal  margin  to  cover  the  lug  con- 
necting the  lower  front  frame  tube.  Thus 
if  the  frame  be  dipped  only  to  a  depth 
which  covers  the  seat  mast  connecting 
lug,  but  at  such  an  angle  that  the  brass 
runs  further  back  on  the  rear  forks  and 
not  so  far  out  on  the  lower  frame  tube  as 
usual,  the  rear  cross  brace  may  be  cov- 
ered and  brazed  and  but  little  if  any  more 
superfluous  brass  deposited  upon  the 
frame  than  by  dipping  merely  to  braze 
the  hanger  joints. 

"Whether  the  rear  stay  cross  brace  may 
be  dipped  at  the  same  time  that  the  seat 
cluster  is  dipped  depends  upon  the  height 


of  the  frame,  which  determines  the    dis- 
tance of  the  cross  brace  from  the  cluster. 

Fork  Crown  Brazed  By  Immersion. 

Some  of  the  oldest  dip  brazers  in  the 
country  have  given  up  as  impossible  the 
brazing  of  fork  crowns  by  other  than  the 
flame  method,  unless  no  objection  is  tak- 
en to  immersing  the  entire  stem.  In  the 
accompanying  illustration,  however,  is 
shown  the  crown  portion  of  a  front  fork 
which  was  recently  brazed  by  the  immer- 
sion process  and  in  a  manner  which 
proved  so  satisfactory  that  it  has  been 


ive  experimenting  and  where  the  ingenu- 
ity of  the  workmen  must  occasionally 
make  up  for  lack  of  certain  appliances. 
The  fork  was  brazed  in  the  new  factory  of 
B.  B.  Harris  &  Co.,  of  Chicago,  in  the  cir- 
cular dip  brazing  furnace  described  in 
Cycle  Age  of  February  2,  and  which  as 
soon  as  the  plant  was  moved  from  the  old 
building  to  the  new  location  was  in- 
stalled. Its  operation  proved  so  success- 
ful that  no  other  brazing  facilities  were 
provided  at  the  time,  and  when  in  the 
course  of  the  rush  to  turn  out  the  first 
lot  of  frames  for  the  season  it  became 
necessary  to  braze  front  forks  the  fore- 
man of  the  frame  room  found  that  he  was 
compelled  to  braze  them  by  immersion  or 
to  rig  up  a  flame  brazing  table.  Being  an 
ardent  advocate  of  immersion  brazing  he 
determined  not  to  resort  to  the  old  meth- 
od unless  absolutely  compelled  to  do  so. 
He  gave  the  matter  a  little  study  and 
made  a  few  experiments,  and  the  next 
day  turned  out  a  large  lot  of  front  forks 
solidly  brazed  and  every  one  as  well  exe- 


FORK  CROWN   DIP  BRAZED  WITHOUT  IMMERSING  ENTIRE  STEM  OR  BLADES. 


adopted  as  the  regular  method  of  opera- 
tion in  the  factory  where  it  was  accom- 
plished. The  fact  that  at  least  one  im- 
mersion brazer  is  able  to  braze  front 
forks,  in  the  face  of  the  many  statements 
current  concerning  the  impracticability 
of  the  feat,  indicates  that  future  experi- 
menting and  development  may  lead  to 
ways  and  means  whereby  almost  any 
form  of  joint  imaginable  may  be  success- 
fully dipped. 

The  story  of  the  fork  illustrated  is  in- 
teresting because  it  shows  that  new  and 
valuable  facts  are  sometimes  discovered 
in  shops  not  fully  equipped  for  exhaust- 


cuted  as  the  sample  from  which  the  pho- 
tograph herewith  was  taken. 

How  It  Was  Done. 

Though  the  method  adopted  at  the  time, 
and  which  has  since  been  regularly  em- 
ployed, is  contrary  to  many  old  time  shop 
prejudices,  the  results  obtained  are  ample 
proof  of  its  reliability.  The  procedure 
was  as  follows:  The  fork  blades  were 
pinned  to  the  crown  as  usual,  but  the 
stem  was  not  placed  in  its  seat.  One  man 
then  held  the  stem  with  a  pair  of  tongs 
and  another  the  crown  and  blades,  and 
simultaneously  the  lower  end  of  the  stem 


The  Cycle  Age  and  Trade  Reyie  / 


571 


We  Have  Authorized 
THE  STATE  OF  MAINE  WOOD  RIM  CO., 

of  West  Paris,  Maine,  to  manufacture 

Dunlop  Ditiitiaied  mood  Rims 


TRADE 
MARK    \( 


and  use  our  trade  mark  on  same. 

The  trade  is  referred  direct  to  them  for  quotations. 

The  list  of  authorized  wood  rim  makers  now  stands  as  follows: 

Fairbanks-Boston  Rim  Co.,  Bradford^  Pa.,  and  Bedford,  Mass* 
Kundtz  Bendingf  Co.,  Cleveland,  O. 

Olds  "Wagon  Works,  Ft.  Wayne,  Ind. 

State  of  Maine  Wood  Rim  Co.,  West  Paris,  Me. 


Cbe  JInierican  Dunlop  Cire  Company 

BeiUvHk,  n.  3.  ebicaao,  Til 


TRADE 
MARK 


The  Sterling 


(( 


BUILT  LIKE  A  WATCH" 


AS  MEN  AND  WOMEN  ADVANCE  ALONG  THE  LINES  OF 
CULTURE  AND  RRFINRMRNT  '  = 

there  comes  a  taste  for  those  styles  in  all  articles  of  use 
that  are  out  of  the  ordinary.  It  is  universally  conceded 
that  the  STERLING  embodies  an  "individuality  of  style," 
a  "compactness,"  and  a  "grace"  that  are  not  associated 
with  other  makes. 

The  progressive  dealer  derives  a  genuine  pleasure  in  sell- 
ing a  wheel  of  this  character,  for  he  knows  that  it  means 
"value  received"  to  his  customer,  and  that  a  staunch 
friend  has  been  made  for  his  house. 

Our  descriptive  catalog  and  agency  proposition  will  be 
submitted  upon  request. 


STERLING  CVCLE  WORKS 

KENOSHA.,  >VIS. 


572 


The  Cycle  Age  and  Trade  Review 


and  the  upper  end  of  tlie  crown  and  blade 
group  were  dipped  in  the  crucible.  After 
being  in  the  brass  long  enough  for  the 
parts  to  be  heated  to  brazing  temperature 
and  for  the  brass  to  flow,  the  parts  were 
removed,  and  before  they  had  had  a 
chance  to  cool  below  brazing  heat  were 
thrust  together  and  the  stem  driven  down 
to  the  bottom  of  its  seat  in  the  crown. 
The  machining  of  the  crown  and  stem 
having  been  well  done  in  the  first  place 
the  placing  of  the  two  parts  together  was 
but  the  work  of  a  few  seconds,  and  as 
soon  as  the  parts  had  cooled  the  entire 
fork  was  as  solidly  brazed  as  if  it  had 
been  pinned  together  in  a  jig  of  the  most 
improved  pattern. 

Some  may  doubt  the  safety  of  brazing 
such  parts  without  previously  pinning 
them  together,  but  the  forks  turned  out 
in  the  Harris  factory  are  as  true  as  the 
general  run  of  forks  brazed  after  having 
been  pinned  together  in  a  jig.  The  fork 
from  which  the  photograph  was  taken 
was  picked  at  random  from  a  lot  of  over 
two  hundred,  and  is  so  nearly  accurate 
that  nothing  but  filing  and  enameling 
need  be  done  to  it  to  make  it  ready  for 
assembling  into  a  bicycle.  The  main 
point  to  be  considered  in  preparing  fork 
parts  for  brazing  by  this  method  is  that 
of  machining  the  stem  and  crown  so  that 
they  match  properly. 


SOUTHERN  REPAIR  PRICES 


Charges  That  Prevail  in  South  Carolina— Little  In- 
terest in  Thirty-inch  Wheels  in  Charleston. 


Charleston,  S.  C,  March  4. — Bicycles 
with  30-inch  wheels  are  not  gaining  pop- 
ularity in  this  part  of  the  country.  Deal- 
ers, however,  carry  a  few  such  machines 
and  the  necessary  material  for  making 
repairs  in  them. 

The  bicycle  dealers  here  have  never 
adopted  a  fixed  scale  of  prices  for  re- 
pair work.  The  following  charges,  how- 
ever, are  in  general  use  throughout  the 
state,  with  some  slight  modifications  here 
and  there: 

Frames  cut  down,  re-enameled,  plain 

colors,   knocked   downi $4.50 

Frames  re-enameled,      plain      colors, 

knocked  dorwii  2.50 

Frames    re  -  enameled,    plain    colors 

striped 3.00 

Fraanes  re-enameled,      fancy     colors, 

striped  4.00 

Taking  wheel  apart  and  putting   to- 
gether, extra  1.00 

General  overbaiulinig,  bearings  only..  1.00 
General     overhauling,    bearings     and 

nickel  cleaning  1.25 

Truing  and  aligning  frame  1.50  up 

Truing  and  aJligning  forks  50  up 

Spokes  (one)   15 

Spokes  (two)   30 

New  rimis,   plaiin 1.75 

Pair  rims,  plaan.  2.50 

Truing  wheel   in  frame   (fair   condi- 
tion)       25. 

Truing  wheel  In    frame    (bad    condi- 
tion)     ; 50 

Punctures,  double  tube  (laced  tires)..      25 

Single  tubes,  one  plug  25 

Single  tubes,  two  plugs 35 

Clincher  tires   25 

Morgan  &  'Wrigfht,  valve  and  stem...      35 

Cementing  on  tire  25 

"Vulcanizing,     casing     and     repairing 

tube,   small  50 

Vulcanizing,      casing     and     repairing 

tuibe.  large  75 

Vulcaniizing  valve  stem,  single  tube..      50 

Straightening  crank  25 

Straightening  handle  bar ^ 

Truin^g  sprocket  25 

Cleaning  bearings    1.00 

General    overhauling   1.50 

Cleaning  spokes,  varnishing  rims  and 

enameling  riims    ■  • .  •  1.00  up 

Chain  guard  complete  and  lacing  —  1-00 

Duress  guard  complete  l-f'O 

Tj-acing  mud  guard  SO 

Tracing  chain  guard 25 

Rear  stays   50 

Pedal,  rubfber  put  on  40 

Repairing  chain  25 


Eastern  Dealers  to  Sell  for  Cash. 

The  bicycle  dealers  in  Beverly,  Salem, 
Marblehead,  Danvers  and  Peabody,  in  the 
state  of  Massachusetts,  have  combined  for 
the  purpose  of  conducting  their  business 


on  a  cash  basis.  It  is  their  intention  to 
refuse  to  sell  goods  on  the  installment 
plan.  They  have  also  decided  to  maintain 
a  uniform  price  for  all  repairs,  and  no 
credit  will  be  given  to  customers  who 
wish  repairs  made.  Five  cents  will  be 
charged  for  pumping  tires.  Dealers  will 
furnish  customers  with  the  opportunity 
of  pumping  their  own  tires,  but  a  charge 
M'ill  be  made  for  the  services  of  an  at- 
tendant. The  dealers  claim  that  during 
the  past  season  they  have  been  doing  lit- 
tle else  than  pumping  tires  for  nothing. 


REPAIR  PRICES  IN  CANADA 


No  Movement  to  Adopt  a  Schedule  in  Montreal  and 
Toronto— Prices  Vary  Little. 

Montreal,  March  6. — With  the  advent  of 
spring  there  appears  to  be  no  general 
movement  in  the  bicycle  repair  trade 
towards  a  regular  schedule  for  repairs,  as 
is  the  case  in  some  cities  of  the  United 
States.  Notwithstanding  the  absence  of 
such  a  schedule,  the  repairmen's  prices  do 
not  vary  greatly,  and  last  year  they  were 
well  maintained.  Neither  can  Toronto 
boast  of  a  fixed  schedule,  but  a  close  cal- 
culation of  repairs  on  standard  machines 
in  both  cities  would  be  about  as  follows: 

Punctures    $25 

Vulcanizing 50  up 

VaJlve   50 

Valve  stem  25 

Inner  tube  put  in 1.65  up 

Outside  cover  4.00  up 

Cementing  on  tires,  ©adh 25 

Valve  cup  10 

Link  In  chain 25 

Extra  link  10 

Chain  bolt  15 

Chain  bolt  nut   10 

Chain  bolt   15 

Axles  for  front  wheel 50 

Axles  for  rear  wheel 65  up 

Crank  axle  1.25  up 

Plain     crank     1.00  up 

Right  hand  crank  1.50  up 

Cementing  Griips,  per  pair 15 

Straightening  cranks  25 

Brazing  in  two  pieces  of  tubing 5.00  up 

Brazing  in  two  pieces  of  tubing 3.00  up 

Enameling   frames   complete,    black..  2.00  up 

In  colors  2.50  up 

Striping,  extra  50 

Aluminum  finish   3.00 

Lacing  dhain  guard 25 

Lacing  mud  guard  65 

Mud  guard,   wood   only 65 

Chain  guard,  w^ood  only   65 

One  new  fork  side 1.50 

Two  new  fork  sides   2.75 

Fork   stem    1.35 

Truing  forks  75 

New  rim  1.50  up 

New  spokes,   oolmplete,   each  wheel..  2.00 

One  spoke  25 

Additional  spokes  10 

Truing  wheel 40  up 

Cleaning  bicydle   all   over,    adjusting 

bearings,   etc   1.50  up 

Cleaning  bottom  Ibracket   35 

Pedal  axles,   each 30 

Pedal  comes,  each  20 

Pedial   cups,  each 20 

Pedal   dust  cups,   each 25 

Upper  head  cup,   each 25 

Lower  head  cup.  each , 30 

Upper  head  lad.iuisting  cone,   each —      35 

Lower  head  cone,  each 20 

Head  lock  nut,   eaJoh 10 

Head  lock  nut  washer,  each 10 


Advertising  a  New  Store. 

W.  D.  Wilmot  is  a  bicycle  dealer  in  Fall 
River,  Mass.,  who  has  the  reputation  of 
doing  things  in  an  original  fashion.  Re- 
cently he  opened  a  new  store  and  repair 
shop  and  naturally  was  anxious  to  get  as 
much  publicity  as  possible.  Instead  of 
buying  large  space  in  the  daily  newspa- 
pers, hiring  musicians,  or  making  use 
of  any  of  the  other  recognized  methods 
for  gaining  publicity,  he  decided  to  give 
the  first  1,000  customers  who  visited  his 
new  store  1,000  free  orders  for  some  sun- 
dry, repair  or  service  in  his  line.  The 
list  of  gifts  follows: 

One  guaranteed  tire,  1  saddle,  1  handle 
bar,  1  pair  pedals,  1  chain,  1  wood  rim,  1 
wood  rim  fitted,  1  pair  rims  enameled, 
enameling  one  bicycle  black,  cleaning  one 
bicycle,  nickeling  one  handle  bar,  1  fork 
trued,  1  frame  trued,  1  sprocket  trued,  1 


crank  trued,  1  wheel  trued,  1  puncture 
vulcanized,  3  punctures  plugged,  5  new 
valves  (wired  in),  5  cementing  on  a  tire, 
5  front  axles,  5  honing  a  razor,  5  to  sharp- 
en a  pocket  knife,  10  each  of  the  follow- 
ing: Spoke  put  in,  lace  a  chain  guard, 
to  sharpen  skats,  cyclometers,  bells, 
adding  machines,  hanks  lacing  cord,  rim 
cement,  plug  cement,  patch  cement,  en- 
amel polish,  elastic  bundle  carriers,  pairs 
toe  clips,  20  pairs  grips,  25  pairs  scissors 
ground,  25  frame  buffers,  50  bottles  bi- 
cycle oil,  50  valves  (not  put  in),  50  hand 
pumps,  50  plugs,  100  sticks  graphite,  100 
pairs  pant  guards,  100  free  lesson  tickets, 
100  bachelors'  buttons,  100  rolls  tire  tape, 
50  spokes  and  nipples. 

As  a  result  Mr.  Wilmot  made  1,000 
small  cash  sales  in  three  days,  and  in 
the  first  ten  days  booked  orders  for  14 
chainless  machines.  He  will  be  glad  to 
exchange  ideas  with  any  other  active 
dealer,  or  send  samples  of  his  circular 
and  gear  table  to  any  dealer  sending  a 
self  addressed  envelope. 


EASTERN  REPAIR  SCHEDULE 


rioderate  Charges  for  Repair  Work  Adopted  in  New 
Jersey  Town— Terms  Strickly  Cash. 


Brighton,  N.  J.,  March  6. — The  cycle 
dealers  of  this  city  have  adopted  the  fol- 
lowing schedule  of  prices  for  repairs, 
which  is  printed  on  a  card  22x12  inches 
and  accompanied  by  the  intimation,  bold- 
ly printed,  that  the  terms  are  strictly 
cash: 

New  rims,   plain   $1.50 

Spokes  in  wheel 10@15 

Cleaning  and   adjusting 1.00 

Link    in    chain 10 

Chain  bolt  and  burr 10 

Chain  adjusters,  per  pair 25 

Repairing  inner  tube  of  tire 35 

Repairing  single  tube  tire 25 

Cementing  tire  on  rim 10 

New  valve  25 

Valve  stem  25 

Metal   valve    50 

Vulcanizing  tire   50  up 

Fork  ends,   each 50 

Fork  sides,    plain 1.50 

Fork  sides,   nickeled 2.00 

Fork   crown,    plain 1.50 

Fork  stem 1.50 

Cones  and  cups,  each 75  up 

Cotter  pins,  pair 26 

Nickeled  burr  10 

Rear   sprocket    1.25  up 

Front   sprocket,    plain 1.50  up 

Cutting  down  frame  and  enameling..  5.00 

Plain  enamel,  three  coats 2.50 

Enameling  and  striping  rims 1.00 

Stained  rims   50 

Cranks,  per  pair 1.50 

Axle   for   wheel 75  up 


Special  Prices  for  Winter  Work. 

A  Massachusetts  dealer  and  repairman 
makes  a  practice  every  winter  of  issuing 
the  following  special  offers  to  his  custo- 
mers: 

No.  1.  For  $1  I  will  send  for  your  bicycle 
and  carefully  -store  it  all  winter. 

No.  2.  For  $1.50  I  will  send  for  your  bicy- 
cle, clean,  oil  and  adjust  all  the  bearings 
and  store  all  winter. 

No.  3.  For  $4.50  I  will  send  for  your  bicy- 
cle, clean,  oil  and  adjust,  enamel  the  fra/me 
and  fork  black  or  maroon  and  make  no 
charge  for  storage. 

Na  4.  For  $6  I  will  send  for  your  bicycle, 
clean,  oil,  adjust,  enamel  black  or  maroon, 
true  both  wheels,  true  frame,  forks  and 
cranks,  repair  tires  if  worth  repairimg,  and 
make  no  charge  for  storage. 

No.  5.  For  $8  I  will  send  for  bicycle,  clean, 
oil,  adjust,  enamel  black  or  maroon,  true 
both  wheels,  true  frame,  forks  and  cranks, 
repair  tires  if  worth  repairing,  nickel  plate 
all  parts  except  spokes  and  hubs,  and  make 
nio  charge  for  storage. 

No.  6.  For  $10  I  will  send  for  bicycle, 
clean,  oil,  adjust,  enamel  black  or  maroon, 
true  both  wheels,  true  frame,  forks  and 
cranks,  repair  tires  as  aibove,  nickel  all 
parts,  put  all  new  spokes  in  both  whedlis, 
and  make  no  charge  for  storage. 


The  bicycle  dealers  of  Salem,  Mass.,  at 
a  recent  meeting  decided  to  close  their 
stores  three  evenings  each  week  during 
the  approaching  season. 


The  Cycle  Age  and  Trade  Review 


573 


COnnERCE  IN  FOREIGN  HARKETS 


An  attempt  is  being  made 

CYCLE  FACTORY      to  Start  a  cycle  factory  in 

FOR  Port  Elizabeth,  South  Af- 

SOUTH  AFRICA      "ca,    but    judging    from 

the     following     criticism 

with  which  one  of  the  local  papers  greeted 

the  venture,  it  is  highly  improbable  that 

success  will  wait  upon  the  effort: 

During'  the  past  few  weeks  a  circular  let- 
ter has  been  distrltouted  broaclcast  through- 
'out  South  Africa  by  a  firm  styling  itself 
"Tarry  &  Co.,  general  merchants,"  whose 
address  Is  given  as  Box  339,  Port  Elizabeth. 
The  prospectus  goes  on  to  state: 

"This  company  is  formed  for  the  purpose 
of  establishing  a  cycle  factory  in  Cape  Col- 
ony, with  branch  depots  (and  siibsequently 
factories)  in  NataJ  and  the  Transvaal,  to 
make  and  rplaoe  upon  the  South  African 
markets  g'owdi,  reliable  bicycles  at  a  much 
cheaper  fig'ure  than  imiported  machines  are, 
or  can  be,  sold  at.  The  sale  of  bicycles  in 
South  Afirioa  Was  already  asisumed  veiry 
large  proportions,  but  the  present  high 
prices  debar  many  from-  indulging  in  this 
most  healthful,  invigorating,  and  delightful 
exercise.  The  object  of  this  comipany  will 
be  to  m^anufacture  In  South  Africa  a  machine 
the  price  of  which  shall  toe  within  the  reach 
of  all." 

We  are  indisposed  to  occupy  space  with 
the  absurd  claims  put  forward  in  the 
prospectus  of  the  South  Africa  Cycle  Man- 
ufacturing Company,  Limited,  promoted  by 
Tarry  &  Co.  Bearing'  in  mind  that  the  raw 
material  would  have  to  be  imiported  from 
EuroT>e:  that  skilled  labor  in  South  Africa 
is  only 'obtainable  at  a  high  salary  as  com- 
pared with  rates  paid  in  other  countries; 
and  that  the  laying  do-wn  of  mechanical 
appliances  and  their  working,  for  the  pro- 
duction of  all  or  any  of  the  multifarious 
parts  of  a  cycle,  would  entail  an  outlay 
many  times  in  excess  of  that  in  England, 
Where  wages  are  notoriously  high,  it  is  oto- 
vious  that  the  capital  of  the  pronosedi  com- 
pany is  not  only  absurdly  small  for  the 
mirpose,  even  if  it  be  all  called  up.  but  js 
barely  sufficient  to  cover  the  expenses  of 
the  -voyage  of  a  staff  of  competent  ana 
skilled  workmen  and  the  purchase  and  lay- 
ing down  of  the  necessary  machinery  -with 
■wtilch  to  commence  operations.  How,  then, 
can  the  company  claim  to  manufacture  m 
South  Africa  a  machine  the  price  of  which 
shall  be  within  the  reach  of  all  at  a  much 
cheaper  figure  than  imported  machines  are, 
or  can  be,  sold  at?  Parts  can,  it  is  true, 
be  imported  and  piit  togther  at  probably  less 
cost  than  a -complete  bicycle  of  repute;  but. 
as  the  word  "manufacture"  is  especially  em- 
phasized in  the  prospectus,  we  have  only 
concerned;  ourselves  with  the  literal  mter- 
pretatlon  which  the  word  conveys.  In  our 
opinion,  if  the  whole  or  any  part  of  the 
money  asked  for  has  been  subscribed  by  a 
confiding  public,  all  the  return  they  -will 
get  for  their  investment  -will  be  the  winding 
up  of  the  company  almost  as  soon  as  it  has 
commenced  operations. 


BICYCLE 
SALES  IN 
SUMATRA 


Cycling  on  the  west  coast 
of  the  island  of  Sumatra 
is  principally  confined  to 
a  small  percentage  of  Eu- 
ropeans who  are  resident 
there.  Some  of  the  Chinamen  born  in  Su- 
matra, however,  are  riding  bicycles. 
There  are  perhaps  seventy-five  machines 
in  use.  An  increase  in  the  number  is  not 
probable  until  the  price  is  considerably 
reduced. 

The  condition  of  the  roads  is  good 
throughout  the  year.  They  are  macad- 
amized. There  are  no  native  bicycle 
makers  or  repairers.  Most  of  the  bicy- 
cles in  use  were  brought  to  Sumatra  by 
people  employed  in  the  government  serv- 
ice or  by  passengers  returning  from  Eu- 
rope. Many  varieties  of  machines  are  to 
be  found.  The  number  imported  by  shop- 
keepers will  not  exceed  a  dozen.  Their 
sale  is  exceedingly  slow.  Some  which 
were  imported  for  sale  were  of  Austrian 
manufacture,  one  of  the  retailing  stores 
being  a  branch  of  a  Vienna  firm. 

The  duty  on  bicycles  is  10  per  cent,  of 
the  appraised  valuation.  The  receiving 
port  for  the  west  coast  of  Sumatra  is  Pa- 
dang,  where  every  week  a  steamer  from 
Holland     arrives     carrying    the     Dutch 


mails.  The  only  charge  on  inward  goods 
is  the  landing  tax.  Goods  not  cleared  by 
importers  are  stored  in  the  bonded  ware- 
houses of  the  government  and  can  be  re- 
exported free  of  duty.  There  are  six  im- 
porting firms  which  might  be  induced  to 
handle  bicycles. 

Bicycles    are    in    general 

AMERICAN         use  in  the  department  of 

BICYCLES  IN        Marne,  which  ranks  third 

FRANCE  ii^  France  in  the  number 

of  bicycles  used  in  pro- 
portion to  inhabitants.  The  first  is  Paris 
and  the  second  Gironde.  The  roads  are 
very  good  and  are  kept  in  good  repair, 
but  are  rather  hilly.  There  is  only  one 
local  factory,  and  its  product  is  not  im- 
portant. Three  machines  of  American 
make  are  now  sold  to  one  of  English. 
Bicycles  enter  this  district  from  Havre 
and  Calais.  The  best  communication  with 
the  United  States  is  via  Havre.  The 
freight  by  the  Transatlantique  Line,  New 
York  to  Havre,  is  $6  to  $8  per  40  cubic 
feet,  in  proportion  to  the  importance  of 
the  Invoice. 


CYCLING 

IN  THE 

TRANSVAAL 


Johannesburg  is  the 
headquarters  of  the 
South  African  bicycle 
trade.  The  city  is  not 
really  adapted  for  cy- 
cling, as  the  roads  (and  the  word  road  in 
South  Africa  is  largely  a  figure  of 
speech)  are  extremely  bad,  the  sandy  soil 
making  pedaling  more  a  matter  of  un- 
doubted exercise  than  of  pleasure;  but 
such  a  little  detail  as  this  does  not  damp 
the  ardor  of  lovers  of  the  wheel,  and  pe- 
destrians are  beginning  to  complain  that 
the  cyclists  are  taking  up  all  the  road- 
way to  the  exclusion  of  all  else. 

A  Johannesburg  peculiarity  is  the  "bi- 
cycle raffle,"  which  takes  place  every  Sat- 
urday evening.  The  machines  put  up  as 
prizes  embrace  all  varieties,  and  are  as  a 
rule  second-hand  goods.  These  raffles 
are  conducted  fairly  enough,  but  the  le- 
gitimate business  men  naturally  do  not 
view  them  with  favor. 

Very  few  women  ride  in  the  Transvaal, 
and  few  of  the  cycle  stores  exhibit  ladies' 
machines,  though  they  of  course  keep 
them  in  stock. 

Cycle  stealing  in  the  Transvaal  has 
developed  into  a  fine  art  of  late,  and  it  is 
an  unusual  occurrence  for  a  week  to  pass 
without  three  or  four  convictions  being 
recorded  against  these  scoundrels. 

The  bicycle  has  also  been  put  to  use  by 
highwaymen,  two  cyclists  having  held  up 
the  secretary  of  a  mine  and  robbed  him 
of  several  hundred  pounds.  In  this  case 
the  thieves  were  captured  before  they 
had  had  time  to  get  rii  of  much  of  their 
plunder,  and  they  are  now  serving  a  long 
sentence  in  the  Johannesburg  jail. 

The  Boers  in  the  up-country  districts 
will  not  countenance  the  bicycle,  and, 
in  fact,  many  of  them  look  upon  it  as  an 
invention  of  the  evil  one;  but  the  Dutch 
residents  in  the  immediate  neighborhood 
of  Johannesburg  and  Pretoria  have  dur- 
ing the  last  three  years  taken  to  it,  and 
the  streets  of  Pretoria  on  a  Sunday  are 
simply  crowded  with  young  Boers,  who 
have  discarded  the  horse  for  the  more 
handy  bicycle. 

At  present  the  cycle  trade  in  the  Trans- 
vaal, in  common  with  all  others,  is  not 
flourishing,  but  the  depression  is  of  a 
temporary  nature  and  when  good  times 
once  more  return,  as  they  must  before 
long,  the  cycle  trade  will  be  one  of  the 
first  to  experience  the  effects  of  the  boom. 


Nearly      all      the      New 

HIGHWAYS  AND       Zealand   roads   are   com- 

TRADE  OF  posed   of  shingle,    which 

NEW  ZEALAND  is  obtained  from  river 
beds,  but  this  has  proved 
very  unsatisfactory  in  the  past,  as  these 
stones  being  water  worn  do  not  bind 
well,  and  this  shows  very  much  after  any 
lengthy  spell  of  dry  weather.  Then, 
again,  cyclists  in  Canterbury  province 
cannot  undertake  a  ride  of  any  length 
without  having  to  cross  water  races,  as 
there  are  almost  innumerable  in  that 
country.  They  are  supplied  with  snow 
water  from  the  mountains  and  range  on 
an  average  about  seven  to  ten  feet  wide, 
and  wherever  you  go  you  find  these 
races  crossing  your  road. 

So  far,  this  has  been  the  worst  winter 
for  cycling  since  the  pastime  caught  on 
with  New  Zealanders.  The  pastime  is 
exceedingly  popular,  especially  in  Christ- 
church,  where  level  roads  are  to  be  found 
in  abundance  and  were  the  surfaces 
somewhat  better,  this  town  would  be  vir- 
tually a  cyclist's  paradise.  It  also  boasts 
of  having  the  largest  number  of  cyclists 
in  proportion  to  its  population  of  any 
city  in  the  world,  but  that  is  a  matter 
not  easily  proved.  All  kinds  and  condi- 
tions of  machines  are  represented,  and 
the  same  can  be  said  of  tires. 

Riding  is  practiced  to  a  considerable 
extent  in  Dunedin,  where  the  roads  are 
of  fine  quality,  but  exceedingly  hilly. 
One  cannot  ride  out  of  Dunedin  for  two 
miles  without  encountering  some  very 
stiff  grades.  The  other  towns  of  impor- 
tance are  Wellington  and  Auckland,  the 
first  named  of  which  has  more  dealers 
than  any  other  town  in  the  colony.  Butch- 
ers, tobacconists,  hardware  dealers,  dry 
goods  stores  and  wholesale  warehouses 
all  represent  an  agency  and  in  conse- 
quence the  trade  has  been  very  much 
cut  up,  and  exclusive  cycle  dealers  have 
had  a  rough  time  in  competition.  The 
roads  in  the  neighborhood  of  Wellington 
as  well  as  the  streets  in  the  city  itself 
are  very  poor. 

There  is  a  splendid  touring  country 
along  the  west  coast  of  the  north  island. 
Along  this  route  one  strikes  the  most 
beautiful  country  in  New  Zealand.  Some- 
how droughts  never  seem  to  affect  this 
part  of  the  colony.  The  roads  are  hilly 
and  the  scenery  is  singularly  attractive. 

The  last  town  in  New  Zealand  to  take 
to  the  bicycle  was  Auckland,  but  it  is 
by  no  means  least  in  the  point  of  the 
trade.  Cycle  stores  are  springing  into 
existence  like  mushrooms. 

Bicycles    are    in    general 
IN  SINGAPORE       nse    amongst    Europeans 
BICYCLES  ill    Singapore,    and    even 

ARE  COMMON  natives  use  them  so  far 
as  their  means  will  allow. 
The  roads  are  fairly  level  and  smooth, 
with  few  hills  of  little  height.  Most 
strangers  declare  they  are  ideal  for  the 
bicycle.  There  are  no  manufacturers. 
Bicycles  are  imported  mostly  from  the 
United  Kingdom,  the  United  States,  and 
a  few  from  Germany.  There  is  no  duty 
on  bicycles  or  on  any  other  article  en- 
tering Singapore  from  any  part  of  the 
world,  the  port  being  fiee. 

Singapore  and  Penang  are  the  receiving 
ports  in  the  Straits  Settlements.  Port 
charges  are  nil,  as  affecting  importers. 
There  are  no  bonded  warehouses.  Goods 
should  be  carefully  packed  in  cases  lined 
with  pitch  paper.  Plated  parts  should 
be  well  coated  with  vaseline,  and  cases 
should  not  be  stowed  close  to  boilers. 


574 


The  Cycle  Age  and  Trade  Review 


BASE  AND  SIZE  OF  WHEEL 


English   Constructor   Argues  for  Small   Drive  Wheel  and 
Lengthened  Base — Tall  Riders'  Hachines 


In  regard  to  relative  sizes  of  front  and 
rear  wheels  on  bicycles  the  well-known 
English  bicycle  constructor,  P.  L.  Re- 
nouf,  writes  in  Bicycling  News:  In  the 
diagrams  we  will  suppose  a  given  load  to 
be  resting  on  the  middle  of  a  beam  sup- 
ported by  a  pair  of  wheels,  of  which  the 
one  towards  the  right-hand  side  is  a  driv- 
ing-wheel, and  the  wheel  on  the  left-hand 
side  is  opposed  by  an  obstruction;  the 
facility  with  which  the  front  wheel  will 
be  pushed  over  this  obstruction  will  de- 
pend on  several  circumstances:  one  is  the 
relative  size  of  the  wheel  to  the  obstruc- 
tion, and  another  is  the  size  of  the  driven 
wheel  to  that  of  the  driving  wheel.  It  is 
obvious,  as  the  rate  of  rise  will  be  in 
the  ratio  of  the  distance  of  the  obstruc- 
tion to  the  point  of  contact  of  the  wheel 
with  ground,  the  larger  the  wheel  is  the 
more  easily  will  it  surmount  the  obstruc- 
tion; but  on  inspection  of  the  diagrams, 
which  represent  an  ordinary  brick  in  con- 
tact with  a  24-in.,  a  28-in.,  and  a  30-in. 
wheel  respectively,  it  will  appear  that 
there  is  not  so  much  advantage  with  the 
larger  wheel  as  might  be  thought. 
Though  bricks  have  to  be  encountered 
sometimes,  they  are  about  the  highest  ob- 
stacles a  machine  may  be  fairly  expected 
to  deal  with;  in  the  case  of  lower  articles 
the  advantage  of  the  large  wheel  is  of 
course  still  less.  We  can  therefore  safe- 
ly assume  that  our  present  standard  size 
of  steering  wheel — 28  or  30-inch — is  quite 
large  enough  for  a  machine  for  one  rider; 
a  much  larger  front  wheel  entails  bring- 
ing the  head  or  steering  socket  out  of 
reach,  unless  the  angle  and  pitch  of  steer- 
ing is  made  so  violent  as  to  more  than 
counteract  the  advantage  otherwise 
gained. 

The  Front  Wheel's  Resistance. 

If  we  consider  the  sizes  of  the  wheels 
relatively  to  each  other,  where  the  front 
wheel  is  lower  than  the  driving 
rear  wheel,  the  effect  of  resis- 
tance to  the  front  wheel  to  the 
impetus  of  the  beam  is  to  make  the  beam 
and  the  back  wheel  tend  to  pivot  on  the 
front  axle  and  jump  up,  or  else,  if  kept 
down  by  the  load,  tend  to  buckle  up  the 
beam  or  frame — in  both  cases  the  ob- 
struction will  be  pushed  harder  towards 
the  ground. 

Where  the  wheels  are  equal  the  tend- 
ing is  to  check  the  forward  flight  of  the 
beam  and  compress  it — on  our  cycles  to 
push  the  front  forks  back,  and  create 
vibration  by  the  reaction.  But  when  the 
rear  wheel  is  the  smaller,  and  the  front 
one  is  resisted,  the  beam  will  be  driven 
forwards  and  upwards,  with  the  result  of 
liftimg  the  front  of  the  machine  over  the 
obstacle.  Nor  need  the  driving  wheel  be 
much  smaller  than  the  front  one  to  pro- 
duce this  effect.  We  can  ourselves  ex- 
perience similar  effects  by  pushing  an  or- 
dinary two  wheeled  (or  even  a  one- 
wheeled)  barrow,  and  letting  our  hands 
take  the  place  of  the  axle  of  the  driv- 
ing wheels  of  our  diagram:  if  the  barrow 
is  to  be  pushed  up  a  curb,  for  instance, 
the  hands  are  instinctively  dropped  below 
the  level  of  the  wheel  centres:  if  the 
handles  be  held  higher  and  not  gripped 
tightly,  they  will  rise  up  sharply  when 
the  obstacle  is  struck;  if  they  are  brought 
to  the  same  level  as  the  wheel  centres, 
the  shock  will  be  perceptibly  greater 
than  in  the  first  one. 

For  road  work,  therefore,  there  is  un- 
questionably an  advantage  in  having  the 


driving  wheel  slightly  smaller  than  the 
steering  wheel,  as  a  succession  of  small 
obstacles  are  being  constantly  encoun- 
tered; besides  this,  the  friction  of  the 
ground  itself,  which  causes  the  front 
wheel  to  turn  round,  offers  resistance  in 
a  small  degree.  I  believe  that  the  re- 
sistance as  compared  with  the  grip  of 
the  driving,  wheel  is  even  on  a  smooth 


Tnc  CrCLt  AoC^ 

racing  track  sufiicient  to  render,  if  not 
an  increase  in  the  size  of  the  steering 
wheel,  a  decrease  in  the  size  of  the  driv- 
ing wheel  of  use. 

The  same  writer  discusses  the  posi- 
tion of  the  saddle  and  of  the  crank  hang- 
er in  relation  to  the  rear  wheel  axle.  In 
former  days,  he  says,  the  preconceived 
idea  prevailed  that  the  weight  of  the 
rider  should  be  well  over  the  driving 
wheel,  but  experience  proved  this  to  be 
wrong.  Mr.  Renouf  holds  that  the 
weight  of  a  rider  must  be  well  in  front 
of  the  rear  wheel  center  and  his  reason- 
ing is  given  with  reference  to  the  illus- 
tration as  follows:  A  wheel  B  is  fur- 
nished with  a  pulley  A  keyed  to  it;  a 
framework  capable  of  motion  about  the 
centre  of  the  wheel  carries  a  pulley  C  (by 


"he  Cyclc  /Io^^ 


chain  or  otherwise  in  gear  with  the  pul- 
ley B)  and  a  motion  (human  or 
otherwise)  rotating  the  pulley  C.  The 
rotation  is  productive  of  relative  motion 
between  the  rim  of  B  and  the  frame- 
work supporting  C;  that  is  while  C  re- 
volves and  the  framework  remains  hori- 
zontal, as  in  the  diagram,  B  must  re- 
volve; but  it  follows  that  if  C  revolve 
and  B  cannot  move  across  the  framework. 


the  latter  must  move  across  B,  which  it 
can  only  do  by  rising  to  a  horizontal  po- 
sition. In  other  words,  the  action  of 
pedalling  on  a  rear-driving  cycle  tends 
to  wind  the  framework  and  the  rider  up 
and  over  the  top  of  the  rear  wheel.  Sup- 
posing the  weight  of  the  rider  and  frame- 
work to  be  nearly  balanced  over  the  axle, 
the  friction  of  the  rear  wheel  on  the 
ground  would  cause  it  to  remain  station- 
ary, and  the  rider  instead  of  propelling 
the  driving  wheel  forward,  would  un- 
doubtedly wind  the  framework  back- 
wards on  its  pivot.  If  a  block  D  be  held 
in  front  of  the  driving  wheel,  B  will  only 
surmount  the  resistance  if  the  power  on 
C  is  suflSciently  strong,  and  if  the  weight 
on  C  is  sufQcient  to  prevent  the  over- 
winding before  mentioned.  And  there 
can  be  no  question  that  the  best  means 
of  keeping  the  framework  down  is  by 
bringing  the  load  on  it  forward  and  as 
far  from  the  rear  axle  as  practicable. 

The  higher  the  speed  at  which  a  ma- 
chine is  propelled,  the  greater  is  the  re- 
sistance to  the  driving  wheel,  and  the 
greater  the  tendency  to  take  weight  off 
the  steering  wheel — and  this  is  one  of 
the  several  reasons  why  the  racing  men 
— to  counteract  this  effect  of  speed — in- 
stinctively throw  their  weight  forward  as 
the  speed  increases. 

Vibration  By  Unbalanced  Design. 

I  feel  pretty  well  convinced  that  the 
present  tendency  of  bringing  the  saddle 
forward  is  largely  due  to  the  want  of 
proportion  in  the  average  cycle  frame  of 
the  day.  ^ 

Supposing  on  anything  else  but  a  cycle 
a  load  were  to  be  carried  on  a  set  of 
wheels.  No  one  would  ever  dream  of 
placing  the  support  of  the  weight  any- 
where else  than  in  the  center  of  the  car- 
riage, and  it  is  evident  that  if  the  center 
of  gravity  is  raised  above  the  supporting 
base,  the  latter — in  this  case  the 
wheelbase — should  be  lengthened  both 
fore  and  aft.  If  this  is  not  done,  the  base 
will  become  more  and  more  unstable,  and 
this  will  induce  vibration. 

Renouf's  Preferred  Construction. 

Now  if  we  examine  the  standard  ma- 
chines of  a  standard  manufacturer  we  arc 
pretty  sure  to  find  three  or  more  frames 
listed  for  riders  of  varying  heights,  but 
all  with  the  same  distance  from  bottom 
bracket  to  front  and  to  rear  axle — wheth- 
er the  rider  be  five  feet  or  six  feet  high. 
The  angle  of  the  seat  mast  is  the  same 
and  the  result  is  that  the  tall  rider  has 
his  weight  nearer  over  the  rear  wheel 
axle  than  the  short  rider,  and  the  bur- 
den and  drag  on  the  rear  wheel  are  un- 
duly increased. 

The  epitome  of  Mr.  Renouf's  reasoning 
is  that  standard  frames  of  today  are  too 
short,  and  that  a  combination  of  28-inch 
rear  v/heel  with  30-inch  front  wheel  over 
.a  wheel  base  graduated  in  length  by  the 
height  of  the  frame  would  be  preferable 
to  a  standard  wheel  base  and  28-inch 
wheels  fore  and  aft. 


Bicycles  Facilitate  Mail  Service. 

In  Germany,  and  especially  in  Berlin, 
the  mail  deliveries  are  made  by  postmen 
mounted  on  bicycles.  The  use  of  bicycles 
has  enabled  the  city  postoffice  to  make 
twenty-seven  deliveries  daily.  A  letter 
mailed  in  the  city  is  frequently  delivered 
to  the  addressee  in  the  same  city  from 
forty-five  to  fifty-five  minutes  after  hav- 
ing been  posted. 

Some  of  the  employes  of  the  National 
American  Cycle  Works  Co.  of  Akron,  O., 
have  quit  work  because  they  were  put 
on  piece  work  instead  of  being  paid  for 
day  work,  and  were  unable  to  make  more 
than  about  half  as  much  as  formerly. 

Three  thousand  bicycles  were  stolen  in 
England  during  1898. 


The  Cycle  Age  and  Trade  Review 


575 


[WHiffWODIDYOODO?] 

The  only  sensible  way  to  coast  is  the  safe  way. 

The  safe  way  is  possible  only  with  perfect  control  of 
the  bicycle.  The  minute  the  feet  are  off  the  pedals  the 
control  is  lost — coasting  then  becomes  a  danger. 


Eclipse  Cycles  I 


itted 
with 


The  Morrow  Automatic 
Coaster  and  Brake 


Make    coasting 

a  safe  pleasure. 

It  enables  riders 

to  hold  the 


o-^ 


■M>.j 


|V^ 


"Tf^'l 


•^Jn 


^6. 


.-^s» 


^*<?;t.: 


pedals  stationary  while  coasting. 

A  slight  back  pressure  of  the  pedals  applies  the  brake. 

The  bicycle  can  be  stopped  on  the  steepest  hill  in  the 
shortest  time  and  smallest  space. 

Any  wheel  thus  equipped  can  be  sold — easily. 

All  the  particulars  if  you  want  them. 

Eclipse  Bicycle  Co.,  ^n" ?*• 


What 


the  Sporting 
Editor  of  the 


New  York  Journal  Says 


Gentlemen  : 

After  having  used  the  '99  Olive  for  some  time  on  country  roads, 
park  boulevards,  asphalt  and  cohblestone  pavements,  I  am  forced  to  pro- 
nounce it  the  staunchest  and  easiest  running  wheel  I  have  ever  mounted. 
As  an  all  around  machine  it  could  not  be  more  satisfactory,   and  its 
simplicity  of  construction  is  a  feature  that  must  commend  itself  to  all. 

Yours  very  truly, 

HAERY  BEECHER, 
Sporting  Editor  New  York  Journal. 

AGENTS  AND  RIDERS  ALIKE      JQA  (\I  \\TV  WHFFI 
ARE  ENTHUSIASTIC  OVER  THE   ^^   WH  Y  U    YV  m^uu 


Plain  Talks  on 

ANDRAE  Tandcffls 


XI. 

Pour  years  ago  Andrae  Tandems  were  like  other  tandems  are 
to  day. 

This  is  a  strong  statement — but  we  can  back  it  up. 

Take  an  Andrae  catalogue  of  '95  (4  years  ago)  and  a  '99  cata- 
logue of  any  other  make,  turn  to  tandems  and  you  will  see  that — 

The  Andrae  '95  Tandem  has  the  Design 
the  Other  '99  Tandem  is  Copied  from. 

This  proves  without  a  doubt  that  others  are  four  years  behind 
us  in  tandem  building. 

But  their  tandem  costs  only  $75  while  the  Andrae  costs  $85. 

If  a  '95  tandem  can  be  sold  for  $75  a  '99  tandem  ought  to  be 
easy  to  sell  at  |85. 

"Write  for  our  paper,  "  The  Andrae  Agent." 

Julius  Andrae  &  Sons  Co. 


MILWAUKEE,  WIS. 


They 

Never 
Disappoint .... 


The  Olive  Wheel  Co.,  Syracuse,  N.  Y. 


The  4^  4^ 
Watson 
Automatic 
Seat  Post 


The  only  PATENTED  Automatic  Seat  Post  in  the 
world.  Convertible  to  front  or  rear  L.  Locks 
and  unlocks  automatically  and  instantly.  Made 
on  the  -«  edge  principle,  therefore  binds  equally  its 
vyhole  length,  and  can't  bulge  the  tubing.  Fits 
any  wheel  made.  Our  customers  wiU  confer  a 
favor  by  informing  us  of  any  bona  fida  sale  and 
delivery  of  a  seat  post  similar  to  ours,  as  we  shall 
positively  prosecute  any  infringement  on  this  post. 
In  the  United  States  we  have  two  patents  issued 
July  12th,  1898,  February  28th,  1899,  the  third 
allowed  and  the  fourth  pending.  Outside  of  the 
United  States  our  post  is  patented  in  every  country 
where  bicycles  are  made.  We  have  doubled  the 
capacity  of  our  factory  and  from  this  time  on  will 
be  able  to  fill  all  orders  promptly.  We  manufac- 
ture a  Handle  Bar  on  the  same  principle  as  the 
Seat  Post,  but  are  sold  ahead  until  April  1st. 
Orders  will  be  received  for  delivery  after  that  date. 
Send  for  circulars  and  price  lists  of  Seat  Post  and 
Handle  Bar. 

THE  WATSON  AUTOMATIC  SEAT  POST  CO., 

7  &  9  WARREN  ST.,  NEW  YORK.    Factory:  Bridgeport,  Conn. 

Hibbard,  Spencer,  Bartlett  &  Co.,  Chicago,  Western  Distributing  Agents. 
Canadian  Office,  19  Toronto  Arcade,  Toronto,  Ont. 
European  Office,  No.  1  St.  Swithen's  Lane,  London,  England. 
Cable  Address,  Dactilicas. 


576  The  Cycle  Age  and  Trade  Review 


^ 


^ 


J^^l^f  OPERATING  THE  FORMER  ^^^Xl 

^  ^^  FACTORIES  OF  ^^ %/ 

GARFORD  MFG,  CO, 

OF  ELYRIA,  OHIO 

HUNT  MFC,  CO. 

OF  WESTBORO,  MASS. 

WHEELER  SADDLE  CO. 

OF  DETROIT,  MICH. 

WHEELER  SADDLE  CO. 

OF  TORONTO,  ONT. 

GILLIAM  MFG.  CO. 

OF  CANTON,  OHIO 

P.  &F.  MFG.  CO. 

OF  READING,  PA. 

Offices^  6o$-6i3  Jftn^ricdit  Crust  Building 

•  *  *  Cleveland,  Oblo  •  •  • 


The  Cycle  Age  and  Trade  Review 


577 


ClK  Cype$ 


Cbat  mm  tin 


i^t^ 


npan  E^refer  to  saddles.  What  will  they  be  ?  Do  they 
A  T  W  J  now  exist  ?  These  are  questions  that  interest 
B  A  ^        every  manufacturer,  dealer  and  rider. 

'  There  is  no  doubt  that  saddles,  like  watches, 

wagons,  or  washboards,  will  settle  down  to  a 
few  standard  types.  The  freaks  and  follies  of  saddle  inven- 
tion have  had  their  day  and  served  the  purpose  of  proving 
and  accentuating  the  value  of  real  saddles — the  solid, 
straight-out,  every-day-in-the-year  saddles,  such  as  we  make. 

The  American  Saddle  Co.  has  no  use  for  monstrosities. 
Its  mission  is,  in  part,  to  crystallize  the  sentiment  of  the 
public  upon  standard  models,  and  to  eliminate  the  multi- 
tudinous, and  (many  of  them)  useless  styles  now  annoying 
the  manufacturers  of  wheels  and  confusing  the  judgment 
of  riders. 

Our  concentration  process  has  begun,  and  instead  of 
fifty  or  a  hundred  styles  heretofore  offered  by  our  several 
companies,  the  number  will  be  materially  reduced,  always 
having  due  regard  for  existing  contracts. 

It  is  our  purpose  to  have  comparatively  few  models,  and 
those,  such  as  have  demonstrated  their  right  to  live. 


cm 


tbe  nmrkm  Saddk  Company 

Ji  Jt  AMERICAN  TRUST  BUILDING  ^  ^ 


578 


The  Cycle  Age  and  Trade  Review 


CUSHION  EFFECTS  IN  CYCLING 


Spring  Devices — Relations  Between  Speed  and  Comfort- 
Pneumatic  Hub  Wheels 


Pneumatic  hubs  for  bicycle  wheels  are 
looked  upon  with  a  good  deal  of  derision 
by  most  bicycle  riders.  So  are  spring 
suspension  of  the  wheel  axles,  spring 
frames  and  cushioning  devices,  except 
saddle  springs.  A  minority,  however, 
want  something  besides  pneumatic  tires 
to  rely  on  for  comfort  in  riding  on  rough 
ground;  and  a  still  smaller  minority  want 
something  to  replace  pneumatic  tires.  In 
regard  to  spring  devices  it  is  now  by  most 
riders  accepted  as  axiomatic  truth  that 
the  three  points  of  support  for  the  rider, 
the  saddle,  the  handlebar  and  the  pedal 
shaft  (crank  shaft)  should  remain  under 
all  circumstances  in  fixed  relations  to 
each  other,  and  spring  devices  which 
affect  these  relations  are  considered  as  in- 
ferior. The  reason  advanced  for  this 
view  has  reference  to  lost  motion  in  the 
leg  action,  as  between  saddle  and  pedal, 
and  insecurity  of  steering  arising  from 
springy  action  of  the  handlebar. 
The  Three  Fixed  Points. 

The  fact  that  the  rider  on  an  unyielding 
machine  saves  himself  from  jolts  by 
throwing  his  weight  on  the  pedal  and 
partly  rising  from  the  saddle,  thereby 
stretching  his  legs  and  practically  chang- 
ing the  relations  between  the  three  sup- 
posedly fixed  points,  is  usually  not  con- 
sidered. If  it  were,  it  would,  however,  be 
shown  that  the  rider's  opinion  is  not  so 
far  from  being  right  as  it  is  insufllciently 
reasoned.  For  when  the  rider  takes  up 
a  jolt  by  rising  on  the  pedal  he  still  has 
the  choice  of  throwing  his  weight  on  one 
or  the  other  pedal,  and  by  throwing  it  on 
the  pedal  that  descends  he  may  utilize 
the  shift  of  weight  for  propulsion.  This 
he  practically  does.  With  many  spring 
devices,  saddle  springs  included,  he  has 
not  this  choice,  but  the  saddle  bobs  up 
and  down  independently  of  the  motion  of 
the  legs,  neutralizing  it  as  often  as  it 
helps  it.  To  those  who  care  for  speed 
more  in  theory  than  in  practice  the  spring 
devices  retain  their  usefulness,  only 
slightly  handicapped  by  this  shortcoming, 
which  is  offset  by  the  great  simplicity  of 
the  devices.  In  the  spring  frames  which 
have  gained  most  popularity  in  United 
States  the  invariable  relations  between 
the  three  fixed  points  are  maintained  and 
the  absorption  of  jolts  is  effected  either 
by  shifting  the  point  of  ground  support 
to  a  trailing  wheel  as  in  the  Rex  pattern 
of  cycles  or  by  allowing  the  rear  quad- 
rant of  the  frame  a  vibrating  motion  with 
the  crank  hanger  as  a  pivot  as  in  the 
spring  frames  built  by  several  firms  un- 
der Travis'  patents. 

Wood  Frames  Are  Spring  Frames. 

In  wood  frame  bicycles  the  springy  ac- 
tion is  evenly  distributed  throughout  the 
frame  and  front  forks,  but  the  steering 
head  is  rigid.  The  peculiarity  by  which 
they  recommend  themselves  is  that  the 
natural  rigidity  of  wood  of  the  dimen- 
sions necessary  for  strength  excludes 
large  vibrations,  which  might  cause  no- 
ticeable loss  of  propelling  power,  while  its 
fibrous  character  admits  of  ready  yield- 
ing within  narrow  limits.  In  this  respect 
the  action  of  wood  frames  has  points  in 
common  with  a  hard-blown  pneumatic 
tire,  so  far  as  the  effect  on  the  rider  is 
concerned.  The  small  shocks  which  in 
steel  structures,  as  usually  designed,  take 
effect  in  that  kind  of  internal,  molecular 
vibration,  that  numbs  hands  or  feet,  is 
suppressed  in  wood.    Whether  it  is  pos- 


sible to  produce  a  similar  effect  in  steel 
without  sacrificing  strength  has  not  yet 
been  sufiiciently  demonstrated,  but  steel 
on  the  other  hand  has  the  paramount  ad- 
vantage of  producing  uniform  results  and 
of  being  plastic  in  nature,  so  that  it  holds 
any  form  given  to  it.  This  makes  it  in- 
dispensable for  joints.  Its  indifference  to 
climatic  changes  makes  it  preferable  for 
front  forks  and  any  other  parts  of  a  bi- 
cycle in  which  a  definite  curve  must  be 
maintained  as  the  normal  shape.  For 
wheel  rims  steel  would  be  preferable  if 
steel  rims  could  be  made  to  yield  so  read- 
ily to  small  shocks  as  to  save  the  spokes 
from  sudden  stresses  and  vibi'ations.  The 
main  advantage  of  the  wood  rim  is  in  the 
fibrous  nature  of  wood  which  allows  it  to 
conform  to  stresses  over  a  comparatively 
large  arc  thereby  distributing  the  stresses 
on  many  spokes  and  preventing  mole- 
cular vibrations  which  with  a  steel  rim 
would  be  communicated  through  front 
forks  to  the  handlebar. 

Public's  Bias  Only  Slcin  Deep. 

It  is  probably  due  to  the  infiuence  of 
the  racing  game  that  the  general  riding 


FIG.    1.      WHEEL  AND  TIRE. 

public  has  come  to  look  askance  at  cush- 
ioning devices  which  are  proclaimed  as 
such.  For  it  is  noticed  that  the  preju- 
dice— if  prejudice  it  is — is  directed  more 
against  the  word  than  against  the  reality, 
more  against  any  definite  appliance  which 
is  marketed  as  a  cushioning  device  than 
against  the  cushioning  effect  obtained 
by  a  form  of  construction  which  passes 
current  without  mentioning  the  tabooed 
word.  Were  it  otherwise,  a  large  portion 
of  the  public  would  insist  on  hollow  steel 
rims  instead  of  wood  rims,  on  rigid  sad- 
dles instead  of  yielding  ones,  on  small 
rake  and  curvature  of  front  forks  in- 
stead of  the  twenty  degrees  of  rake  and 
liberal  curvature  at  the  tips  which  is  fa- 
vored by  many  makers. 

spring  Frames  Unwittingly  Favored. 

A  good  deal  of  the  charm  of  tandem 
riding  is  due  to  the  softly  undulating 
motion  of  this  style  of  cycle  and  this  mo- 
tion, again,  is  not  all  or  principally  caused 
by  the  long  wheel  base  but  chiefly  by  the 
small  rigidity  of  the  long  frame  which 
yields  almost  four  times  as  much  under 
the  rider's  weight  as  the  single  diamond 
frame  and  responds  to  jolts  much  less 
sharply. 

The  small  wave  of  popularity  for  round 
front  forks  made  of  taper  gauge  tubing, 
which  is  apparently  spreading  from  Eng- 
land to  this  country,  has  no  other  foun- 
dation than  the  ease  of  riding  and  the 


saving  of  shocks  to  the  frame  which  are 
traceable  to  the  springiness  of  such  forks. 
The  public  are  more  in  favor  of  spring 
devices  than  they  know.  What  they  ask 
is  such  forms  of  construction  as  will  give 
them  easy  riding  without  suggesting  a 
charge  of  effeminacy  and  without  sacri- 
ficing the  possibilities  of  speed.  And  the 
construction  must,  of  course,  be  sightly. 
They  want  proof  on  the  race  track  and 
from  road  races  and  those  manufacturers 
are  therefore  on  the  right  trail  who  en- 
deavor to  prove  that  their  cushioning  de- 
vices or  spring  construction — under  some 
other  more  attractive  name — are  speed 
producers  and  superior  to  those  excellent 
natural  springs,  the  rider's  legs  and  feet. 

Auxiliaries,  Not  Substitutes. 

These  natural  springs  of  flesh  and  sinew 
have  their  highest  efficacy  only  at  high 
speeds  when  a  comparatively  small  por- 
tion of  the  weight  rests  on  the  saddle. 
They  are  at  a  disadvantage  if  a  jolt  is 
received  when  the  pedals  are  at  dead  cen- 
ters or  when  the  roughness  of  the  ground 
is  of  that  peculiar  character  that  shock 
follows  shock  in  quick  succession,  as  on  a 
frozen  road  or  over  cobble  stones.  Then 
the  fastest  riding  is  the  easiest  on  man 
and  machine,  both;  partly  because  the 
machine  drops  less  deeply  between  the 
inequalities  of  the  surface  and  partly  be- 
cause the  rider  is  compelled  to  get  above 
the  saddle. 

It  is  required  of  spring  constructions 
that  they  shall  permit  the  rider  to  pass 
easily  over  such  ground  at  slow  speed, 
and  also  that  they  shall  not  interfere 
with  his  riding  fast  over  it  if  he  chooses. 

They  must  be  auxiliaries  to  the  springs 
in  the  rider's  anatomy,  not  substitutes. 

Springiness  Without  Vibration. 

With  this  condition  pneumatic  tires  and 
wood  rims  comply — largely  because  they 
are  revolving  parts  of  the  construction — 
and  this  may  be  assigned  as  the  main 
reason  why  they  have  been  generally  ap- 
proved. Whether  spring  frames  and 
springy  front  forks  comply  with  the  con- 
dition seems  much  more  questionable.  A 
tuning  fork  produces  the  same  tone 
whether  struck  smartly  or  lightly.  Spring 
frames  respond  to  jolts  with  a  resiliency 
which  is  determined  by  their  own  consti- 
tution and  which  does  not  necessarily  cor- 
respond to  the  nature  of  the  road  sur- 
face over  which  the  rider  travels.  Their 
resiliency  may  help  or  oppose  propulsion 
as  the  case  may  be,  because  the  spring — 
•  whatever  its  nature,  if  it  always  operates 
in  the  same  direction — is  not  brought 
quickly  enough  to  rest  to  be  ready  to  re- 
ceive the  next  jolt  under  the  most  favor- 
able circumstances. 

It  is  at  this  point  that  the  rider's  nat- 
ural springs  operated  by  muscular  con- 
traction and  air  conflned  in  a  circular 
form  and  receiving  its  impulses  now  at 
one  point  and  again  at  another,  have  an 
advantage  which  riders  have  recognized 
by  instinct  or  experience. 

Producers  of  spring  devices  who  can 
prove  that  their  constructions  have  the 
same  adaptability  to  all  road  surfaces 
will  have  a  great  advantage  in  the  mar- 
ket, or,  even  if  they  may  only  prove  that 
a  portion  of  the  speed  check  which  a  jolt 
ordinarily  involves,  is  transformed  by 
their  devices  into  increased  power  for 
propulsion  (as  when  the  rider  steps  hard- 
er on  the  descending  pedal  at  a  jolt)  their 
chances  of  convincing  the  public  will  be 
much  increased. 

The  Pneumatic  Hub. 

Among  the  radical  means  for  increas- 
ing the  comfort  of  riding  the  pneumatic 
hub  is  probably  as  near  to  the  mechanical 
requirements  as  anything  else  produced. 
It  has  taken  commercial  form  in  this 
country  through  the  establishment  of  the 
Collins  Pneumatic  Hub  and  Wheel 
Works  of  Sayre,  Pa.,  where  wheels  with 


The  Cycle  Age  and  Trade  Review 


579 


pneumatic  hubs  are  manufactured  for  use 
in  "bicycles  and  all  other  vehicles"  on 
such  a  scale  that  the  question  of  the  fit- 
ness of  the  device  is  placed  directly  be- 
fore the  trade  for  its  consideration. 

The  pneumatic  hub  wheel  has  against 
it  that  it  differs  in  appearance  from  the 
usual  style  and  that  it  is  offered  as  a 
substitute  for  and  improvement  over 
pneumatic  tires  which  hold  a  strongly 
intrenched  position  in  the  public  opinion. 
Its  makers  must  therefore  produce  a 
flawless  argument  for  it  before  the  pub- 
lic at  large  may  be  expected  to  give  se- 
rious thought  to  the  innovation,  and  this 
they  are  attempting  to  do  in  very  excel- 
lent style  in  their  illustrated  catalogue  in 
which  the  construction  and  its  object  are 
well  described  in  general  and  in  detail. 

The  principal  claim  advanced  is,  of 
course,  that  the  use  of  pneumatic  hub 
wheels  obviates  all  the  inconveniences  re- 
sulting from  punctures  or  other  injuries 
of  pneumatic  tires,  but  this  would  be 
worthless  unless  the  device  at  the  same 
time  offered  the  rider  all  the  comfort  in 
riding  that  is  derived  from  pneumatic 
tires.  The  company  contends  that  the 
pneumatic  hub  wheel  is  superior  also  in 
this  respect  and  will  endure  much  more 
wear  and  tear. 

Description  of  Tire  and  Hub. 

The  general  remarks  on  the  require- 
ments of  spring  devices  in  this  article 
may  enable  readers  of  Cycle  Age  to  form 


FIG.   2.      SECTION   OF   HUB. 

their  opinion  in  regard  to  the  speed 
qualities  and  comfort-giving  properties 
that  may  be  expected  of  pneumatic  hub 
wheels  under  all  conditions  of  road  sur- 
face and  style  of  riding,  with  some  de- 
gree of  accuracy  without  actual  trial  of 
the  wheels,  but  ultimately  the  tests  of 
road  and  race  track  must,  of  course,  de- 
termine their  fitness  for  the  average  bi- 
cycle rider. 

The  tires  used  on  the  Collins  wheels  are 
of  the  hollow  rubber  cushion  variety, 
forming,  in  cross  section,  a  complete  cir- 
cle in  conjunction  with  the  rim,  the  meet- 
ing edges  being  flush.  Pig.  1  shows  the 
style  and  also  the  general  outlines  of  the 
complete  wheel. 

The  hub  construction  is  approximately 
shown  in  Fig.  2,  and  is  described  by  the 
company  as  follows: 

"An  inner  hub,  turned  from  the  best 
bar  steel,  is  mounted  on  ball  bearings. 
Surrounding  this  hub  are  steel-lined 
aluminum  cones,  termed  the  thimble. 
This  thimble  carries  the  pneumatic  hub 
tube,  which  in  general  appearance  re- 
sembles a  miniature  air  tire.  An  alumi- 
num ring,  known  as  the  drum,  surrounds 
the  tube,  and  attached  to  the  drum  are 
the  spokes.  To  prevent  the  introduction 
of  grit  and  road  dust,  and  to  properly 
strengthen  and  stiffen  the  wheel  as  a 
whole,  there  are  side  plates  stamped  from 
high-grade  and  finely-finished  nickel 
steel.    On  the  rear  wheels     these     side 


plates  are  also  used  to  transmit  the  driv- 
ing power." 

Wliere  Fr.ction  is  Needed. 

For  this  purpose  four  circular  depres- 
sions or  cups  are  pressed  in  the  side- 
plates  and  into  each  of  these  cups  ex- 
tends a  short  cylindrical  lug  coated  with 
indurated  fiber.  These  four  lugs  are  se- 
cured to  the  drum  porcion  of  the  mech- 
anism and  have  a  motion  limited  by  the 
circumference  of  the  cups.  When  riding 
is  hard,  as  when  climbing  grades,  the 
lugs  will  naturally  be  against  the  edges 
of  the  cup  and  will  bear  the  strain  of 
propulsion,  but  during  ordinary  riding 
they  will  play  in  any  direction  within  the 
cups  according  to  circumstances.  Their 
friction  against  the  bottoms  of  the  cups, 
which  is  considerable,  will  not  increase 
the  labor  of  propelling  the  machine  when 
the  movement  of  the  lugs  is  vertical — 
in  response  to  a  jolt — and  when  it  is  hor- 
izontal it  only  lasts  for  a  moment. 


OPENING  DAY  IN  DETROIT 


Dealers   Surprised   By   Sales   Made  —  Spectacular 
Features  Absent— Interest  in  Cliainless. 


The  Detroit  cycle  board  of  trade  opened 
the  season  of  '99  with  a  general  opening 
of  the  several  stores  of  the  members 
last  Wednesday.  The  weather  was  pro- 
pitious and  the  season  opened  under  con- 
ditions that  were  as  favorable  as  could 
have  been  desired.  Sightseers  began 
flocking  to  the  stores  early  in  the  day. 
In  the  afternoon  the  stores  were  thronged 
and  many  of  the  visitors  made  purchases 
on  the  spot.  Few  if  any  of  the  dealers 
had  expected  to  make  many  sales  during 
the  opening,  so  the  number  of  sales  was 
a  gratifying  surprise. 

The  stores  of  the  board  of  trade  mem- 
bers were  attractively  decorated  with 
flags  and  palms  and  pictures,  and  many 
of  them  had  orchestras.  The  enthusiasm 
spread  to  dealers  outside  of  the  board 
and  they  got  in  line  and  threw  their 
doors  wide  open  during  the  remaining 
three  days  of  the  week. 

Freaks  and  curiosities  were  scarce,  the 
object  of  the  dealers  being  to  centralize 
the  attention  of  their  visitors  in  the  qual- 
ity of  material  and  workmanship  and  fin- 
ish of  their  bicycles  rather  than  in  un- 
usual constructional  features.  Some  de- 
mand is  still  expected  for  the  bicycles 
that  have  been  thrown  from  the  top  of 
a  fourteen-story  building  without  the 
bending  of  a  tube,  that  have  been  ridden 
by  champions  of  the  track,  or  that  have 
passed  unscathed  through  a  hail  of  Mau- 
ser bullets,  and  for  tires  that  have  been 
ridden  for  a  year  without  a  single  punc- 
ture by  the  boy  who  delivers  goods  at 
tack  and  glass  factories.  Souvenirs  were 
also  conspicuous  by  their  absence  and 
few  of  the  dealers  were  giving  away  any- 
thing except  catalogues  and  information. 

Inquiries  largely  centered  in  the  chain- 
less  machines  because,  while  riders  are 
familiar  with  the  standard  chain  type  of 
machine,  the  chainless  is  the  newest  form 
of  construction  which  has  given  satis- 
factory proof  of  speed  and  durability. 
Knowledge  of  the  inner  workings  of  its 
driving  and  transmitting  mechanism  was 
eagerly  sought  last  week  at  the  Detroit 
stores.  The  great  deduction  in  price  of 
the  chainless  bicycles  appears  to  have 
been  the  move  most  needed  to  interest 
the  public. 

No  General  Opening  in  Toledo. 

Toledo,  March  6. — The  bicycle  dealers  of 
this  city  are  divided  on  the  subject  of 
holding  a  general  opening,  some  of  them 
believing  that  all  would  be  losers  there^ 
by.  It  is  contended  by  the  few  dealers 
who  were  in  favor  of  holding  a  joint 
opening  that  the  whole  trade  would  be 
benefited,  since  the   daily  papers  would 


be  interested  and  would  inform  the  pub- 
lic of  the  affair.  While  it  is  conceded  that 
the  newspapers  would  give  much  free  ad- 
vertising, the  manufacturers  could  not  be 
interested  in  the  project.  Accordingly, 
announcements  are  made  of  individual 
openings. 

Marked  Success  of  Washington  Show. 

Washington,  March  6. — The  cycle  show 
which  closed  Saturday  night  after  run- 
ning a  week  was  the  most  successful  af- 
fair of  the  kind  ever  held  in  Washington, 
and  it  will  undoubtedly  have  a  very  ben- 
eficial effect  upon  the  local  trade.  This 
is  evident  from  the  interest  displayed  and 
from  the  number  of  sales  already  made, 
many  of  which  can  be  traced  directly  to 
the  show.  The  attendance  throughout 
the  week  exceeded  the  most  sanguine  ex- 
pectations of  the  management.  A  down- 
pour of  rain  marked  the  closing  night,  but 
this  seemed  to  have  no  effect  upon  the 
attendance,  which  was  the  largest  of  the 
week.  The  show  was  promoted  by  the 
Bicycle  Show  Co.,  an  organization  of 
leading  bicycle  dealers,  and  was  such  an 
unqualified  success  that  the  company  will 
continue  in  existence  for  the  purpose  of 
giving  a  local  show  annually. 


Equalizing  Chain  Adjustment. 

H.  W.  Lloyd  of  Williamsport,  Pa.,  is 
the  inventor  and  patentee  of  the  chain 
adjustment  illustrated  herewith  which 
aims  at  the  oft-attempted  object  of  per- 
mitting uniform  adjustment  of  both  ends 
of  the  rear  wheel  axle.    The  axle  is  slot- 


'T»e.  Oci.£  Ac,^ 


ted  longitudinally  along  what  becomes, 
when  the  parts  are  assembled,  the  upper 
side  and  is  fiattened  on  two  sides  at  each 
end  to  allow  turning  of  the  axle  with  a 
wrench  or  spanner.  An  elongated  wash- 
er is  slipped  over  each  end  of 
the  axle,  engaging  the  slot  in 
the  axle  by  means  of  a  small  lug  pro- 
jecting into  its  central  opening.  The 
lower  end  of  the  washer  is  slotted  radial- 
ly toward  the  central  opening  and  a  pin 
projecting  from  the  outer  face  of  \ 
lower  jaw  of  the  rear  fork  end  fitting  en- 
gages this  slot.  When  it  is  desired  to 
adjust  the  chain  the  axle  nuts  are  loos- 
ened and  one,  at  least,  removed  to  allow 
placing  a  wrench  upon  the  end  of  the  axle. 
By  turning  the  axle  the  elongated  wash- 
er is  compelled  to  turn  with  it  and  being 
stopped  from  pure  rotation  by  the  pin  en- 
gaging the  slot  in  its  under  portion  it 
must  incline  one  way  or  the  other  ac- 
cording to  the  direction  of  rotation  given 
the  axle,  and  thus  carry  the  axle  and 
consequently  the  rear  wheel  and  sprocket 
either  one  way  or  the  other  along  the 
slot  in  the  rear  fork  end  of  the  frame. 


Novel  riethod  of  Dunning. 

An  original  method  of  drawing  the  at- 
tention of  delinquent  debtors  to  overdue 
accounts  has  been  hit  upon  by  an  Ohio 
retailer.  To  such  as  are  slow  in  making 
payments  he  encloses  the  statement  of 
account  in  a  registered  letter.  The  debtor 
in  course  of  time  receives  a  notice  from 
the  postmaster  that  a  registered  letter  is 
waiting  for  him,  and  as  such  letters  are 


580 


The  Cycle  Age  and  Trade  RtvfEW 


rare  in  his  experience  he  hastens  to  the 
postofRce  expecting  to  get  a  remittance 
from  somebody  who  may  happen  to  owe 
him  money.  His  surprise  upon  finding 
that  he  is  the  victim  of  a  conspiracy 
usually  leads  to  a  settlement  of  the  ac- 
count. This  method  offends  some,  it  is 
true,  but  the  dealer  who  practices  it  finds 
that  the  man  who  is  offended  is  usually 
one  whose  patronage  he  can  well  afford  to 
lose. 

AMERICAN  AND  ENGLISH  EXPORTS 


Shipments  from  New  York  Exceed  Those  from  Eng- 
land By  More  Than  Two=Thirds. 


The  exports  of  bicycles  and  materials 
from  the  port  of  New  York  for  the  week 
ending  February  28  are  recorded  as  fol- 
lows: 


Bicycles. 

Genmany    $28,382 

France   18,357 

Argentine   11,574 

New  Zealand   7,965 

HoUandi   6,628 

England  2,962 

Russia   4,031 

Africa  2,039 

Denimiark  1,600 

Italy  1.143 

British   Wesit   Indies    9494 

Sweden    ; 1,171 

Belg-ium    20O 

Brltisih  West   Indies    9,494 

Switzerland   

Portugal  348 

Ouiba  244 

Dutch  Guiana  275 

Uruguay   225 

Central  Amerioa  102 

Porto    Rioo    193 

Scotland 70 

Prussia   25 


Mat'l. 

$3,254 

9,845 

1,860 

2,985 

464 

4,120 

75 

355 

6 

221 

335 

25 

736 

335 

423 

40 

86 


100 
22 
55 


Totals   $88,898     $25,007 

The  total  exports  of  cycles  and  mate- 
rials from  England  for  the  week  ending 
February  17  are  recorded  as  follows: 

Adelaide   $2,430 

Alexandria   35 

Amsterdam   l.OOO 

B'omihay   2,230 

Boulogne   1.590 

Buenos  Ayres   1,365 

Calcutta   2,305 

Caipe   Town    1.740 

ChristdhuToh  1.515 

Colomjbo,    CeyliQin   545 

Durban,   South  Africa   3,145 

East  Londxin,    South   Africa 250 

Preemiantle,    Australia   100 

Galatz,   Bouimania   60 

Ghent   2.040 

Gibraltar 150 

Hobart,   Tasmania  oO 

Hong  Kong   235 

Launoeston,   Tiajsmania   135 

Lisbon   1.250 

Lyttleton    17| 

Mackay   °5 

Madiras  100 

Malta   18S 

Melbourne  ^.^"^ 

Nelson,  New  Zealand  aao 

New  York   30 

Port  Elizabeth,  South  Africa   340 

Shanghai   275 


Singapore 


160 


Sydney    2,465 

Trinidad   '° 

Varma  f 

"Wellington  •  ■  ^'^^^ 

Tdtal   $36,785 


Original  Advertising. 

Original  advertising  by  cycle  dealers  is 
cropping  to  the  surface  this  year  in  many 
parts  of  the  country.  The  value  of  such 
work  is  problematical.  A  Providence,  R. 
I.,  specimen  of  it  is  herewith  presented: 

This  —  "ad"  —  was written while  riding 

a  —  Tribune bicycle.    The  Tribune 

travels so  fast that  there was 

a space  —  of nearly  —  42 feet  covered  — 

from  the •  time the  -r —  pencil left 

one V,  ord and commenced the 

next.    Fbasee  Bros.  Co  ,  297-299  Weybosset  street. 


The  factories  of  Coventry,  England, 
shipped  35,300  bicycles  last  year,  as 
against  41,300  in  1897  and  42,700  in  1896. 

The  automohile  industry  in  France  is 
paying  nearly  $15,000,000  annually  in  sala- 
ries. 


CAB  SERVICE  STILL   DOUBTFUL 


PARISIANS     ARE    DISAPPOINTED 


Electric  Vehicle  Company  Cannot  Secure 

Practical  Light  Accumulators — 

The  Re=charging  Problem. 


Paris,  Feb.  15. — ^Much  disappointment  is 
felt  in  Paris  over  the  fact  that  the  elec- 
tric cabs,  so  long  promised  and  finally 
definitely  announced  to  be  ready  for  pub- 
lic service  on  the  first  of  the  present  year, 
have  not  yet  materialized.  A  very  few  of 
them  have  been  seen  about  the  streets 
from  time  to  time,  but  they  have  not  dis- 
tinguished themselves,  and  have  been 
speedily  suppressed.  The  time  when 
they  will  begin  their  work  in  earnest  is 
now  harder  than  ever  to  prophesy.  The 
several  companies  which  have  undertaken 
the  enterprise  have  all  met  with  the 
same  difficulties  and  disappointment. 
There  have  been  impediments  in  the  way 
of  manufacturing  just  the  kind  of  cabs 
best  suited  to  the  Paris  streets;  the 
training  of  the  "coachers,"  and  even  their 
recruitment  in  sufficient  numbers  have 
not  been  such  easy  matters  as  they  at 
first  appeared,  and  the  accumulators  can 
not  yet  be  made  at  once  light  and  prac- 
tical. 

Inconvenience  of  Re-charging  Batteries. 

Locomotion  is  possible,  but  not  under 
the  conditions  that  would  warrant  the 
companies  taking  the  risk  of  putting  their 
vehicles  on  the  streets.  The  most  impor- 
tant problem  which  remains  unsolved  is 
how  to  recharge  the  batteries  convenient- 
ly. With  only  a  few  cabs  in  service  this 
would  not  be  a  perplexing  matter,  since 
the  electric  plants  in  various  parts  of 
the  city  would  suffice,  but  when  there  are 
several  hundred  or  a  thousand  of  the  cabs 
in  use  the  difficulty  will  be  considerably 
increased.  It  has  been  suggested  that  a 
number  of  "postes  de  secours,"  where  the 
carriages  may  replenish  their  charges  of 
electricity,  might  be  built  at  short  inter- 
vals along  the  boulevards;  but  loss  of 
time  and  the  inconvenience  to  the  public 
make  this  ingenious  plan  impractical. 

In  short,  the  electric  companies  are 
confronted  with  a  very  knotty  problem, 
and  the  inventor  or  engineer  who  will 
help  them  out  has  fame  and  fortune 
ahead. 

Automobile  Fire  Engines. 

The  success  of  the  recent  experiments 
with  automobile  fire  engines  has  induced 
the  Paris  municipal  council  to  consider 
the  question  of  introducing  automobile 
machines  for  watering  and  sweeping  the 
streets.  They  would  do  the  work  much 
more  quickly  than  it  can  be  done  under 
the  present  system  and  a  much  smaller 
staff  would  be  necessary. 


COMBINATION  HEADLIGHT 


Incandescent  Electric  Lamp  Having  Attached  Oil 
Burner  for  Use  When  Batteries  Fail. 


With  a  multiplicity  of  objects  rarely 
found  in.  so  simple  a  thing  as  a  lamp 
one  John  Washington  Eisenhuth  of  New 
York  city  invents,  and  is  allowed  a  pat- 
ent on,  a  cycle  lantern  which  is  built  in- 
to and  becomes  a  part  of  the  bicycle, 
which  illuminates  the  pathway  of  the 
rider  either  by  an  oil  or  an  incandes- 
cent electric  light  or  both,  which  obtains 
its  electrical  power  from  batteries  car- 
ried inside  the  handle  bars  and  which  is 
fitted  with  an  improved  hood  shaped  re- 
flector placed  in  front  of  and  above  the 
lens.  The  bottom  part  of  the  lamp  is  in 
the  form  of  a  hollow  body  which  also 
serves  as  handle  bar  stem  and  fits  into 
the  head  of  the  bicycle.  How  it  is  fitted 
is  not  a  part  of  the  invention  which  the 
patentee  finds   it   needful     to     explain; 


neither  does  the  patent  drawing  herewith 
reproduced — in  which  the  fork  stem  is 
simply  omitted— give  any  clue  to  the  na- 
ture of  the  proposed  arrangement. 

The  hollow  cylinder  has  at  ita  upper 
end  a  cup  shaped  mouth  which  receives 
by  a  snap  catch  the  combustioa  chamber 
of  the  lamp  and  carries  the  handle  bars 
on  its  rear  side,  these  latter  being  at- 
tached by  means  of  a  split  cross  sleeve. 
The  oil  for  the  oil  burner  of  the  lamp 
is  carried  in  the  hollow  body  and  the  in- 
candescent globe  is  hung  from  the 
top  piece  of  the  lamp  body  which 
also  carries  at  its  bottom  the  oil 
wick  holder.  Any  simple  form  of  elec- 
tric battery,  according  to  the  inventor, 
may  be  carried  in  the  handle  bar  tube,  a 
cell  of  the  battery  being  in  each  side  of 
the  bar.  Interior  wires  from  the  poles 
of  the  battery  lead  to  the  incandescent 
globe.  The  assumption  is  that  when  the 
electric  light  proves  to  be  the  one  that 
failed  the  rider  can  borrow  a  match  and 
light  up  the  oil  burner,  or  the  two  lights 
may  be  burned  interchangeably  to  suit. 


Whether  the  electric  light  bulb  is  to  be 
removed  when  the  oil  lamp  is  to  be  used, 
deponent  sayeth  not. 

The  patent  gives  the  impression  of 
being  one  of  those  in  which  the  patentee 
reveals  only  a  part  of  the  idea  which  it 
is  his  intention  to  carry  out — a  precau- 
tion against  imitators  which  frequently 
makes  a  patent  appear  absurd  at  first 
glance. 

Chain  Infringment  Suit  Withdrawn. 

The  suit  of  the  Ewart  Mfg.  Co.,  or  as 
it  is  perhaps  better  known,  the  Link  Belt 
Machinery  Co.,  of  Chicago,  against  the 
Baldwin  Cycle  Chain  Co.,  of  Worcester, 
Mass.,  for  $20,000  damages  on  a  pur- 
ported infringement  of  a  chain  patent 
is  settled,  the  suit  having  been  withdrawn 
at  the  request  of  the  prosecution. 


Chainless  Models  in  Canada. 

Even  in  Canada  the  trade  is  giving  se- 
rious attention  to  chainless  machines. 
The  Welland-Vale  Mfg.  Co.,  of  Toronto, 
is  the  first  among  the  Dominion  makers 
to  openly  advocate  the  use  of  such  ma- 
chines. 

Daimler,  of  Cannstadt,  has  built  a  mo- 
tor carriage  which  can  travel  forty-seven 
miles  an  hour  on  the  road  and  mount  gra- 
dients of  11  in  100  at  nineteen  miles  per 
hour.    It  is  of  sixteen  horse  power. 

The  Automobile  Club  of  France  has 
now  1,650  members. 


The  Cycle  Age  and  Trade  Review 


581 


Des  Moines,  Iowa,  Feb.  9,  1899. 
National  Cycle  Manufacturing  Co., 
Bay  City,  Mich. 
Dear  Sirs  : 

Will  you  please  send  me 
the  price  of  a  pair  of  No.  5  or 
6  adjustable  handle  bars  for 
my  1897  National  ? 

The  little  racer  Van  had 
with  him  on  the  29th  is  a 
beauty. 

1899  makes  my  sixth  year 
on  a  National   and  I  will   ride 

it  6  years  more.  Mr. 

wants  me  to  ride  a 


\  I^IDtR 

NtVER  1 
/criANGtbl 

[115  MOUNT 


but  I  told  him  I  had  ordered  a 
National. 

A     National     rider     never 
changes  his  mount.     Please  let 
me  know  as  soon    as  possible 
about  the  handle  bars. 
Yours  truly, 

Harry  Burger. 


BASOLINE  MOTORS 

THE  ONLY  RELIABLE  MOTOR  FOR  HORSELESS  VEHICLES. 

OURS  can  be  run  at  cost  of  less  than  i-z  cent  per  lioiir  (a 
torse  power— larger  ones  same  ratio).  SPiECIAi;  MOTORS  and 
TRANSMISSION  GBARS  for  Carriagemen  and  others  to  con- 
struct THBIR  OWN  VBHICI^ES.         .         .  .... 


fY  I  ^  l>eUeve  this  to  be  the  very  best  Gasoline  Motor  ever  placed  on  the 
ill  market  for  simplicity,  durability,  more  power  and  less  weight  than 
^%r  anything  ever  prodaced.  Especially  adapted  for  Motor  Wagons- 
Boats,  Small  Electrical  Plants,  Elevators,  Machine  Shops,  Optical 
Works,  Printing  Presses,  Feed  Cutters,  Carpenter  Shops,  Lathes,  Emery 
Wheels,  Corn  Shellers,  Laundry  Machines,  Pumping  Water,  Ice  Cream 
Freezers,  Irrigation  Machinery,  Ventilating  Fans.  Hay  Presses,  Cream 
Separator?,  Sewing  Machines,  Mining  Machinery,  Sawing  Wood,  etc.,  etc. 

These  Motors  are  manufactured  horizontal  or  upright. 

They  are  absolutely  safe,  and  cannot  explode  or  cause  damage,  and  are 
always  ready  for  Instant  service.  They  require  no  mechanical  experience 
or  licensed  engineer. 

Our  2-horse-power  Motor  weighs  but  89  pounds,  and  occupies  a  space 
24x11  inches;  runs  at  hieh  speed  and  high  compression. 

Working  parts  are  all  tightly  enclosed;  one  sight  feed  oil  cup  lubricates 
all  bearings.  Our  ignition  devise  is  perfect,  and  all  wearing  parts  are 
especially  strong  and  substantial. 

WRITE    FOR    PRICES 


THE  ST.  LOUIS  GASOLINE  MOTOR  CO. 


822    CLARK    AVE., 


ST.   LOUIS,   MO.,   U.  S.  A. 


^^IS^X^^IS^X^XX^X^X'X^X^X'X^X^^^ 


n 


Am 


Waverley 


The  Finest  Bicycle 
Ever  Built 


$40 


We  mean  just  what  we  say — The  Waverley 
for  1899  is  the  handsomest,  strongest  and  most 
perfectly  finished  bicycle  we  have  yet  con- 
structed, and  if  that  doesn't  mean  the  finest 
bicycle  yet  built  then  the  testimony  of  Waver- 
ley agents  and  riders  goes  for  naught. 

We  are  making  the  best  sort  of  every- 
day bicycles,  too— Ivanhoe  Specials  at  $35.00 
and  Ivanhoes  at  $25.00  and  $26.00— but  in  a 
separate  part  of  the  factories.  Can't  make  two 
grades  with  the  same  workmen. 

The  combined  line  promises  rich  profits  to 
wide-awake  dealers  where  Waverleys  are  not 
already  properly  represented. 

Electric 
Motor  Carriages 

We  are  rapidly  arranging  representation  for 
our   new  Electric    Carriages,  which    are    thor- 
oughly tested  and  perfected  machines,  stylish 
and    elegant  in  appearance,  free    from  trouble 
^and  annoyance  and  sold  at  reasonable  prices. 


INDIANA  BICYCLE  CO. 

INDIANAPOLIS,  IND. 


^X^%^%/X/9QX/X/X%^%^%^X^IS^X^Xr4 


582 


The  Cycle  Age  and  Trade  Review 


Current  Cycle  flanufacture 

In  the  following  table,  which  will  be  continued  in  subsequent  numbers  of  THE  CYCLE  AGE,  will  be  found  an  amplification  of  that  class  of  information  which  is  custom- 
arily given  in  catalogues  issued  by  makers  of  bicycles,  saddles,  bells,  lamps,  chains,  rims,  cyclometers,  etc.    It  will  serve  as  a  handy  reference  for  dealers. 


Firm  Name 

Model 

List 
Price 

Weight 
(all  on) 

Depths 

of 
Frame 

Width 

of 
Tread 

Form 

of 
Joints 

Form  of 
Front 
Crown 

Drop 

of 

Hanger 

Rear 

Fork 

Tubing 

Rear 

Stay 

Tubing 

Lugs  at 
Bottom 
Bracket 

Lugs  at 

Seat-Post 

Cluster 

Crank 

Hanger 

Form 

"W   R   ROLLINS  MFG.  CO 

Bird 
Bird  30-iu.  Wheel 

Crusader 
Crusad'r  30-in  Wh'l 

$35 
35 
50 
50 

24  lbs. 

24  lbs. 
24V2" 
24V2  " 

22.  24.  26 
22,  24,  26 
22,  24,  26 
22,  24,  26 

5  in. 
5  in. 
5  in. 
5  in. 

Flush 
Flush 
Flush 
Flush 

Oval 
Oval 
Oval 
Oval 

3  in. 

4  in. 
Sin. 
4  in. 

Comb. 
Comb. 
Comb. 
Comb. 

Comb. 
Comb. 
Comb. 
Comb. 

3 
S 

3 
3 

3 
3 
3 
3 

Two  Piece 

T  T     •       -LLr  •       ^bVy  J.^  J-J  J.X1  K^        Ml  *      V-B  *     ^^  \J   ■»»■     ••     ••*«     a    i 

kL     TV  V     -A.    X\JV\^ 

Two  Piece 
Two  Piece 
Two  Piece 

POPE  MFG.  CO 

Columbia  50 
Columbia  51 
Columbia  57 
Columbia  58 
Columbia  49 

50 
50 
40 

26  lbs. 
26  lbs. 

231/2  " 
23  V2  " 
22  lbs. 

24 
22 
22 
22 

434  in. 
434  in. 
414  in. 
41,4  in. 
41/2  in. 

Outside 

Outside 

Flush 

Flush 

Flush 

Special 
Special 
Special 
Special 
Special 

234  in. 
234  in. 
23^  in, 

Round 
Round 
D  sh'pe 
D  sh'pe 
Round 

Round 
Round 
D  sh'pe 
D  sh'pe 
Round 

4 
4 
4 
4 
4 

4 
4 
4 
4 

4 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

Tandem  47 

75 

23 

Outside 

Special 

Round 

Round 

4,5 

4 

Two  Piece 

Tandem  48 

75 

21 

Outside 

Special 

Round 

Round 

4,5 

4 

Two  Piece 

Hartford  19 

35 

24  lbs. 

22 

41/2  in. 

Flush 

Special 

234  In. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Hartford  20 

85 

24  lbs. 

22 

41/2  in. 

Flush 

Special 

234  in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Vedette  21 
Vedette  22 

25 
25 

25  lbs. 
25  lbs. 

22 
22 

21/2  in. 
21/2  in. 

Flush 
Flush 

Oval 
Oval 

234  in. 
23'4  in. 

D  sh'pe 
D  sh'pe 

D  sh'pe 
D  sh'pe 

4 
4 

4 
4 

Two  Piece 
Two  Piece 

E.  C.  STEARNS  &  CO 

Model  E  Men 
Model  F  Women 

50 
50 

•24  lbs. 
241/2" 

21,  23,  25 
19,  21,  23 

45/8  in. 
5  in. 

Flush 
Flush 

Square 
Square 

234  in. 
234  in. 

Oval 
Oval 

Round 
Round 

Two  Piece 

Two  Piece 

Special 

60 

211/2  " 

21,  23,  25 

4  in. 

Flush 

Square 

234  in. 

Flat 

Round 

Two  Piece 

Ladies'  Special 

60 

23  V2  " 

19,  21,  23 

4^8  in. 

Flush 

Square 

2%  in. 

Flat 

Round 

Two  Piece 

Diamond  Tandem 

Comb'u.  Tandem 

Racer 

75 
75 
60 

43  lbs. 
45  lbs. 
20  lbs. 

21,23 
23, 
22,24 

414  and 
434  In. 
414  and 
438  in. 
4  in. 

Flush 
Flush 
Flush 

Square 
Square 
Square 

21/2  in. 
21/^  in. 
31/2  in. 

Flat 
Flat 
Flat 

Round 
Round 
Round 

Two  Piece 
Two  Piece 
Two  Piece 

Chainless 

75 

26V2  " 

21,  28,  25 

5  in. 

Flush 

Square 

234  in. 

Comb. 

Round 

Two  Piece 

Chainless,  Women 

75 

27  V2  " 

19,  21,  23 

5  in. 

Flush 

Square 

23/4  n. 

Comb. 

Eoimd 

Two  Piece 

Cushion 

65 

23%  " 

21,  28,  25 

4  in. 

Flush 

Square 

23,4  n. 

Oval 

Round 

Two  Piece 

Cushion,  Women 

65 

253i  " 

19,  21,  23 

m  in. 

Flush 

Square 

%  n. 

Oval 

Round 

Two  Piece 

SNELL  CYCLE  FITTINGS  CO 

Model  32 
Model  33 
Model  34 
Model  35 
Model  36 

40 
40 
45 
45 
50 

22,  24,  26 
22,24, 
22,  24, 
21,23, 
22,  24,  26 

iik  in. 
4Ǥ  in. 
4*k  in. 
m  in. 
4%  in. 

Flush 
Flush 
Flush 
Flush 
Flush 

Oval 
Oval 
Oval 
Oval 
Oval 

3  in. 
3  in. 

21/2  in. 

21/2  in. 

3  in. 

Round 
Round 
Round 
Round 
Oval 

Comb. 
Comb. 
Comb. 
Comb. 
Oval 

4 
4 
4 
4 
4 

4 
4 
4 
4 
3 

Two  Piece 

|,^Jk,^  .IJJ  J.J  JU4         V-'    Jk.   ^^    ■  J    1,1        -A-     .H.    .A.     ,M-   .A..A.  1    ^^"   ■^-'         V^  '^_'   ••■■».    .■■•« 

Two  Piece 
Two  Piece 
Two  Piece 
One  Piece 

Model  37 

50 

22,  24, 

47/^  in. 

Flush 

Oval 

Sin. 

Oval 

Oval 

4 

8 

One  Piece 

Model  38 

60 

23,  25, 

^7'8  in. 

Flush 

Oval 

8I/2  in. 

Oval 

Oval 

4 

3 

One  Piece 

DAVIS  SEWING  MACHINE  CO 

Roadster,  30 

Women,  31 

Road  Racer,  32 

Track  Racer,  33 

Roadster,  35 

Women,  36 

Light  Roadster,  22 

75 
75 
75 
75 
50 
50 
60 

25  lbs. 
25  lbs. 

23  lbs. 
2U'2  " 

24  lbs. 

25  lbs. 
23  lbs. 

22,  24,  26 
20.22, 
20,  22,  24,  26 
22, 

22,  24,  26 
20,  22, 
22,  24, 

434  in. 

5  in. 
434  in. 
4:^4  in. 
43k  in. 

5  in. 
43.4  in. 

Outside 
Outside 
Outside 
Outside 
Flush 
Flush 
Outside 

Double 
Double, 
Double 
Double 
Double 
Double 
Double 

21/2  in. 
2V2  in.- 

Sin. 

Sin. 
2J,'2  in. 
21/2  in. 

Sin. 

D  sh'pe 
D  sh'pe 
D  sh'pe 
D  sh'pe 

Comb. 

Comb. 

Comb. 

Round 
Round 
Round 
Round 
Round 
Round 
Round 

3 
8 
3 
3 
4 
4 
4 

3 
8 
8 
8 
3 
8 
3 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

MIAMI  CYCLE  MFG.  CO 

Model  R 

75 

22,24, 

45/8  in. 

Flush 

Oval 

21/2  in. 

D  sh'pe 

D  sh'pe 

3 

4 

Two  Piece 

Model  S 

75 

22,24, 

45/8  in. 

Flush 

Oval 

2V2  in. 

D  sh'pe 

D  sh'pe 

3 

4 

Two  Piece 

Model  T 

50 

22,  24, 

4-%  in. 

Flush 

Oval 

2V2  in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Model  U 

40 

22,24, 

45/8  in. 

Flush 

Oval 

21/2  in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Model  W 

50 

21,  23, 

4%  in. 

Flush 

Oval 

21/2  in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Model  X 

22,  24, 

48/^  .in. 

Flush 

Oval 

21/2  in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Model  T 

40 

21,  23, 

45/8  In. 

Plush 

Oval 

21/2  in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

Model  C 

65 

22,  24, 

45/8  in. 

Flush 

Oval 

21/2  in. 

D  sh'pe 

D  sh'pe 

4 

4 

Two  Piece 

DAVID  BRADLEY  MFG.  CO 

D.  D.  Tandem 
Comb.  Tandem 

100 
100 

45  lbs. 
45  lbs. 

21,  22,  23 
21,  22,  23 

5  in. 

5  in. 

Flush 
Flush 

Oval 
Oval 

2  in. 
2  in. 

Comb. 
Comb. 

Round 
Round 

Two  Piece 

Two  Piece 

Men's  America 

.50 

24  lbs. 

22,  24,  26 

5  in. 

Flush 

Oval 

125/8  in. 

D  shp,e 

D  shp'e 

One  Piece 

Women's  America 

50 

25  lbs. 

20,  22, 

5  in. 

Flush 

Oval 

25/8  in. 

D  shp'e 

D  shp'e 

One  Piece 

Men's  Oriole 

35 

24  lbs. 

22,  231/2 

434  in. 

Flush 

Oval 

21/2  in. 

D  shp's 

D  shp'e 

Two  Piece 

Women's  Oriole 

35 

25  lbs. 

21,  23, 

434  in.. 

Flu,sh 

Oval 

21/2  in. 

D  shp'e 

D  shp'e 

Two  Piece 

Men's  Bradley 

40 

24  lbs. 

22,  23V2 

434  in. 

Flush 

Oval 

21/2  in. 

D  shp'e 

D  shp'e 

One  Piece 

Women's  Bradley 

40 

25  lbs. 

21,23 

434  in. 

Flush 

Oval 

2V2in. 

D  shp'e 

D  shp'e 

One  Piece 

Bradley  Special 

45 

24  lbs. 

123 

43!4  in. 

Flush 

Oval 

31/2  in. 

D'mn'd 

D'mn'd 

One  Piece 

BUDD  BROTHERS  MFG.  CO 

\ 
M9n's  30 

35 

24  lbs. 

22,  24, 

4?8  in. 

Flush 

Oval 

2^8  in. 

Comb. 

Round 

4 

Two  Piece 

Women's  31 

35 

24  lbs. 

21 

4?8  in. 

Flush 

Oval 

2?^  in. 

Comb. 

Round 

4 

Two  Piece 

Men's  35 

50 

24  lbs. 

22,  24, 

4'?8  in. 

Flush 

Oval 

2«S!  in. 

Comb. 

Round 

4 

Two  Piece 

Women's  36 

50 

24  lbs. 

21 

4?fe  in. 

Flush 

Oval 

27/^  m. 

Comb. 

Round 

4 

Two  Piece 

The  Cycle  Age  and  Trade  Review 


and  Regular  Equipment. 


583 


EQUIPHENT. 

Handle 

Seat 

Chain 

Form 

Chain- 

Front 

Rear 

Bar 

Post 

Adjust- 

of 

less 

Crank 

Frame 

Sprock- 

Sprock 

Fast'g 

Fast'g 

ment 

Cranl: 

Gear 

Len'ths 

Chain 

Pedals 

Rims 

Saddles 

Tires 

Colors 

et 

et 

Clamp 

Expand'r 

Oblique 

Comb 

6>^in. 

Gilliam 

Any  standard 

Bl'k.  Gr'n,  Maroon 

24  to  30 

8  to  12 

Clamp 

Expand'r 

Obliaue 

Comb 

63^  in. 

GiUiam 

Any  standard 

"       ^'            " 

24  to  30 

8  to  12 

Expand'r 

Expand'r 

Eccentric 

Comb 

7     in. 

GiUiam 

Any  standard 

U             l(                      u 

24  to  30 

8  to  12 

Expand'r 

Expand'r 

E  ccentric 

Comb 

7     in. 

GiUiam 

Any  standard 

((          I,                 i( 

24  to  30 

8  to  12 

External 

External 

Round 

Bevel 

7  in. 

Optional 

Hartford 

Black 

External 

External 

Bound 

Bevel 

6Kin. 
7  in. 

Optional 

Hartford 

Black 

Internal 

Internal 

Round 

Optional 

Hartford 

Black 

Internal 

Internal 

Round 

61/2  in. 

Optional 

Hartford 

Black 

External 

External 

Round 

7  in. 

Garford, 
Brown 
Garford, 
Brown 
Garford, 

Hartford 

Black 

External 

External 

Round 

7  in. 

Hartford 

Black 

External 

External 

Round 

61/2  in. 

y 

Hartford 

Black 

Brown 

Internal 

Internal 

Round 

7  in. 

Garford, 
Hunt 

Hartford 

Black 

Internal 

Internal 

Round 

6V2  in. 

Garford, 
Hunt 

Hartford 

Black 

External 

External 

Diamond 

7  in. 

P.  &  F. 

Hartford 

Black 

External 

External 

Diamond 

6Kin. 

P.  &  F. 

Hartford 

Black 

Internal 

Internal 

Oblique 

Flat 

7  in. 

Garford 

Kang.,  Hartf'd, 
M.  &W. 

Orange,  Black 

22  to  25 

7  to  9 

Internal 

Internal 

Oblique 

Flat 

63^  in. 

Garford 

Kang.,  Hartf'd, 
M.  &W. 

(t          (( 

21  to  23 

7  to  9 

Internal 

Internal 

Flat 

7  in. 

Stearns 

Palm'r-Options 

**          ** 

22  to  30 

7  to  10 

Internal 

Internal 

Flat 

6V2  in. 

Sager 

Palm'r-Options 

((          i( 

21  to  23 

7  to  9 

Internal 

Internal 

Fiat 

7  in. 

Rawhide 

Palm'r-Options 

"          " 

25 

9 

Internal 

Internal 

Flat 

6V2&7 

Garford 

Palm'r-Options 

"          " 

22  to  25 

7  to  9 

Internal 

Internal 

Flat 

6V2  in. 

- 

Rawhide 

Palm'r-Options 

((                    u 

22  to  30 

7  to  10 

Internal 

Internal 

Flat 

Bevel 

7  in. 

Rawhide 

Palm'r-Options 

C(                     li 

Internal 

Internal 

Flat 

Bevel 

6V3  in. 

Sager 

Palm'r-Options 

U                     4( 

Internal 

Internal 

Flat 

7  in. 

Rawhide 

Palm'r-Options 

"                      " 

22  to  30 

7  to  10 

Internal 

Internal 

Flat 

6V2  in. 

Sager 

Paim'r-Options 

(t                     (( 

21  to  23 

9 

Clamp 

Clamp 

Oblique 

Oval 

6%  in. 

Indianapl's 

SneU 

B&W 

Blk.,  Gre'n,  Mar'n 

22  to  26 

8  to  10 

Clamp 

Clamp 

Oblique 

Oval 

6IA  in. 

Indianapl's 

SneU 

B&W 

,i        it          t. 

22  to  26 

7  to  8 

Clamp 

Clamp 

Oblique 

Square 

63/4  in. 

Indianapl's 

SneU 

Garford 

it                  41                     (( 

22  to  26 

7  to  8 

Clamp 

Clamp 

Oblique 

Square 

61/4  in. 

Indianapl's 

SneU 

Garford 

((                  H                     (t 

22  to  28 

7  to  8 

External 

Expand'r 

ObUque 

Diamond 

7  in. 

Indianapl's 

SneU 

Wheeler, 
Sager 

Wheeler, 
Sager 

Wheeler, 

24  to  28 

7  to  8 

External 

Expand'r 

ObUque 

Diamond 

6)^  in. 

Indianapl's 

SneU 

•'                   "                      " 

24  to  28 

7  to  8 

External 

Expand'r 

Oblique 

Diamond 

7  in. 

Indianapl's 

Snell 

11                  ti                     it 

24  to  28 

7  to  8 

Sager 

Clamp 

Clamp 

Horizontal 

Oval 

6V2  in. 

Baldwin 

Dayton 

Kundtz 

Carmine 

22  to  30 

7  to  12 

Clamp 

Clamp 

Horizontal 

Oval 

6%  in. 

Baldwin 

Dayton 

Kundtz 

Carmine 

22, 

7  to  12 

Clamp 

Clamp 

Horizontal 

Oval 

6>2  in. 

Baldwin 

Dayton 

Kundtz 

Carmine 

22  to  30 

7  to  12 

Clamp 

Clamp 

Horizontal 

Oval 

6Kin. 

Baldwin 

Dayton 

Kundtz 

- 

Carmine 

22  to  30 

7  to  12 

Clamp 

Clamp 

Oblique 

Oval 

634  in. 

Baldwin 

Dayton 

Kmidtz 

Carmine 

20  to  26 

7  to  12 

Clamp 

Clamp 

Oblique 

Oval 

6>^in. 

Baldwin 

Dayton 

Kundtz 

Carmine 

19  to  22 

7  to  12 

Clamp 

Clamp 

Horizontal 

Oval 

6Kin- 

Baldwin 

Dayton 

Kundtz 

Carmlue 

22  to  30 

7  to  12 

Internal 

Special 

Oblique 

Square 

7  in. 

Indianapl's 

Record 

Kundtz 

Wheeler, 
GiUiam 

Optional 

Black,  Green 

40 

8  to  16 

Internal 

Special 

Oblique 

Square 

7  in. 

Indianapl's 

Record 

Kundtz 

Wheeler, 
GilUam 

Optional 

30 

8  to  16 

Internal 

Special 

Oblique 

Oval 

7  in. 

Indianapl's 

Bridgeport 

Kundtz 

Wheeler, 
GiUiam 

Optional 

30 

8  to  12 

Internal 

Special 

ObUque 

Roimd 

7  in. 

Indianapl's 

Star 

Rastetter 

Wheeler, 
GiUiam 

Optional 

24 

8,9, 

Internal 

Special 

ObUque 

Oval 

6I/2  in. 

Indianapl's 

Bridgeport 

Kundtz 

Wheeler, 
GiUiam 

Optional 

24 

8,9,10 

Internal 

Special 

ObUque 

Comb 

7  in. 

Indianapl's 

Niagara 

Keene 

Wheeler, 
GiUiam 

Optional 

24 

8,9, 

Internal 

Special 

ObUque 

Round 

6V2  in. 

Indianapl's 

Star 

Rastetter 

Wheeler, 
GiUiam 
Wheeler, 
GiUiam 

Optional 

" 

24 

8,9, 

Internal 

Special 

ObUque 

Square 

7  in. 

Indianapl's 

Record 

Kundtz 

Optional 

Carmine 

29 

8  to  12 

Internal 

Clamp 

Oblique  & 
Eccentric 

Round 

6V2  in. 

Lefever 

Advance 

Laminated 

Wheeler 

M.  &W. 

Black,  Blue, 
Green,  Maroon 

25, 

8,  9,  10 

Internal 

Clamp 

ObUque  & 
Eccentric 

Round 

6I/2  in. 

Lefever 

Advance 

Laminated 

Wheeler 

M.  &W. 

Black,  Blue, 
Green,  Maroon 

25, 

8,  9, 10 

Internal 

Internal 

ObUque 

Round 

6l/2.in. 

Lefever 

Advance 

Laminated 

Wheeler 

M.  &  W.,  Dun- 
lop,  Kokomo 

Black,  Blue, 
Green,  Maroon 

22  to  28 

8,  9, 10 

Internal 

Internal 

ObUque 

Bound 

6V2  in. 

Lefever 

Advance 

Laminated 

WUeeler 

M.  &  W.,  Dun- 
lop,  Kokomo 

Black,  Blue, 
Green,  Maroon 

18  to  22 

7,8,9 

Internal 

Internal 

ObUque 

Diamond 

6I/2  in. 

Lefever 

Arrow 

Bunlter 

Oxford 

Black,  Blue, 
Green,  Maroon 

26,  28, 

7  to  10 

Internal 

Internal 

ObUque 

Diamond 

6I/2  in. 

Lefever 

Arrow 

Bunlier 

Oxford 

Black,  Blue, 
Green,  Maroon 

20,  22, 

8,9, 

Internal 

Internal 

ObUque 

Round 

6V2  in. 

Lefever 

Arrow 

Bunker 

M.  &W., 
Kokomo 

Black,  Blue. 
Green,  Maroon 

20  to  28 

■  7  to  10 

Internal 

Internal 

ObUque 

Round 

6V2  in. 

Lefever 

Arrow 

Bunker 

M.  &W., 
Kokomo 

Black,  Blue, 
Green,  Maroon 

20,  22, 

8,9, 

Internal 

Internal 

ObUque 

Round 

61/2  in. 

Lefever 

Advance 

Wheeler 

M.  &  W., 
Kokomo 

Black,  Blue, 
Green,  Maroon 

20  to  28 

8,  9,  10 

Clamp 

Clamp 

Horizontal 

Comb. 

6V2&7 

Thames, 
Torrlngton 

Forsyth 

Garford 

Cutting 

Hartford 

Black 

22  to  26 

7  to  10 

Clamp 

Clamp 

Horizontal 

Comb. 

6V2&7 

Thames, 
Torrlngton 

Forsyth 

Garford 
Cutting 

Hartford 

Black 

22  to  26 

7  to  10 

Expand'r 

Expand'r 

Oblique 

Comb. 

6V2&7 

Thames, 
Torrlngton 

Forsyth 

Garford 
Cutting 

Hartford 

Black 

22  to  28 

7  to  10 

Expand'r 

Expand'r 

ObUque 

Comb. 

6V2&7 

Thames, 
Torrlngton 

Forsyth 

Garford 
Cutting 

Hartford 

Black 

22  io  28 

7  to  10 

584 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


GERLACH  GIVEN  CHAIRMANSHIP 


How  Selection  Was  Made— Must  Spend 

Much  Time  in  the  East— Other 

Racing  Board  Members. 


Philadelpliia,  March  6.— The  make-up 
of  the  L.  A.  W.  racing  board  must  have 
given  President  Keenan  many  a  bad  half 
hour  during  the  past  fortnight,  judging 
from  the  delay  in  the  announcement  of 
its  personnel.  However,  the  greater  por- 
tion of  this  task,  the  selection  of  a  chair- 
man, has  been  performed  without  antag- 
onizing any  particular  section.  Fred  Ger- 
lach,  who  was  tendered  the  position  last 
week,  is  popular  with  the  racing  element 
in  the  east,  his  recent  efforts  in  behalf  of 
the  admission  of  professionals  to  mem- 
bership in  the  League  having  in  nowise 
tended  to  lessen  his  popularity. 

How  It  Came  About. 

The  chain  of  circumstances  which  led 
up  to  Gerlach's  selection  were  as  follows: 
Keenan  had  a  strong  leaning  toward  Mott 
when  his  own  election  first  became  prac- 
tically assured;  but  it  needed  only  a  few 
minutes'  work  on  the  part  of  some  of  the 
local  League  lights  to  convince  the  Pitts- 
burger  that  Uncle  Jerry  wasn't  in  the 
running.  The  next  possibility  to  loom  up 
on  the  horizon  was  Mears,  of  Cleveland. 
When  the  Assembly  met  in  Providence 
the  Ohioan's  chances  were  of  the  best, 
but  the  Pennsylvanians  had  an  idea  that 
they  oould  induce  Gideon,  in  view  of  the 
crisis  in  League  racing  affairs,  to  once 
more  assume  his  old  place  at  the  head  of 
the  board.  Keenan  was  convinced  that  if 
"Old  Eagle  Eye"  could  be  induced  to  re- 
enter the  field  the  most  diflScult  portion 
of  a  difficult  problem  would  be  solved. 
Mears  was  therefore  dropped  for  awhile, 
and,  as  the  result  shows,  was  never  again 
seriously  considered. 

Offers  Place  to  Qideon. 

Keenan  came  to  Philadelphia  last  Mon- 
day and  after  a  long  consultation  with 
Gideon  became  satisfied  that  "Old  Eagle 
Bye's"  business  interests  would  not  al- 
low him  to  accept  the  post  and  the  candi- 
dacy of  Gerlach  was  so  eloquently  urged 
by  Gideon  that  within  an  hour  a  long 
telegram  was  dispatched  to  Chicago  ten- 
dering the  place  to  Gerlach,  the  only 
string  to  the  offer  being  a  request  that 
the  Chicagoan  spend  the  early  part  of 
the  racing  season  in  the  East,  in  order 
to  be  near  the  scene  of  the  coming  con- 
flict with  the  outlaws. 

Gerlach  replied  the  following  day  ac- 
cepting conditionally,  with  the  intima- 
tion that  his  law  practice  in  Chicago 
needed  his  attention  at  intervals  and  that 
he  would  be  compelled  to  be  in  that  city 
for  a  number  of  weeks  during  the  next 
six  months.  No  objection  being  made  to 
this,  the  deal  was  consummated.  Gerlach 
will  establish  headquarters  in  Philadel- 
phia, where  he  will  have  the  invaluable 
assistance  of  Gideon  in  mastering  the 
details  of  the  office. 


Territory  Assigned  to  Appointees. 

Philadelphia,  March  7. — President  Kee- 
nan today  definitely  announced  the  fol- 
lowing racing  board  appointments:  Fred 
Gerlach,  of  Chicago,  chairman,  in  charge 
of  the  district  embracing  Illinois,  Mis- 
souri, Iowa,  Minnesota,  Wisconsin  Michi- 
gan, Indiana,  Ohio;  Arthur  W.  Robinson, 
of  Boston,  assigned  to  the  charge  of 
Maine,  New  Hampshire,  Vermont,  Mas- 
sachusetts, Rhode  Island  and  Connecti- 


cut; C.  A.  Dimon,  of  Philadelphia,  to 
have  control  of  Pennsylvania,  New  Jer- 
sey, Delaware,  District  of  Columbia, 
Maryland,  West  Virginia,  North  Carolina 
and  South  Carolina;  J.  W.  Brigman,  of 
Louisville,  assigned  Kentucky,  Tennes- 
see, Arkansas,  Louisiana,  Misslissippi,  Al- 
abama, Georgia  and  Florida;  W.  I.  Doty, 
of  Denver,  in  charge  of  Colorado,  Kansas, 
Indian  Territory,  Oklahoma,  Texas,  New 
Mexico,  Arizona,  California,  Nevada,  Ore- 
gon, Washington,  Idaho,  Montana,  Wyo- 
ming, North  and  South  Dakota  and  Ne- 
braska. 


"PLUGGER    BILL"    IN    AFRICA 


Martin  Writes  of  Cycling  in  the  Dark 

Continent— His  Defeat  of  Cham^' 

pion  Van  Heerden. 


CHICAGO  SEASON  OPENED 


Annual   Run  to  Michigan  City  Brings  Out  Some 
Hardy  Has-Beens— A  Hard  Ride. 


The  ninth  annual  club  run  of  the  Chi- 
cago C.  C.  to  Michigan  City,  which  for- 
mally opens  the  riding  season  in  the 
Windy  city,  was  made  last  Sunday  by  the 
baker's  dozen  of  hardy  road  riders  who 
were  the  only  ones  in  town  who  suffi- 
ciently spurned  the  epithet  of  "butter- 
fly" to  make  the  notoriously  hard  trip 
over  the  fifty  odd  miles  of  Michigan  Cen- 
tral railroad  boulevard,  with  dismounts 
at  every  wagon  road  and  switch  for  cat- 
tle guards  and  frogs.  It  was  an  admir- 
able day  so  far  as  wind  and  weather  were 
concerned,  but  the  warmth  thawed  the 
frost  out  of  the  cinders  and  gravel  and 
left  the  path  mushy.  The  party  that  left 
the  city  was  composed  of  Arthur  Gardi- 
ner, James  Levy,  Orlando  Adams,  C.  G. 
Sinsabaugh,  Fred  Nelson,  and  two  mem- 
bers of  the  Cycle  Age  editorial  staff. 
Frank  Hovey  and  a  stranger  were  picked 
up  a  few  mi]es  from  the  start  and  at 
Kensington  J.  P.  Bliss,  Arthur  Lumsden 
and  C.  P.  Root,  who  had  made  an  earlier 
start,  were  overhauled.  Lumsden  quit 
at  Hammond  where  a  stop  was  made  at 
Dave  Shafer's  hotel  for  a  light  meal.  The 
Age  representatives  stopped  before 
reaching  Pullman  to  re-cement  a  loose 
tire  and  mend  a  slow  leak  and  lost  the 
bunch.  Six  miles  out  from  Hammond 
there  was  a  general  spill  and  Nelson's 
front  wheel  went  to  pieces.  He  walked 
back  to  Hammond,  secured  another  wheel 
and  pushed  on  after  the  others,  whom  he 
failed  to  catch. 

The  first  bunch  to  arrive  at  the  desti- 
nation included  Bliss,  Root,  Hovey  and 
Sinsabaugh,  all  pumped  out  from  push- 
ing through  the  soft  going.  Gardiner, 
who  rode  a  racing  machine  geared  to 
112,  and  Levy  finished  three-quarters  of 
an  hour  later,  "Chicago's  Pride"  assert- 
ing it  was  the  hardest  ride  of  his  life. 
Then  Nelson  rode  into  the  Indiana  town 
and  two  hours  later  the  Age  men  fin- 
ished after  a  disagreeable  series  of  tire 
troubles. 


Motocyclist  Breaks  Eikes'  Record. 

The  motocycle  hour  record  was  suc- 
cessively broken  in  France  on  February 
16  and  18.  On  the  first  of  these  days 
Marcellin  rode  55  kilometers  50  meters 
(34  miles  860  yards)  with  fiying  start, 
breaking  the  record  of  32  miles  131  yards 
made  by  Vigneaux  February  11.  Two 
days  later  Vigneaux  again  went  after  the 
record  and  covered  58  kilometers  623  me- 
ters with  standing  start,  thus  adding  1 
mile  859  yards  to  the  record  made  by 
Marcellin  with  flying  start  and  nearly 
1%  miles  to  Harry  Elkes'  hour  record. 
Vigneaux  therefore  holds  the  record  at 
practically  36  miles. 


This  is  a  great  bicycle  place,  writes 
"Plugger  Bill"  Martin  from  Cape  Town, 
South  Africa,  where  he  has  been  racing 
the  past  winter.  I  am  told  there  are 
more  riders  in  proportion  to  the  number 
of  people  than  in  any  other  town  in 
South  Africa.  They  go  in  for  American 
machines,  with  bright  colors.  The 
streets  are  broad,  and  the  buildings  fair- 
ly respectable.  Outside,  the  roads  are 
level  and  well  made.  Touring  is  all  the 
go.  There  are  lots  of  negros,  and  they 
are  terrors  to  follow  you  about.  I  have 
several  times  taken  long  rides  into  the 
country  for  training,  and  I  can't  go  out 
on  my  machine  without  a  dozen  or  so 
young  bucks,  who  run  like  deer,  follow- 
ing, whooping  and  yelling,  "Martin 
comes!  Martin  comes!"  I  can  tell  you 
it's  a  bit  riling,  and  I  often  feel  inclined 
to  belt  them.  When  I  get  out  of  town 
I  usually  put  down  my  head  and  shake 
them  off,  but  it  is  not  for  long,  as  they 
track  my  wheel  marks,  and  when  I  stop 
to  take  pictures  they  catch  up  and  amuse 
themselves  by  feeling  the  tires  and  spin- 
ning the  pedals.  One  fellow  seems  never 
to  get  tired;  he  has  several  times  chased 
me  for  fifteen  or  sixteen  miles,  and  then 
waited  for  my  return  to  chase  me  home 
again. 

Wants  to  go  to  Brazil. 

South-  America  is  not  half  a  bad  terri- 
tory, and  I  have  so  far  spent  money,  and 
had  a  good  time  at  Cape  Town  and  Jo- 
hannesburg. I  had  intended  to  proceed 
at  once  to  Brazil,  where  I  am  told  things 
are  pretty  slick  in  cycle  racing,  especially 
round  and  about  Rio  Janeiro  where  they 
have  recently  opened  a  splendid  speed 
path.  I  would  like  to  have  Walne  or 
Jackson  of  Australia  go  over  with  me. 
We  could  do  well  in  Brazil,  I  feel  cer- 
tain. 

Forces  Hatcii  With  the  Champion. 

At  Cape  Town  I  "nosed"  about  for  a 
try  at  promoting  a  race  meeting,  but  it 
seemed  to  fall  fiat  for  a  while,  as  the 
people  here  are  sticklers  for  excitement, 
and  cycle  events  don't  seem  to  fill  the 
bill.  However,  I  succeeded  in  getting  a 
match  on  with  the  South  African  cham- 
pion. Van  Heerden,  who,  until  I  came, 
was  considered  by  the  folks  here  as  a 
human  express  engine  whom  nobody  dare 
tackle.  The  date  was  late  in  December 
and  the  contest  took  place  at  Green 
Point.  The  idea  of  a  match  caught  on, 
as  the  local  sports  opined  that  dollars 
were  to  be  got  out  of  it  by  backing  their 
man.  The  distances  were  one,  five  and 
ten  miles,  which,  as  you  know,  just  suit 
me.  Alas,  the  books  here  are  not  very 
strong.  I  and  my  friends  pretty  well 
cornered  the  market. 

Lilce  Giant  and  Dwarf. 

This,  you  must  know,  is  an  amateur 
loving  city,  and  the  papers  do  not  puff 
professional  races.  So  the  meeting  got 
up  on  the  day  of  the  match  was  called  a 
"semi-professional  carnival,"  rather  a 
hair-splitting  device.  The  attendance 
was  good,  however,  and  there  was  much 
yahooing  for  the  popular  favorite.  When 
we  appeared  on  the  track  for  the  first 
"go"  I  couldn't  help  laughing  as  we  rode 
round.  Van  Heerden  is  6  feet  4  inches, 
and  sits  almost  bolt  upright  on  his  bi- 


The  Cycle  Age  and  Trade  Review 


585 


i 


1 


**  History  repeats  itself  and  is  ever  old^^ 


-BUT    THE- 


99  ORIENT  LINE 


MR.  DEALER: 


p,^.,.  NEW  MODELS 
NEW  IDEAS 
NEW  FEATURES 


Don't  let  the  chance  go  by — 
Ally  yourself  NOW 
With  a  progressive 
Concern 


PROGRESSIVE 

DEALER: 

REPRESENT 

A  PROGRESSIVE 

MANUFACTURER 


WATHAM  MFG.  CO. '"  ^— '  ^"■-  Waltham,  Mass. 


St 


Price  and  Quality  i 


Are  Two  of  Our  Many  Talking  Points." 


Monarch 

Bicycles 


MONARCH  CYCLE  MFG.  CO., 

LAKE,    HALSTED    AND    FULTON  STS.,    CHICAGO. 


NEW  YOEK. 


LONDON. 


$25.00      $35-oo      $50.00  ^ 

The  most  complete  line  on  the  American  Market,      ^ 
Sold  only  to  flonarch  Agents  under  our  name  plates.  aj^ 


Ride  a  flonarch  and  Keep  in  Front. 

Agents  wanted   in   every    City,    Town    and  Hamlet. 
Send  for  Catalogue  and  Terms. 


HAMBURG. 


586 


The  Cycle  Age  and  Trade  Review 


cycle,  while  I,  as  you  know,  get  down  to 
my  work.  I  looked  like  a  "kid"  beside 
the  giant. 

Wins  All  Three  Races. 

The  mile  race  was  "dead  easy."  In  the 
last  lap  Heerden,  who  has  no  head  for 
tactics,  led  all  the  way  until  at  the  bend 
into  the  winning  straight,  when  he  ran 
wide.  I  just  hit  her  up  and  ran  in  with 
three  lengths  to  give  away.  The  time 
was  2:22. 

The  five-mile  event  was  a  pursuit  race. 
Van  Heerden  was  slow  off  the  mark,  and 
I  gained  on  him  during  the  first  two 
miles.  Two  miles  from  home  I  let  out 
for  a  few  laps,  and  kept  up  the  pace  until 
I  got  near  enough  to  make  things  safe, 
when  I  eased  and  played  follow  my  lead- 
er about  a  dozen  yards  behind.  Van  Heer- 
den, I  must  say,  put  in  real  good  work, 
and  the  gait  was  very  fast.  At  the  bell 
I  jumped  out  and  moved  up  alongside 
him,  and  waited  for  the  last  turn,  when 
I  sprinted  and  won  by  fifteen  yards.  This 
secured  me  the  match.  The  time  was 
11:09  1-5  for  the  full  distance,  which  is 
world's  record  for  pursuit  racing. 

The  ten-mile  was  a  scratch  contest.  We 
paced  each  other  until  the  bell  at  a  fair 
pace.  I  followed  Van  Heerden  until  the 
far  turn  for  home,  when  I  ran  up  the 
bank  and  tried  to  run  down  so  as  to  jump 
him,  but  just  as  I  did  so  he  jumped,  and 
as  I  came  to  the  pole  I  cut  it  rather  fine 
and  his  front  wheel,  so  they  say,  touched 
my  hind  one.  I  won  easily,  but  was  dis- 
qualified for  the  event  on  protest.  I 
knew  I  was  in  the  wrong,  although  it  was 
unintentional,  and  apologized  to  Heerden, 
although  it  didn't  make  any  difference 
to  the  result  of  the  match.  The  time  was 
27:261-5. 


N.  C.  A.  to  Incorporate. 

The  National  Cycling  Association  has 
issued  its  first  bulletin.  It  hails  from 
the  offices  of  the  board  of  control  at  150 
Nassau  street.  New  York  city,  and  states 
that  the  association  will  file  papers  of 
incorporation  with  the  secretary  of  state 
of  New  Jersey  this  week.  Under  the  in- 
corporation provisions  members  will  be 
liable  for  only  the  amount  of  their  mem- 
bership fees. 

Professional  riders  and  their  trainers 
and  amateurs  can  now  apply  for  regis- 
tration to  the  board  of  control  for  the 
season  of  '99,  the  fees  being  $2  each  for 
professionals  and  trainers  and  $1  for  am- 
ateur racing  men. 

Applications  for  places  in  the  N.  C.  A. 
"grand  circuit"  can  be  filed  with  the 
chairman  of  the  board  of  control.  This 
circuit  will  start  in  the  West,  July  8,  and 
end  in  the  Bast  early  in  September.  A 
series  of  races  on  this  circuit  will  decide 
the  championship  of  the  year.  A  New 
York  state  circuit  will  be  arranged  for 
the  month  of  June. 


Courting  flodest  Kansas  City. 

Kansas  City  is  overwhelmed  with  the 
attentions  of  race  meet  promoters  just 
now.  Brady  has  applied  to  the  managers 
of  Convention  hall  asking  for  the  use 
of  that  building  for  the  purpose  of  run- 
ning a  six-day  race  to  be  contested  by  his 
aggregation  now  on  the  coast;  Jack 
Prince  offers  to  bring  the  men  under  his 
charge  now  in  Texas  and  give  a  meet, 
while  the  manager  of  the  female  aggre- 
gation would  like  to  give  a  long  race 
between  the  women  riders. 


New  York  A.  C.  C.  Opposes  Tax  Bill. 

The  bill  which  has  been  introduced  in 
the  New  York  legislature  to  tax  bicycles 
and  apply  the  funds  to  the  construction 
and  shading  of  bicycle  paths  is  being  op- 
posed by  the  Associated  Cycling  Clubs  of 
New  York  city,  on  the  ground  that  it  will 
be  an  entering  wedge  for  the  enactment 


of  a  general  tax  on  bicycles;  that  it  will 
hinder  and  delay  the  cause  of  good  roads 
and  in  some  sections  smother  the  good 
roads  agitation  entirely;  that  it  will  give 
rise  to  much  dissatisfaction  and  discon- 
tent among  wheelmen,  who  in  order  to 
use  side  paths  will  have  to  take  out  li- 
censes in  all  counties  where  there  are 
such  paths;  that  it  will  increase  dangers 
of  collision  between  cyclists  and  pedes- 
trians, since  both  may  use  the  paths,  and 
that  it  will  give  special  privileges  that 
will  create  opposition  from  residents  ad- 
joining the  paths. 


SURPRISE  PARTY  BY  LAWSON 


'Terrible  Swede"   Wins  lOO-riile  Open-Fournier 
and  His  Motocycle  Pace  Stevens  to  Victory. 


San  Jose,  March  6. — A  100-mile  open 
track  race  was  run  Sunday  under  the  au- 
spices of  the  Garden  City  Wheelmen  and 
was  won  by  John  Lawson.  The  event 
was  unpaced,  and  special  lap  prizes  drew 
the  field  into  a  sprint  for  lap  after  lap. 
Charles  Wells,  who  entered  at  the  last 
moment  and  without  training,  gained  the 
special  prize  for  leading  at  the  laps.  He 
fought  for  and  gained  87,  while  Barnaby 
had  but  70.  Fredericks,  Ashinger,  Iver 
Lawson  and  Clem  Turville,  of  the  field  of 
fifteen  that  started,  quit.  Lawson,  the 
last  man  expected  to  win,  shot  out  of  the 
bunch  in  the  stretch,  and  in  a  hard  fight 
with  John  Chapman,  Teddy  Goodman, 
Earl  Stevens,  Charles  Turville,  Charles 
Wells,  Oscar  Julius,  Tom  Barnaby,  and 
Nawn,  won  the  contest,  the  finish  being 
in  the  order  named,  and  the  riders  being 
closely  bunched  at  the  tape. 

Last  Saturday  Henri  Fournier  rode  a 
mile  on  his  petroleum  tandem,  with  Tom 
Barnaby  steering,  in  1:35.  The  machine 
was  so  constructed  that  the  riders  could 
assist  the  motor  by  pedaling.  Fournier 
believes  he  can  reduce  his  time  to  1:30. 

At  the  same  meet  Orlando  Stevens  de- 
feated Harry  Gibson  in  a  ten-mile  match 
by  one  and  three-quarter  laps  on  the 
third-mile  track.  Stevens  was  paced  by 
Fournier  with  his  "infernal  machine," 
while  Gibson  had  two  triplets  and  three 
tandems. 


Chicago  Organizations  Unite. 

The  Associated  Cycling  Clubs  of  Chi- 
cago met  Monday  night  and  voted  to 
amalgamate  with  the  Cook  County  Cy- 
clists' Association  and  the  Northwest  Cy- 
clists' Association  and  to  hold  the  Deco- 
ration Day  road  race  as  usual.  By  the 
union  of  the  three  organizations  twenty- 
six  new  cycling  clixbs  are  added  to  the 
roster  of  the  A.  C.  C. 


NEWS  IN  BRIEF. 

C.  W.  Miller  has  canceled  his  coast  en- 
g-agements  and  returned  to  Chicago. 

"Wridg-way,  the  former  Elng-lish  stayer,  has 
entered  the  motor  vehicle  business  in  Man- 
chester. 

Detroit  road  riders  have  almost  entirely 
■abandoned  century  riding-  and  the  enthusi- 
astic centurion  is  a  person  hard  to  find  in 
that  city. 

Floyd  McFarland  has  decided  to  begin 
training  for  middle  distance  racing  the  com- 
ing season. 

Statistics  show  that  in  England  100  cyclists 
and  200  drivers  of  horses  are  fined  weekly 
for  exceeding  the  speed  limit  and  violating 
the  lamp  laws. 

C.  W.  Parkins,  of  the  Century  Wheelmen 
of  New  York  dity,  won  first  prize  in  the  club 
competition  mileage  by  riding  28,883  miles 
during  1898.  During  the  year  he  made  105 
centuries. 

The  Intercollegiate  Bicycling  Association, 
which  was  organized  recently  for  the  pur- 
pose of  giving  an  impetus  to  cycle  racing 
among  college  men,  and  which  came  into 
existence  as  a  result  of  the  movement  of 
the  Intercollegiate  A.  A.  TJ.  to  curtail  bicy- 
cle events,  has  decided  to  hold  an  annual 
championship    event.     The   competitors    for 


this  championship  must  abide  by  the  regu- 
lations of  the  I.  A.  A.  U.  regarding  the 
eligibility  of  college  students  for  any  of  the 
intercollegiate  championships. 

Cycling  enthusiasts  in  St.  Louis  are  en- 
deavoring to  revive  the  annual  Forest  Park 
road  race,  which  has  been  run  for  several 
years  up  to  '98,  when  it  was  dropped  through 
lack  of  encouragement  from  parties  solicited 
for  the  donation  of  prizes. 

The  recent  six-day  race  in  San  Francisco 
was  a  losing  proposition  for  the  promoters, 
for  while  large  crowds  were  attracted  to 
the  pavillion  during  the  last  few  days  of 
the  week,  the  attendance  during  the  first 
three  days  was  so  light  that  the  loss  sus- 
tained then  could  not  be  made  up. 

Arrangements  are  being  made  for  a  series 
of  match  races  between  the  three  Butler 
boys  and  Gougoltz,  Lamberjack  and  Eden, 
to  Include  contests  on  singles,  tandems  and 
triplets.  The  Waltham  track  will  probably 
be  the  scene  of  the  performances,  but  the 
dates  have  not  as  yet  been  decided. 

Cape  Girardeau,  Mo.,  is  said  to  have  been 
selected  by  several  of  the  racing  men  as 
their  training  ground  this  spring.  The  ac- 
commodations there  seem  to  be  more  to  the 
liking  of  the  riders  than  those  at  the  Foun- 
tain Ferry  track,  where  much  of  the  early 
spring  training  in  past  years  hasi  been  done. 

According  to  all  reports,  extensive  im- 
provements are  contemplated  at  the  Wal- 
tham track.  It  is  the  intention  to  increase 
the  banking  two  and  one-half  feet.  The 
first  event  of  the  season  at  the  track  will 
be  on  April  19,  when  Harry  Elkes  will  ap- 
pear, but  his  opponent  has  not  been  an- 
nounced. 

The  following  prizes  are  offered  in  the  100- • 
hour  race  to  be  run  in  Roubaix,-  France, 
May  7  to  11  next:  First  prize,  $600,  and  $100 
extra  if  the  San  Francisco  100-hour  record  Is 
broken;  second,  $300,  and  $40  if  the  San  Fran- 
cisco record  is  broken;  third,  $300,  and  $20  If 
inside  former  record;  fourth,  $160;  fifth,  $120; 
sixth,  $80. 

Plans  are  afoot  for  the  construction  of  a 
ten-lap  inclosed  track  in  Tacoma,  Wash., 
near  the  center  of  the  city,  with  the  object 
of  securing  the  presence  of  the  eastern  rac- 
ing men  who  have  been  making  matters 
lively  on  the  Pacific  slope  this  winter.  The 
promoters  are  prominent  cycle  dealers  and 
riders,  who  are  enthusiastic  over  the  scheme. 

The  May  carnival  to  be  held  in  Birming- 
ham, Ala.,  will  doubtless  be  given  a  livelier 
interest  than  usual  by  the  introduction  of 
bicycle  racing.  The  Birmingham  Cycle  Rac- 
ing Association  is  taking  steps  toward  pro- 
moting a  week's  race  meet  to  be  held  at 
the  new  Coliseum  track  during  the  festivi- 
ties and  an  endeavor  will  be  made  to  attract 
the  best  talent  In  the  country. 

Club  isipirit  is  at  such  a  low  ebb  among 
the  mennbers  of  the  St.  Louis  Cycling  Club 
that  the  club  house  of  the  organization  has 
been  abandoned  and  from  now  on  the  exist- 
ence of  the  oldest  and  what  was  at  one  time 
the  most  prominent  cycling  club  in  St.  Louis 
will  be  merely  a  matter  of  sentiment,  some 
of  the  members  not  having  the  heart  to  dis- 
band entirely. 

Tourists  with  bicycles  traveling  In  Ger- 
many will  be  much  inconvenienced  by  a  law 
recently  enacted  which  compels  all  bicycles 
to  be  carried  on  slow  trains.  No  machines 
will  be  allowed  on  the  passenger  express 
trains,  and  owners  of  bicycles  will  often  be 
compelled  to  wait  at  their  destination  a  half 
a  day  or  an  entire  night  for  the  arrival  of 
their  machines  before  they  can  proceed 
further. 

The  respective  directors  of  the  Chicago 
Cycling  Club  and  the  South  Side  Cycling 
Club  of  Chicago  held  a  joint  meeting  last 
Saturday  and  brought  about  the  consolida- 
tion of  the  two  clubs.  The  South  Side  Club 
will  abandon  its  club  house  and  move  over 
to  the  Michigan  avenue  home  of  the  Chi- 
cagos.  The  combined  strength  of  the  two 
clubs  aggregates  about  400  members,  making 
the  new  body  one  of  the  strongest  In  Chi- 
cago. 

When  Tom  Cooper  began  racing  he  had 
been  a  drug  clerk  at  a  salary  of  about  $5  a 
week.  Money  commenced  to  come  his  way 
When  he  won,  and  he  knew  enough  to  save 
it.  He  had  friends  in  his  home  City  who 
put  him  next  to  some  good  things  and 
now  Tom  has  $22,000  In  Detroit  telephone 
stock,  which  nets  him  $1,600  annually.  Some 
time  last  fall  five  wealthy  Detroit  men 
started  a  lime  company,  each  putting  In 
$50,000.  One  of  them  was  a  friend  of  Coopers 
and  he  offered  to  let  Tom  put  up  $10,000. 
The  racing  man  did  not  have  that  much 
ready  money,  but  produced  $7,000,  his  friend 
giving  him  plenty  of  time  to  pay  the  bal- 
ance. One  month  after  the  conipany  was 
organized  Tom  was  offered  $20,000  for  his  in- 
terest, but  he  refused,  and  Is  now  thankful, 
as  the  stock  has  since  grown  still  more  val- 
uable. In  all  It  Is  calculated  that  Cooper 
is  worth  nearly  $40,000,  not  bad  for  four 
years  of  racing. 


The  Cycle  Age  and  Trade  Review 


587 


SUBJECTS  OF  GENERAL  INTEREST 


SEASONING 

WOOD  BY 

ELECTRICITY 


A  model  plant  for  season- 
ing wood  by  means  of 
electricity  is  now  in  op- 
eration in  London.  The 
timber  to  be  seasoned  is 
placed  in  a  large  tank  and  immersed,  all 
but  an  inch  or  two,  in  a  solution  contain- 
ing 10  per  cent  of  borax,  5  of  resin,  and  % 
of  carbonate  of  soda.  The  lead  plate  upon 
which  it  rests  is  connected  to  the  posi- 
tive pole  of  a  dynamo,  and  the  negative 
pole  being  attached  to  a  similar  plate 
arranged  on  its  upper  surface  so  as  to 
give  good  electrical  contact,  the  circuit 
is  completed  through  the  wood.  Under 
the  influence  of  the  current  the  sap  ap- 
pears to  rise  to  the  surface  of  the  bath, 
while  the  borax  and  resin  solution  takes 
its  place  in  the  pores  of  the  wood.  This 
part  of  the  process  requires  from  five  to 
eight  hours  for  its  completion,  and  then 
the  wood  is  removed  and  dried  either  by 
artificial  or  natural  means.  In  the  lat- 
ter case  a  fortnight's  exposure  in  sum- 
mer weather  is  said  to  render  it  as  well 
seasoned  as  storage  in  the  usual  way  for 
five  years. 

The  current  employed  has  a  potential 
of  110  volts,  the  consumption  of  energy 
being  about  1  kilowatt  per  hour  for  each 
cubic  meter  of  timber,  and  the  greener 
the  wood  the  better,  because  its  electri- 
cal resistance  is  less.  The  liquid  in  the 
bath  is  kept  at  a  temperature  of  from 
90  to  100  degrees  F. 

Those  who  are  introducing  the  process 
into  this  country  from  France  do  not 
profess  to  be  able  to  give  a  complete  ex- 
planation of  it,  though  they  describe  it 
generally  as  a  case  of  electro-capillary 
attraction,  but  they  claim  that  its  results 
are  satisfactory,  however  surprising  they 
may  seem.  They  even  state  that  some 
woods,  such  as  the  "maritime  pine"  of 
the  south  coast  of  France,  which  cannot 
now  be  properly  dried,  will,  after  their 
treatment,  be  found  useful  and  service- 
able for  practical  purposes. 

An  artificial  silk  is  man- 

ARTIFICUL         ufaotured  from  gelatin.  A 

SILK  reservoir  containing  gela- 

MANUPACTURE  tin  is  kept  heated  at  a 
certain  temperature,  to 
keep  the  gelatin  in  liquid  form  continu- 
ously. The  top  of  the  reservoir  contains 
numberless  small  openings  through  which 
the  gelatin  oozes  in  very  fine  streams. 
An  endless  chain  of  a  strip  of  linen  clotlh 
running  over  pulleys  receives  this  liquid; 
and  before  the  chain  has  traveled  far,  it 
is  dry  and  presents  a  fine  thread  of  uni- 
form thickness  and  brilliant  surface, 
ready  to  be  wound  upon  spools. 

The  whole  apparatus  requires  little  ait- 
tention;  the  only  thing  to  ibe  looked  aft- 
er is  to  change  the  fully  wound  spools 
far  empty  ones.  A  single  workman  can 
oversee  ten  apparatuses  as  described, 
which  will  produce  about  470,000  yards 
of  threads  per  day — equal  to  a  silk  pro- 
duction of  24,000  cocoons.  To  make  the 
gelatin  threads  proof  against  being  dis- 
solved in  warm  water,  they  are  lightly 
wound  on  drums  and  submitted  to  the 
fumes  of  formaldehyde  in  a  closed  room 
for  several  hours.  The  result  is  not  only 
their  power  of  resistance  to  water,  but 
also  to  any  other  solution. 

The  coloring,  if  wanted,  is  added  to  the 
liquid  gelatin  at  the  beginning.  It  absorbs 
dye  readily  and  the  brilliancy  of  the 
thread  is  not  affected.  The  propontion 
of  dyestuff  is  stated  to  be  15  ounces  in 
330  pounds  of  liquid  gelatin,  if  a  bright 
color  is  wanted;  but  for  the  present  fash- 


ionable pale  colors,  the  15  ounces  would 
do  in  6,600  pounds  of  liquid.  A  drawback 
against  the  usefulness  of  the  gelatin  silk 
would  be  its  low  degree  of  fli-mness  in 
the  thread,  but  in  a  mixture  with  real 
silk  or  fine  linen  or  cotton  thread,  a  dur- 
able tissue  could  be  produced.  It  is  esti- 
mated that  the  gelatin  silk  could  be  pro- 
duced ajt  about  $1.15  per  pound.  Collo- 
dion silk  costs  at  present  from  $2,25  to 
$2.85  per  pound,  while  natural  silk  reaches 
$6.25  per  pound. 

Prof.  Wood,  of  the  Uni- 

NEW  PROCESS  versify  of  Wisconsin,  the 
COLOR  originator  of  the  electri- 

PHOTOQRAPH  ^al  thaw  has  a  new  meth- 
od of  photographing  in 
natural  color.  He  reproduces  the  colors 
by  diffraction,  a  method  not  hitherto 
tried,  and  though  at  present  the  produc- 
tion of  the  first  finished  picture  is  a 
somewhat  tedious  though  not  difficult 
process,  when  it  is  once  made  duplicates 
can  be  printed  from  it  as  easily  a,s  ordi- 
nary photographs  are  made. 

The  pictures  are  on  glass  and  are  not 
only  colorless,  but  almost  invisible  when 
viewed  in  ordinary  lights,  but  when 
placed  in  a  viewing  apparatus,  consisting 
of  a  convex  lens  on  a  light  frame,  show 
the  colors  of  nature  with  great  brilliancy. 

The  finished  picture  is  simply  a  dif- 
fraction grating  of  variable  spacing.  In 
other  words,  it  is  a  transparent  film  of 
gelatin  with  fine  parallel  and  equidistant 
lines  on  it — about  2,000  to  the  inch  on  the 
average.  The  colors  depend  solely  on  the 
spacing  between  the  lines  and  are  pure 
spectrum  colors,  or  mixtures  of  such,  the 
necessity  of  colored  screens,  or  pigments, 
used  in  all  other  processes  except  that  of 
Lippman,  having  been  overcome. 

The  pictures  can  be  projected  on  a 
screen  by  employing  a  suitable  lantern, 
or  can  be  viewed  individually  with  a  very 
simple  piece  of  apparatus  consisting  of  a 
lens  and  perforated  screen  mounted  on  a 
frame.  The  present  process  can  be  great- 
ly simplified,  and  it  will  be  possible  to 
expose  a  plate  in  the  camera  under  three- 
color  fillers  on  the  surfaces  of  which  dif- 
fraction gratings  have  been  impressed  by 
photography,  and  develop  it  at  once  into 
a  colored  photograph,  which,  strange  to 
say,  will  be  a  positive  when  seen  in  the 
viewing  apparatus,  or  projected. 

A  peculiarity  of  the  process  is  that 
there  is  no  such  thing  as  a  negative  in 
it. 

Though   at   first  sight  it 

ENGLISH  would  appear  the  English 

CYCLE  FACTORY     cycle   trade  had   nothing 

WORKERS  in     common     with     that 

phase  of  industrial  life 
known  as  trade  unionism,  and  is  not, 
therefore,  called  upon  to  take  more  than 
a  passing  interest  in  the  affairs  of  labor, 
the  fact  is  that,  as  an  important  (branch 
of  the  engineering  industry/,  the  affinity 
between  the  two  may  lead  at  some  future 
time  to  the  introduction  of  labor  ques- 
tions into  its  own  province.  At  present 
the  great  body  of  cycle  workers  are  not 
affiliated  with  trade  unions,  and  it  is  the 
earnest  wisfh  of  the  trade  that  this  Uto- 
pian condition  of  things  may  continue  to 
reign.  At  the  present  time,  however,  the 
trade  unionism  of  the  country  is  assum- 
ing a  somewhat  aggressive  attitude,  and 
it  is  feared  that  a  revival  of  enthusiasm 
for  organization  among  the  workmen 
of  the  country  would  result  in  the  for- 
mation of  a  well-organized  cycle  work- 
ers' union,  and  perhaps  the  federation  of 
sucih  a  union  to  some  larger  body. 


Considering     the     uncer- 
WHAT  IF  tainty    that    attends    the 

THE  BIG  TRUSTS     Stupendous  experiment  of 
FAILED  ?  consolidating       three- 

fourths  of  our  indus- 
tries into  "trust"  organizations,  it  is  not 
surprising  that  some  people  should  be 
asking — what  will  happen  in  the  event  of 
the  monopolies  failing  of  their  purpose 
and  therefore  becoming  disintegrated  and 
desiring  to  revert  to  the  former  indi- 
viduality of  their  component  parts?  The 
following  gives  pointed  expression  to  that 
contingency: 

If  one  of  the  numerous  trusts  now  forming 
should  become  bankrupt  throu,?h  misman- 
agement or  overcapitalization  cr  any  other 
cause  or  the  trust  should  be  declared  illegal 
by  the  courts  and  dissolved,  what  would  be- 
come of  the  capital  invested  in  the  trust  en- 
terprise? 

If  a  trust  should  become  bankrupt  the 
property  of  the  constituent  corporations 
would  be  absorbed  in  the  payment  of 
debts.  The  trust,  whether  it  is  itself  a 
corporation,  a  mere  committee  or  an  un- 
incorporated association,  is  an  agent  of 
the  corporations  and  is  authorized  to 
bind  them  by  contract,  and  these  corpo- 
rations cannot  be  heard  to  plead  the  il- 
legality of  the  combination  for  the  pur- 
pose of  evading  a  loss  which  they  have 
brought  upon  themselves,  and  throwing 
it  upon  their  creditors.  An  action  quo 
warranto  to  put  an  end  to  the  existence 
of  a  trust  may  be  brought  either  against 
the  trust  itself  or  against  any  one  of  the 
constituent  corporations.  If  it  is  brought 
against  the  trust,  and  is  successful,  the 
combination  will  simply  be  dissolved  and 
each  of  the  integers  will  be  compelled  to 
take  its  property  back  under  its  own  con- 
trol and  manage  it  through  its  own  offi- 
cers. If  the  proceeding  is  against  one  of 
the  corporations  forming  the  trust,  and  is 
successful,  that  corporation  will  be  dis- 
solved, its  property  will  be  sold,  and  the 
proceeds  will  be  distributed  among  its 
creditors  and  stockholders.  Such  was  the 
decision  of  the  New  York  courts  in  the 
proceedings  brought  by  the  Attorney- 
General  against  a  member  of  the  trust 
known  as  the  Sugar  Refineries'  Com- 
pany. The  courts  held  that  by  so  do- 
ing it  had  forfeited  its  right  to  exist  as  a 
corporation. 

It  will  thus  be  seen  that  there  is  lit- 
tle reason  for  the  very  grave  apprehen- 
sions entertained  by  some  that,  in  the 
event  of  the  breakdown  of  the  monopo- 
list principle,  from  any  of  the  dangers  its 
application  has  yet  to  encounter,  there 
must  be  a  destructive  catastrophe  arising 
from  the  insolvency  of  these  mammoth 
institutions.  There  appears  to  be  no  rea- 
son for  contemplating  the  possibility  of 
any  such  outcome.  Should  the  original 
individual  firms  or  corporations,  includ- 
ed in  a  trust  desire  to  revert  to  their 
former  separate  identity,  there  is  noth- 
ing to  legally  prevent  their  doing  so. 
There  is  nothing  in  the  nature  of  a  legal 
finality  in  the  forms  of  organization 
adopted  in  these  amalgamations;  the 
whole  system  may,  with  comparative 
ease,  return  to  the  old  regime  of  com- 
petition between  disassociated  producers 
when  they  have  become  convinced  from 
experience  that  a  permanent  organiza- 
tion of  monopoly  is  an  impossibility. 
There  is  some  considerable  satisfaction 
in  this  view  of  the  new  industrial  situa- 
tion. 


The  Russian  minister  of  the  interior 
has  submitted  to  the  council  of  the  em- 
pire a  proposition  to  tax  bicycles  $5.13 
each,  the  funds  to  be  used  by  the  cities. 


588 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


SHBPARD  BEVEL-GEAR  CYCLOnETBR. 

A.  G.  Spalding  &  Bros,  of  New  York  city 
and.  Chicago  are  pushing  energetically  two 
sundries,  one  the  Christy  saddle  and  the 
other  the  Shepard  bevel  gear  cyclometer. 
The  manufacturers  of  the  Shepard  cy- 
clometers claim  that  the  same  grade  of 
workmanship  enters  into  their  construction 
as  is  employed  in  the  manufacture  of 
watches.  The  cyclometer  is  but  11-16  of  an 
indh  in  diameter  and  without  the  bracket 
weighs  but  1%  ounces.  Every  part  is  made 
either  from  hardened  brass  or  bronze  and 
all  exterior  parts  are  nickeled.  No  lubricant 
is  required  and  no  springs  are  used.  The 
operating  mechanlsim  toeing  on  the  bevel  gear 
plan,  there  is  a  po'siitive  motion  at  each 
revolution  of  the  bicycle  wheel.  With  the 
detachable  holder  or  bracket  the  cyclometer 
can  be  readily  removed  and  carried  in  the 


pocket,  a  convenience  which  will  be  easily 
appreciated  by  those  riders  who  have  expe- 
rienced the  breaking  of  cyclometers  on  bi- 
cycles transported  in  railway  baggage  cars, 
Besides  the  regular  bevel  gear  style,  the 
Shepard  cyclometer  is  made  in  a  small  trip 
pattern  which  weighs  only  three-fourths  of 
an  ounce.  This  cyclometer  registers  to  100 
miles  and  repeats.  The  register  can  be  set 
back  to  nothing  from  any  point  by  turning 
the  outside  knurled  end  plate  to  the  left. 
All  Shepard  cyclometers  are  made  to  attach 
on  the  left  side  of  the  bicycle,  the  mounting 
and  dismounting  side. 


BIG  PURCHASE  BY  NATIONAL  CEMENT  CO. 

Toledo,  O.,  March  6.— A  deal  has  just 
been  consumanated  that  will  prove  so-me- 
what  startling  in  the  trade  and  will  perhaps 
not  be  eispecaaflly  relished  by  trade  competi- 
tors. The  National  Cement  &  Rubber  Mfg. 
Co.,  of  this  city,  has  just  absorbel  by  pur- 
chase the  Red  Cross  Cement  &  Rubber  Co 
of  Rochester,   N.   Y. 

This  deal,  iwhich  includes  all  names,  trade 
marks,  good  will,  patents,  patterns,  etc., 
has  been  pendinig  ever  since  the  big  cycle 
show  in  Nerev  York,  when  it  was  first 
broached.  The  purchase  price  has  not  been 
made  public,  but  is  well  up  in  the  five  figure 
column.  It  will  be  recaWed  that  Arlington 
U.  Betts  &  Oo.  first  manufactured  the  Red 
Cross  brand  of  goods  in  this  city,  and  built 
up  an  enormjous  trade  both  in  this  country 
and  on  export  lines.  Betts  sold  out  to  F. 
"W.  France  &  Ooi,  of  Rochester,  and  after- 
wards the  tousiness  was  conducted  under  the 
name  Red  Cross  Ceiment  &  Rubber  Co.  Up- 
wards oif  $50,000  have  been  spent  in  advertis- 
ing that  narnie,  "Red  Cross,"  in  connection 
with  these  goods. 

Only  two  years  ago  a  company  was  organ- 
ized here  with  E.  P.  Huibbell  (who  had  for 
years  been  identified  with  the  ranking  na- 
tional bank  of  the  state),  as  one  of  the  main 
factors  in  the  new  firm.  With  him  were 
associated  a  numiber  Oif  aggressive  business 
men  oif  the  city.  Mr.  Bancroft,  who  was  the 
rig'ht  hand  man  for  the  Betts  people,  was 
one  of  the  head  men  in  connection  with  the 
new  firm;  in  fact,  he  'was  at  once  made  its 
suiperintenicllent.  The  growth  of  this  firm, 
which  fixed  upon  the  name  "High  Pressure" 
as  its  tirade  mark,  has  been  most  remarka- 
ble. It  spread  out  in  every  direction,  until 
it  has  agencies  in  every  city  and  town  of 
any  oomsequence  in  this  country,  while  it 
has  numierous  general  aigencies  in  South 
Amierica,  Englandi,  Germany,  France,  Aus- 
tralia and  Canada.  Its  goods  have  been 
shipped  during  the  past  year  to  practically 
every   civilized  country   on  the   face   of   the 

Mr.  Hubbell,  wlio  became  its  general  man- 
ager, soon  found  it  necessary  to  resign  his 
position  with  the  bank  and  devote  all  his 
time  to  the  Nationail  Cement  &  Rubber  Oo. 
Only  two  weeks  ago  it  cfompleted   arrange- 


ments for  trebling  its  shipping  and  manu- 
faoturing  capacity.  Now  it  has  absorbed  the 
entire  Red  Cross  business. 

Hereafter,  beginning  with  next  week,  all 
shiipim.ents  of  Red  Cross  goods  will  be  made 
from  the  Toledo  plant,  and  all  mail  and  or- 
ders will  be  received  by  the  National  com- 
pany. 

It  is  mot  disparaging  the  merits  nor  the 
extent  of  business  of  any  other  oonicems  to 
say  that  by  this  purchase  the  Toledo  com- 
pany is  now  the  largest  and  most  complete- 
ly equipped  of  its  character  in  the  world. 


faoture  of  the  compounds,  the  owners  state 
that  theire  are  iseveral  court  decisions  which 
may  be  taken  as  precedents  showing  that 
persons  maMng  anti-leak  compounds  can  toe 
held  as  oontributiory  infringers  even  though 
they  do  not  put  it  into  the  tires  themselves. 


SAGER  GEARS  AND  SADDLES. 

The  Sager  Gear  Oo.,  of  Rochester,  N.  Y., 
is  praccically  ready  to  sttrt  its  plant  for 
the  manufacture  of  cbainlf^s  gears  and  will 
be  able  to  fill  orders  for  these  roller  pan 
gears  promptly  after  March  10.  The  de- 
mand for  them  has  surprised  the  makers 
themselves  and  is  growing  rapidly. 

In  addition  to  Its  gear  business,  the  Sager 
ciomipany  states  that  it  has  more  orders  for 
its  saddles  than  at  any  previous  time  in 
its  history.  It  is  making  special  efforts  to 
push  its  Flexible  saddles  and  the  guarantee 
offered  is  evidence  of  tlie  company's  faith  in 
the  goods.  These  saddles  are  made  in  a 
peculiar  manner,  having  no  wood  cantle  or 
wood  tree,  no  set  screws,  toolts  or  nuts,  and 
being  comiposed  of  few^er  parts,  it  is  claimed, 
than  any  saddle  ever  olfered  to  the  trade. 
The  steel  spring  forms  a  supporting  base 
and  yields  with  every  motion  of  the  body, 
but  at  no  time  throws  the  rider  violently 
from  tha  seat.  Only  an  exceptionally  fine 
grade  of  leather  is  used.  Flexible  saddles 
are  given  as  regular  equipment  or  opition 
upon  the  bicycles  of  sucih  representative 
manufacturers  as  Pope  Mfg.  Co.,  E.  C. 
Stearns  &  Co.,  Waltham  Mfg.  Co.,  Iver 
Johnson's  Arms  &  Cycle  Works,  Oavis  Sew- 
ing Machine  Co.,  R.  H.  Wolff  &  Co.,  Geo.  N. 
Pierce  &  Co.,  Packer  Cycle  Co.,  Relay  Mfg. 
Co.,  Liigtot  Cycle  Co..  Geneva  Cycle  Oo., 
Speeder  Cycle  Co^  and  Bean  Ohamiberlln 
Mfg.  Co. 

In  addition  to  the  Flexible  saddles  the 
Sager  company  is  also  making  a  complete 
line  of  other  styles,  the  principal  one  being 
the  hair  padded  type  which  is  used  exclu- 
sively toy  the  Lozier  Mfg.  Co.  The  Sager 
Gear  Co.  claims  to  be  more  than  holding  its 
own  in  the  saddle  business  and  an  insipec- 
tion  of  the  shipping  room  seems  to  bear  out 
the  assertion. 

BAGLEY  TOE  CLIPS  SELL  WELL. 

A.  G.  Bagley  &  Co.,  172  South  Clinton 
street,  Ohicago,  are  enjoying  constantly  in- 
creasing sales  on  their  various  patterns  of 
toe  clips  and  other  cycle  sundries,  among 
which  are  lamip  brackets  and  coasters.  Tiwo 
popular  patterns  of  toe  clips  manufactured 
by  this  firm  are  shown  herewith.  The 
clip  at  the  left  in  the  illustration  is  the  new 
"Chicago"  adjustable  clip,  whidh  miay,  by 
loosening  the  countersunk  bolt  in  the  corru- 
gated plate,  be  extended  or  reduced  to  suit 
the   foot    and    the    fancy   of   the   rider.    The 


/ffc  &<:l£  Ao^ 


clip  at  the  rig'ht  is  very  rigid,  the  front  loop 
being  stiffened  by  forming  the  straps  into 
curved  sectional  shape. 


BROAD  PATENT  ON  PUNCTURE  COHPOUND. 

The  Buffalo  Specialty  Mfg.  Co.  of  Buffalo, 
whicih  makes  the  Neverleak  puncture  heal- 
ing fiuid,  has  by  purchase  from  the  Indiana 
Rubber  &.  Insulated  Wire  Co.  of  Marion, 
Ind.,  become  sole  owner  of  the  patent  grant- 
ed to  Charles  B.  Duryea,  coverimg  the  use 
of  liquid  or  semi-liquid  co:mpounds  in  tires 
for  the  purpose  of  curing  leaks  in  the  latter. 
The  Duryea  patent  does  not  specify  any  par- 
ticular kind  of  puncture  healing  mixture, 
but  broadly  covers  the  use  of  any  such  com- 
pound in  pneumatic  tires.  The  Buffalo 
Specialty  Mfg.  Oo.,  in  obtaining  possession 
of  these  patent  rights,  purposes  to  vigorous- 
ly defend  itself  against  all  infringers  and  to 
protect  dealers  selling  Neverleak  against 
unlicensed  co'inpetition  from  infringers. 
While  the  patent  covers  the  use  of  such 
compounds  in  combination  with  pneumatic 
tires  and  does  Mot  directly  claim  the  manu- 


CRUCIBLES  FOR  IMMERSION  BRAZING. 

The  general  introduction  of  immersion 
brazing  has  created  a  widespread  demand 
for  plumbago  crucibles  to  be  used  in  dip 
brazing  furnaces,  and  since  the  experiment- 
ers with  the  process  have  been  learning  new 
points  concerning  its  economical  and  sys- 
tematic use  this  demand  has  broadened  Into 
one  requiring  crucibles  of  different  sizes  and 
shapes.      The    Bridgeport    Crucible    Co.    of 


Bridgeport.  Conn.,  meets  the  varying  de- 
mands for  crucibles  by  placing  In  the  market 
several  stock  patterns  and  offering  to  make 
to  order  other  special  designs  at  the  request 
of  patrons.  The  crucibles  here  shown  are 
two  of  the  popular  stock  patterns.  The 
flanged  crucible  is  small  compared  wiKh  the 
generaJ  run  of  crucibles  now  In  use  and  is 
intended  for  use  in  brazing  small  parts  and 
such  frame  joints  as  do  not  require  much 
surface  area  In  dipping.  The  flangeless  cru- 
cible is  somewhat  of  an  Innovation,  most  of 
the  crucibles  used  in  the  past  having  had 
flanges.  Where  the  flangeless  crucible  has 
been  properly  used  In  immersion  brazin,g 
furnaces,  however.  It  has  proven  a  decided 
success,  and  some  brazers  are  now  using  it 
entirely  in  preference  to  the  flanged  crucible. 
The  Bridgeport  Crucible  Co.  will  mail  upon 
request  from  interested  parties  full  size  blue 
prints  giving  complete  dimensions,  together 
with  prices,  of  the  vanious  patterns  it  makes. 


IDE  FACTORY  AGAIN  RUNNING. 

The  factory  of  the  Ide  Mfgi  Co.,  of  Peoria, 
111.,  Is  again  In  ioperation,  the  plant  having 
been  opened  by  a  co^mpany  mainly  consist- 
ing of  employes  of  the  old  Ide  company, 
who  will  conduct  the  business  on  a  co-op- 
erative plan.  F.  F.  Ide  has  retired  from  the 
business  and  the  future  welfare  of  the  com- 
pany will  toe  under  the  care  of  R.  M.  Rob- 
erts. Eidonomy  in  manufacture  will  be  the 
watchword  of  the  new  company  and  a  sys- 
tematic course  of  selection  of  manufactu- 
ring methodb  will  be  undertaken,  the  out- 
come of  which  will  be  that  those  parts  and 
fittings  which  it  is  found  can  be  purchased 
cheaper  than  they  can  be  made  in  the  Ide 
factory  will  be  obtained  directly  from  the 
parts  manufajoturers. 


UNITED  STATES  BICYCLES. 

Frank  Sturgies,  227  South  Green  street, 
Ohicago,  has  issued  his  catalogue  of  United 
States  bicycles.  The  line  shown  comprises 
ten  models.  Models  0  and  1  sell  at  $^  each, 
Models  2,  3,  4,  5,  6,  and  7,  which  are  three 
pairs  Of  omen's  and  women's  machines,  at  $40 
eojoh,  and  Modieils  8  and  9,  which  are  the 
leaders,  at  $50  each.  One  of  the  strongest 
claims  of  the  manufacturer  for  these  tri- 
cycles is  that  all  of  the  metal  -parts  with  the 
exception  of  the  chains  are  made  in  his  O'Wn 
factory.  Some  of  the  distinctive  features 
of  United!  Sitates  toicyolas  are  the  outside  fish- 
mouth  reinforcements,  the  chain  adjust- 
ments, the  special  two-part  hanger  group, 
the  disk  adjuistinig,  direct  tangent  spoke 
hub  and  the  felt  lined  dress  guard  for  the 
ladies'  machines.   

AMERICAN  riACHINE  CO.'S  LINE. 

Grasipdng  the  fact  that  the  ability  to  meet 
the  popular  desire  for  color  and  boldness  in 
Illustrative  work  generally  constitutes  good 


The  Cycle  Age  and  Trade  Review 


589 


advertlsiiug',  *hie  Amerioan  Machine  Co.  of 
Flint,  Mich.,  has  shown  in  its  recently  is- 
sued catalogue  the  various  models  of  bi- 
cycles in  its  line  in  striking  colored  illus- 
trations by  the  three-colored  process.  The 
recipient  of  the  catalogue  is  thus  given  a 
grajphic  idea  of  the  exact  appearance  of  the 
machines.  The  comipany's  leader  is  a  30- 
inoh  Trheel  model  named  the  Anaerican 
Standard  arud  listed  at  $50.  The  American 
Sipeciajl,  at  $40  is  made  in  both  men's  and 
women's  patterns  and  is  the  firm's  standard 
machine.  The  American  Banner  lists  at  $25 
and  the  American  Diamond,  built  on  the 
same  general  lines  as  the  Banner  but  with 
flush  joints,  sells  at  $35. 


ELECTRICALLY  WELDED  FITTINQS. 

The  Standard  Tool  Co.  of  Cleveland,  O., 
which  is  well  known  as  being  the  sole  firm 
in  this  country  that  does  electric  welding  on 
bicycle  parts  and  fittings,  is  sending  out  an 
advance  runner  for  its  complete  catalogue 
in  the  form  of  a  four-page  folder  illustrat- 
ing two  of  its  entirely  flush  electrically 
welded  seat  posts.  These  are  furnished  with 
stems  ranging  in  size  from  %  inch  to  1 1-16 
inch  and  each  fpost  is  guaranteed  to  be  of 
uniform  diameter  for  the  entire  length  of 
the  stem.  They  are  sold  plain  or  nickel 
plated,  and  the  highest  possible  finish  is  as- 
sured in  either  case.  The  stock  angle  on  the 
latest  patterns  of  these  posts  is  70  degrees, 
which,  being  standard  angle,  permits  the 
use  at  the  stock  posts  on  almost  any  todoycle. 


BERKEY  &.  GAY'S  EXPANDER. 

The  expander  shown  in  the  accompanying 
illustration  is  made  by  Berkey  &  G-ay,  of 
Grand  Kapids,  Mich.,  and  has  extremely 
simple  action  combined  with  a  large 
and  yet  almost  positive  gripping  face  formed 
by  the  edges  of  the  wedge  piece.  It  does 
not  require  so  much  exertion  of  force  to 
operate  as  the  expanders  which  depend  up- 
on  the   enlargement  or   contraction   of   the 


7^£  CrcLt  Ao^^ 


entire  sleeve  surrounding  the  seat  post  or 
handle  bar  stem.  The  wedge  has  only  a 
vertical  motion,  causing  the  chamfered  out- 
er edges  of  the  wedge  to  slide  inwardly  and 
downwardly  upon  the  inner  chamfered  edges 
of  the  split  sleeve.  With  the  screw  thread- 
ing at  the  upper  end  of  the  sleeve  and  in  the 
nut  slightly  oiled,  this  expander  should 
operate  very  easily  for  either  tightening  or 
loosening,  while  also  presenting  a  neatly 
finished  appearanc^^ 

HANNA  CYCLE  HATERIAL  CO.'S  LINE. 

A  complete  catalogue  of  bicycle  sundries 
and  fittings  has  been  issued  by  the  Hanna 
Cycle  Material  Co.,  120  East  Genesee  street, 
Buffalo,  successor  to  the  Strauss-Hanna  Cy- 
cle Material  Co.  The  materials  catalogued 
embrace  the  usual  articles  handled  by  firms 
catering  to  the  trade  of  dealers,  repairers 
and  assemblers,  as  well  as  to  that  of  manu- 
facturers. The  line  of  hubs  shown  is  large 
and  includes  hubs  at  all  prices,  and  in  order 
to  attract  and  maintain  a  good  trade  in 
these  products  the  firm  makes  a  specialty 
of  being  able  to  supply  separate  parts  for 
all  of  the  hubs  listed.  The  frame  sets  and 
parts  are  sold  at  very  reasonable  prices  and 
are  up-to-date  in  character.  The  Hanna  Cy- 
cle Material  Co.  acts  as  selling  agent  for 
the  Thames  Chain  &  Stamping  Co..  Duthie 
Chain  Co.,  Mossberg  "Wrench  Co.,  Brennan 
Handle  Bar  Co.,  Stockton  Mfg.  Co.,  Grand 
Rapids  Bicycle  Grip  Co..  Excelsior  Needle 
Co.  and  the  National  Forge  &  Machine 
Screw  Co.  

EUROPEAN  AGENTS  FOR  GRANT  TOOLS. 

The  Grant  Machine  Tool  "Works,  of  Cleve- 
land, is  completing  negotiations  with  Chas. 
Churchill  &  Co.,  Ltd.,  of  Liondon,  whereby 
the  latter  will  act  as  European  agents  for 
the  product  of  the  Grant  factory. 


busiest  places  in  Auiburn  Ss  the  bicycle  spoke 
and  nipple  factory  of  Fay  &  Bowen.  This 
firm  has  found  it  necessary  to  their  con- 
stantly increasing  business  to  have  the  fac- 
tory overhauled  and  enlarged,  and  even 
with  these  improvements  they  are  now  us- 
ing every  available  inch  of  space,  and  re- 
cent additions  to  their  machinery  have  com- 
pelled them  to  install  an  electric  motor, 
which  nearly  doubles  the  motive  power. 
They  state  they  have  been  running  night 
and  day  since  September  1,  and  during  De- 
cember it  was  found  necessary  to  run  Sat- 
urday evenings  until  midnight  to  keep  pace 
with  orders.  They  have  already  booked 
contracts  which  call  for  nearly  their  entire 
estimated  output  for  the  season,  and  al- 
though their  present  production  is  about 
double  that  of  a  year  ago,  they  report  them- 
selves unable  to  accumulate  any  stock 
ahead,  immediate  orders  taking  the  goods 
as  fast  as  finished. 


"INTERNATIONAL"  CYCLE  FITTINGS. 

In  publishing  the  latest  edition  of  its  cata- 
logue the   International   Cycle  Fittings  Co 
74  Reade  street,  New  York  city,  calls  atten- 


7ȣ  Cyci,^  Ao^^ 


tion  to  the  fact  that  it  continues  its  old 
policy  of  "cataloguing  what  it  has  and  Slav- 
ing what  it  catalogues."  The  line  of  goods 
handled  by  this  firm  is  broad,  including  as 
stated  in  the  advertising  catch  phra^se  em- 
ployed, "Everything  for  bicycles."  Special- 
ties on  which  a  vigorous  hunt  for  business 
is  being  made  are  the  Criterion  and  Interna- 
tional hubs,  Sandow  tires.  Oaks  saddles  and 
the  "  '99"  and  National  pedals.  The  general 
construction  and  form  of  the  last  named  is 
shown  in  the  illustration  herewith.  The  firm 
is  also  doing  a  first  class  business  in  frames 
and  frame  parts  and  is  gaining  nO'  mean 
popularity  for  its  Romeo  and  Juliet  bicycles, 
which  received  much  favorable  comment  at 
the  recent  New  York  cycle  show  as  being 
high  types  of  grace  and  structural  merit 
for  the  prices  at  which  they  are  sold. 


GOULDS  AIR  PUMPS  FOR  SHOPS. 

Air  punaps  are  coming  into  more  common 
use  every  day.  A  few  years  ago  the  use  of 
compressed  air  pumps  or  anything  of  the 
kind  was  looked  upon  with  considerable 
disfavor,  and  it  was  difficult  to  induce  the 
ordinary  business  man  to  consider  the  use 
of  compressed  air.  But  now  the  use  of  air 
pumps  is  oomimon  in  the  dentist's  office, 
where  they  play  an  important  part;  for  the 
spraying  of  whitewash  on  tall  buildings, 
etc.,  and  the  ordinary  little  air  pump  is  even 
enuployed  for  many  purposes  in  connection 
with  large  paintings,  decorative  work  and 
the  like. 

The  large  illustration  herewith  shows  one 
type  of  water  jacketed  air  pump  connected 
to   and   driven   by   an   electric   motor.      This 


FAY  &  BOWEN  RUSHED  WITH  WORK. 

Under  date  of  February  20  the  Auburn  (N. 
T.)    Daily  Advertiser   says    that   one   of   the 


TttETxIE AOE^ 


outfit  may  be  operated  continuously,  the 
water  jacket  preventing  any  possibility  of 
the  overheating  of  the  cylinder,  and  the 
pump  is  strong  enough  to  work  against  a 
pressure  of  125  pounds.  Such  an  outfit  has 
been  installed  in  some  of  the  largest  bicycle 
stores  and  shops,  where  it  has  not  only 
served  a  most  useful  purpose  but  also  at- 
tracts consideraJble  attention,  being  some- 
thing new. 

Another  type  of  air  pump  for  hand  use  is 
shown  in  the  smaller  drawing.  This  is  of 
course    a    smaller    pump    designed    to    work 


against  a  pressure  of  not  more  than  100 
pounds.  Its  long  stroke  and  the  comiwund 
lever  render  the  work  of  operation  compara- 
tively easy. 

These  and  many  other  styles  of  air  pumps 
are  built  by  the  Goulds  Mfg.  Co.,  of  Seneca 
Falls,  N.  Y.,  which  has  issued  a  very  attrac- 
tive and  complete  brochure  on   the  subject. 


RACYCLE  CATALOGUE  UNIQUE. 

The  Miami  Cycle  &  Mfg.  Co.  of  Middle- 
town,  O.,  has  adopted  a  catalogue  whose 
cover  forms  the  mailing  enveloipe  and  which 
shows  marked  originally  in  design.  The 
cover  is  in  imitation  of  a  United  States  gold 
bond  with  the  word  Racycle  worked  into 
the  scrolls  and  the  Racycle  trade  mark  dis- 
played in  the  tinted  open  center.  The  cor- 
ners of  the  imitated  bond  bear  in  the  cir- 
cles in  which  the  valuation  of  the  bond  is 
commonly  printed  the  prices  of  four  of  the 
leading  Racycle  models  and  at  the  bottom  it 
is  stated  that  "Gold  bonds  of  the  U.  S. 
government  pay  interest  semi-annually.  The 
special  Racycle  narrow  tread  will  pay  you 
interest  daily."  The  inner  pages  of  the 
catalogue  are  devoted  to  illustrations  and 
brief,  simple  descriptions  of  the  important 
and  distinctive  mechanical  features  of  the 
Racycle  models  and  of  the  well  known  Ra- 
cycle hanger.  Short  equipment  specifica- 
tions accompany  the  half-tone  illustrations 
of  the  different  patterns  shown. 


U.  S.  BATTERY  CO.'S  ELECTRIC  LAMP. 

The  illustration  below  shows  the  construc- 
tion and  design  of  the  new  electric  cycle 
lamp  being  manufactured  by  the  United 
States  Battery  Co.,  having  ofiices  at  256 
Dearborn  street,  Chicago,  and  253  Broad/way, 
New  York  city.  The  lamp  is  quite  simple  in 
construction  and  being  self  contained  there 
are  no  ooitside  wires  or  attachments  for  the 


user  to  bother  with.  The  storage  battery  is 
made  in  two  parts,  is  small  and  compara- 
tively light,  and  is  incased  In  the  vertical 
hollofw  shell,  one  section  above  the  other. 
The  batteries  are  kept  from  contact  with 
the  lamp  body  iby  the  fiber  lining  of  the  lat- 
ter but  the  lower  section  makes  a  direct 
donneotlon  with  the  lamp  globe  through  the 
bottom  screw  cajp  and  lamp  shell,  so  that 
when  the  small  fiber  tipped  button  at  the 
top  is  screwed  down  and  the  point  of  the  in- 
cased wire  leading  to  the  carbon  filament 
brought  in  contact  with  the  upper  battery 
section  a  complete  current  through  the  lamp 
is  formed.  It  makes  no  difference  which  of 
the  batteries  is  inserted  first  into  the  shell, 
the  only  caution  being  to  keep  the  lamp 
uipriffht.  "When  the  batteries  have  become 
exhausted  they  may  be  exchanged  for 
freshly  charged  ones  for  a  nominal  cost. 

The  U.  S.  Battery  Co.  is  rapidly  establish- 
ing agencies  in  all  cities  so  that  users  of  the 
lamip  may  obtain  charged  batteries  as  read- 
ily as  any  standard  cycle  sundry.  There  are 
at  this  time  more  than  sixty  such  agencies 
in  NefW  York  city. 


INDEPENDENT  SUPPLY  CO.'S  CATALOGUE. 

A  complete  catalogue  of  bicycle  fittings 
and  sundries  has  just  been  issued  by  the 
Independent  Supply  Co..  154  Lake  street, 
Chicago.  The  material  listed  is  representa- 
tive stock  of  various  well  kno-wn  and  stand- 
ard makes  and  the  range  of  parts  offered  in 
frame  building'  sets  is  so  broad  that  the  as- 
sembler purchasing  from  this  house  may 
erect  almost  any  desired  form  of  frame.  It 
has  always  been  the  policy  of  the  Independ- 
ent Supply  Co.  to  have  in  stock  the  goods 
which  its  patrons  want  and  it  has  accord- 
ingly studied  the  market  closely  for  several 
years  with  view  to  keeping  in  as  close  touch 


590 


The  Cycle  Age  and  Trade  Review 


as  possible  wfiltli  the  repairers  aoid  other 
small  buyers.  As  a  result,  while  the  com- 
pany lias  made  no  spectacular  juimps  to- 
ward proiminence,  it  has  enjoyed  a  steady 
increase  in  business  ever  since  its  birth  and 
now  it  does  not  only  a  profitable  business 
with  smiall  lot  purchasers  but  in  so-nae  lines 
of  goodis  is  favored  with  no  small  amount 
of  larg-e  factory  patronage.  In  this  line  the 
Independent  expander  is  a  notable  example 
for  which,  it  is  stated,  many  large  orders 
have  been  booked  and  which  is  meeting  with 
great  favor  wbterever  it  is  introduced.  The 
expander  is  familiar  to  the  trade  generally. 
It  has  but  three  distimot  parts  and  when  in 
place  in  the  bicycle  frame  is  entirely  in- 
visible with  the  exception  of  the  operating 
nut.  

VIM  BICYCLES  AT  MODERATE  PRICES. 

The  Vim  Bicycle  Oo.,  56  Fifth  avenue,  Chi- 
cago, which  was  one  of  the  earliest  advo- 
cates of  popular  prices,  has  issued  a  cata- 
logue showing  the  nine  patterns  Whtoh  coim- 
pose  the  Vim  line.     All   superfluous   matter 


TmcCVCLC  y^O£L^ 


has  been  eliminated  from  the  catalogue  and 
the  reading  matter  has  been  confined  strict- 
ly to  brief,  intelligent  and  honest  descrip- 
tions of  the  bicycles.  All  of  the  patterns 
with  the  exceptions  of  Models  B  and  D  list 
at  $35  each.  Model  B  is  a  man's  road  ma- 
aMne  and  sells  at  $25  and  Model  D  is  the 
corresponding  dirop  frame  roadster.  It  sells 
at  $26.  Of  the  $35  machines  Models  30  and  31 
are  catalogued  as  the  leaders.  They  have 
Fauber  hang-ers  and  flush  joints  and  are 
equipped  with  such  fittings  as  Baldwin 
chains.  Brown  and  Gilliam  saddles,  etc. 
Models  A  and  C  have  frames  made  from 
l^-indh  tubing  and  are  fitted  with  the  Vim 
two-piece  hanger  shown  in  the  accomipany- 
ing  illustration.  Models  10  and  11  are  three- 
crown  frame  machines  and  Model  E  is  a  30- 
incher.  In  general  construction  and  equip- 
ment these  last  three  patterns  are  similar  to 
Modelrs  A  and  C.  On  the  last  five  machines 
Shirk  pattern  disk  adjusting  hubs  are  used. 
The  regular  tire  equipment  on  the  various 
modlels  is  the  company's  own  single  tube 
tire,  which  is  fully  guaranteed  for  one  year 
and  will  be  repaired  free  of  charge  during 
that  time  regardless  of  the  cause  of  the 
trouble. 

ACME  HFO.  CO.  PROSPEROUS. 

So  busy  is  the  factory  of  the  Acme  Mfg. 
Oo.  of  Reading,  Pa.,  turning  out  Stonmer 
and  Pennant  bicycles,  that  the  management 
states  that  the  old  time  cycling  spirit  and 
selling  vigor  must  have  been  revived.  Some 
of  the  departments  in  this  plant  are  running 
tfwenty-four  hours  a  day.  The  Acme  com- 
pany lalso  reports  that  ilt  is  both  surprised 
and  gratified  to  find  that  its  orders  are  run- 
ning very  largely  toward  the  stormer  models 
rather  thantow^ard  the  cheaper  patterns,  thus 
showing  that  there  will  be  plenty  oif  buyers 
who  are  not  looking  for  $25  and  $35  machines. 
The  Acmie  Mfg.  Co.'s  catalogue  is  a  concise, 
tastily  printed  laffair.  It  contains  illustra- 
tions and  specifications  of  two  Stormer 
models  at  $40  each,  two  Pennants  at  $35  each, 
two  Mars  at  $25  each,  a  Stonmer  tandem  at 
$75  and  juvenile  Stormers  ranging  in  price 
from.  $20  to  $25  accoirding  to  the  size. 


STRIPPED  BICYCLES  AT  LOW  PRICES. 

The  Wellington  Wheel  Works,  35  Randolph 
street,  Chicago',  which  is  managed  by 
Charles  L..  Thayer,  is  offering  the  dealers  of 
the  country  staunch,  reliable  cycles  built  on 
popular  lines  at  exceptionally  lorw  prices, 
the  maohines  being  sold  stripped,  to  be 
equipped  -nath  saddles,  tires,  pedals  and  tool 
bagsi  to  suit  the  purchasers.  The  maohines 
bear  the  name  plates  of  the  manufacturers 
and  are  sold  to  but  one  dealer  in  each  city 
or  town.  The  different  models  are  named 
the  Atlas,  Greenwood,  Wellington  and  Ham- 
ilton. The  Hamilton  is  the  highelst  priced 
pattern  ajid  has  a  three-crown  frame.  The 
Wellington  is  made  with  either  28  or  30-inch 
wheels.  A  sligfht  additional  charge  is  made 
for  ladies'  machines.  If  desired  the  Wel- 
lington company  will  sell  equipments  of  dif- 
ferent grades  at  the  lowest  cash  prices  pos- 
sible to  purchasers  of  the  stripped  miaohines. 


ADDITION  TO  WATERS  PLANT. 

F.  S.  Waters  &  Co.,  of  Chicago,  are  build- 
ing a  two-story  addition  covering  80  by  50 
feet  of  ground  space  in  the  rear  of 
their  present  (factory  at  155  West  Wash- 
ington   street.       So    pressed     has     the     firm 


been  for  room  that  it  has  been  compelled 
to  lease  temporary  quarters  across  the 
street  from  its  plant,  the  rented  building 
being  used  for  shipping  purposes.  The  nefw 
building  when  completed  will  be  devoted  to 
the  interests  of  country  trade  with  the  pur- 
pose of  enabling  the  comipany  to  make 
prompt  shijunents  on  all  orders  coming 
from  its  out  of  town  patrons. 


AMERICAN  PIONEER  IN  TIRE  MAKING. 

One  of  the  oldest  rnanufacturers  in  point 
of  experience  in  the  'tire  business  in  this 
country  Is  J.  P.  Langdon,  president  of  the 
New  Brunswick  Rubber  Co.,  who  has  been  a 
rubber  manufacturer  for  more  than  fifty 
years.  The  company  was  founded  in  1839, 
and  Mr.  Langdon,  entering  Its  emiploy  while 
a  young  man,  has  been  continuously  with 
the  company  for  half  a  century.  He  has 
been  its  president  for  a  number  of  years. 
Four  years  ago  the  conipany  began  making 
tires,  and  met  with  such  success  that  it  soon 
devoted  Its  entire  plant  to  this  branch  of 
manufacture.  It  is  now  making  a  very  com- 
plete line  of  tires,  in  several  different  grades, 
with  corrugated,  rough  and  smooth  tread. 
Its  Regal  tire,  now  in  its  third  year,  and  Its 
new  Rarltan  tire,  just  brought  out  this 
year,  have  proved  extremely  popular. 


are  offered  the  trade,  for  whom  the  brackets 
are  put  up  In  display  boxes  holding  one 
dozen. .  '    

THOR  ECCENTRIC  HANGER  PATENTED. 

The  Illustration  below  is  a  sectional  view 
of  the  eccentric  crank  hanger  manufactured 
by  the  Aurora  Automatic  Machinery  Co.  of 
Aurora,  111.,  and  marketed  by  the  Iven- 
Brandenburg  Co.  of  Chicago,  a  patent  on 
which  was  last  week  aJlowed  to  Alex  Leva- 
dahl  of  Aurora.  The  distinctive  point  in  the 
bracket  is  the  securing  of  the  eccentric  bar- 
rel. This  Is  accomplished  by  an  Inclined 
cross  bolt  and  sleeve  which  renders  the  ex- 
terior appearance  of  the  complete  hanger 
neater  than  it  would  be  were  the  eccentric 
clamiped  by  large  exterior  lugs  and  screws  on 


SNOW  WIRE  WORKS'  BIG  PURCHASE. 

The  entire  stock,  dies,  tools,  goodwill,  etc., 
of  the  Butler  Mfg.  Co.  of  Rochester,  N.  Y., 
have  been  purchased  by  the  Snow  Wire 
Works  of  the  same  city.  The  line  of  cycle 
sundries  and  bicycle  holders  made  by  the 
Butler  Mfg.  Oo.  has  in  the  past  been  well 
received  by  the  trade  and  in  acquiring  this 
business  the  Snow  Wire  Works  adds  great- 
ly to  the  strength  of  Its  position  among  the 
manufacturers  of  wire  and  kindred  sun- 
dries. One  of  the  most  popular  artlclesi  in 
the  Butler  line  is  the  adjustable  wall  cycle 


the  bottom  of  the  bracket.  The  inner  sleeve 
is  fitted  with  the  regular  Thor  two-piece 
crank  and  axle  group. 


SELLING  AGENTS  FOR  IMPERIAL  FIXTURES. 

The  Iven-Brandenburg  Co.,  with  offices  in 
New  York,  Chicago  and  Rochester,  has  the 
selling  agency  for  the  Imperial  Co.'s  entire 
output  of  Imperial  Fixtures.  All  Iven- 
Brandenburg  salesmen  carry  samples  with 
them  and  a  full  stock  of  fixtures  Is  carried 
in  the  company^  s  stores  in  New  York  and 
Chicago,  w^here  all  requests  for  prices,  etc., 
should  be  sent  to  the  Iven-Bnandenburg  Co. 


TfttCYUC 


holder.  This  holder  is  for  general  use,  being 
very  convenient  In  churches,  stores,  facto- 
ries, halls  and  residences.  It  can  be  swung 
to  any  desired  angle  to  the  wall  and  is  very 
small  and  light.  Two  finishes  are  furnished, 
the  holders  being  either  entirely  japanned  or 
made  with  a  japanned  back  and  nickeled 
wire.    The  price  Is  low  and  liberal  discounts 


FOOT  CYCLING  POPULAR  IN  ENGLAND. 

W.  S.  Cleveland,  manager  of  the  Buffalo 
Foot  Cycle  Co.,  985  Ellicott  Square,  Buffalo, 
reports  that  foot  cycling  as  a  pastime  for 
men,  women  and  children  has  become  popu- 
lar in  England  and  that  It  is  no  rare  sight 
over  there  to  see  persons  gliding  smooth- 
ly along  prominent  highways  on  the  foot 
cycles.  While  the  Buffalo  Foot  Cycle  Co. 
advocates  the  establishment  of  foot  cycling 
academies  as  profitable  investments.  It  calls 
attention  to   tlie  fact   that   its   cycle   skates 


BICYCLE  FITTED  WITH  BULLIS  BALL-AND=CONE  GEAR. 

The  illustration  shows  the  outward  appearance  of  the  style  of  chalnless  bicycle  which  may  be  produced  by 
fitting  the  gear  marketed  by  the  Bullls  Ball  Gear  Company,  of  Rochester,  N.  Y.  The  gear  as  furnished  to  the 
manufacturing  trade  Includes  the  one-piece  hanger  mechanism,  the  bracket  encasing  the  front  part  ot  the  gear 
and  ready  to  be  brazed  to  seat  mast  and  lower  front  frame  tube,  the  lower  rear  fork,  the  trai  smission  shaft,  the 
rear  hub  and  complpte  sets  of  gears  and  pmions.  The  company  states  It  has  just  completed  a  series  of  tests  in 
regard  to  the  running  and  wearing  qualities  of  the  gear  in  its  latest  form,  in  which  the  ball-rollers  mesh  with 
adjustable  hollow  cones  on  the  engaging  pinion.  "A  set  of  gears  was  run  under  normal  load  such  as  would  be 
exerted  upon  it  by  a  rider  in  climbing  a  10  per  cent  grade  at  a  speed  of  one  mile  per  minute,  for  100  miles  con- 
tinuously and  at  the  expiration  of  that  time  the  gears  showed  absolutely  no  heating  and  no  wear  that  could  be 
detected  by  use  of  a  micrometer  gauge.  The  gear  was  then  run  continuously  for  1000  miles  under  the  same 
load,  and  at  a  speed  of  50  miles  per  hour  with  absolutely  no  further  wear  that  could  be  detected."  The  method 
of  taking  up  the  wear  between  the  pin  and  the  roller  is  performed  by  tapering  the  pin  and  also  the  hole  through 
the  ball  or  cone,  threading  the  ends  of  the  pin  in  the  supporting  flanges;  and  by  the  simply  act  of  tightening  the 
pin  with  a  screw  driver,  all  wear  at  this  Important  point  Is  taken  up. 


The  Cycle  Age  and  Trade  Review  591 


A  COMPARISON, 


Of  the  good  points  of  the  1899  BARNES  with  wheels  of  other  make  will 
lead  to  but  one  conclusion.  No  other  machine  possesses  such  clear  cut 
lines.  None  possesses  so  many  "up  to  the  minute"  features.  These, 
combined  with  Barnes  quality |serve  to  make  : 

Barnes  Bicycles 

Preeminently  the  wheel  of  the  year. 
If  there  is  ""^^^^f^^^^ j;^^'  s^^*^«°'  WISE  BUYERS  BUY  WHITE  FLYERS> 


The  Barnes  Cycle  Co.,     -    Syracuse,  N.  Y. 


4: 


Vi 


SAGER  FLEXIBLE  SADDLES 

Any  broken  Flexible  Saddle  will  be  replaced 


i  FREE  and  we  will  pay  Express  Charges. 

**^  ■  " 


P. 


Talks,  doesn't  It?         [^ 
That  Guarantee 


E  add  to  it  our  guarantee  that  no 
saddle  approaching  the  Flexi- 
ble has  ever   been   made.     If 


you    don't   believe  this    claim   try  the     »:♦: 

It  is  regular  equipment  or  option  on  the  wheels   of  such  ^ 

f$                                                 makers  as  Pope  Manufacturing  Company,  E.  C.   Stearns  &  f| 

I  Co.,  Waltham  Mfg.  Co.,  R.  H.  Wolff  &  Co.,  Davis  Sewing  | 

II  Machine  Company,  George  N.  Pierce  Company,  Iver  John-  |: 
i  son's  Arms  &  Cycle  Works,  and  a  score  of  other  leading  f-tj 
1                                                  makers f|J 

i  5AQER  GEAR  CO.  =   Rochester,  N.  Y.  j 


592 


The  Cycle  Age  and  Trade  Review 


must  not  be  confounded  with  the  old  wood- 
en roller  skate.  The  company's  "Cleve- 
land" pattern  cycle  skate  has  but  two 
wheels,  which  are  each  about  two  inches  in 
diameter,  mounted  on  ball  bearing's  and 
flitted  with  rubber  tires.  The  wheels  being 
in  line  like  those  of  a  bicycle,  propulsion 
on  these  skates  is  said  to  be  delightful  and 
convenient. 

THE  HENLEY  LINE. 

The  Henley  Bicycle  &  Roller  Skate  Works 
of  Richmond,  Ind.,  ofEer  eleven  models,  as 
shown  and  described  in  their  catalogne  just 
issued,  including  the  six  patterns  here  illus- 
trated. 

Models  122,  124  and  126  are  the  company's 
standard  road  machines,   and  while  emlbrac- 


Model  122— Standard  roadster.    Price,  $50. 


Model  133— 30-inch  wheels.    Price,  $50. 

ing  new  points,  still  embody  the  valuable 
features  which  have  heretofore  been  char- 
acteristic of  Henley  bicycles  and  especially 
of  the  men's  high  grade  roadster.  Frames 
are  on  the  most  approved,  up-to-date  lines. 
List  price  is  $50. 

Model  133  is  the  medium  grade  men's  road- 
ster, with  30-inoh  wheels,  two-piece  crank 
axle  and  detachable  sprockets.  It  lists  at 
$50. 

Models  143  and  145  also  belong  to  the  me- 
dium grade  line  and  list  at  $45,  but  are  fitted 
with  28-inch  wheels.  Otherwise  they  are  the 
same  as  Model  133. 

Models  160,  152  and  154  are  ladies'  machines, 
listing  at  $50.    These  belong  to  the  Standard 


Model  152— Standard  roadster.    Price,  $50. 


Model  172— Racer.    Price,  860. 

roadster  line  and  have  improved  lines.  They 
are  finely  finished,  elegant  and  graceful  of 
pattern,  and  the  only  women's  patterns 
made  by  the  Henley  w^orks. 
.  Models  172  and  173  are  racing  machines, 
listed  at  $60.  They  have  a  new  pattern,  square 
drop  forg'ed  fork  crowns,  28-inoh  rear  and 
26-'inoh  front  wheels,  with  option  on  30-inch 
rear  and  26-lnch  front,  and  are  claimed  by 
the  manufacturers  to  be  constructed  on  per- 
fect and  practical  racing  lines. 

The  Duplex  is  built  of  the  very  best  ma- 
terials. In  a  substantial  manner,  and  is  sym- 


metrical and  eleg'ant  in  appearance.  As 
shown  by  the  illustration,  it  is  of  entirely 
new  design,  thoroughly  practical  for  the 
purposes  intended,  and  has  double  drop 
frame,  suitable  for  either  men  or  women. 

The  cuts  herewith  show  only  six  of  the  ten 
models  which  appear  In  the  Henley  cata- 
logue, and  these,  with  the  other  models, 
including  diamond,    co-mlbination  and  racing' 


The  Henley  Duplex. 

tandemSj  form  a  most  complete  and  desira- 
ble line  of  machines,  most  of  them  on  new 
lines,  and  all  with  very  best  equip^ment,  as 
shown  in  catalogue.  Fairbanks-Boston  rims 
and  Indianapolis  chains  are  used  on  all  mod- 
els, together  with  the  latest  patterns  of 
Henley  adjustable  handlebars,  except  on 
racing  machines,  on  which  there  is  an  op- 
tion on  fixed  bars.  As  there  is  an  imperative 
demand  this  season  for  square  fork  crowns, 
the  Henley  people  have  adopted  a  very  de- 
siraible  pattern,  drop  forged,  but  also  give 
an  option  on  arched  crowns.  All  Henley  bi- 
cycles have  detachable  sprockets. 


CUPS  AND  CONES  WELL  LISTED. 

One  of  the  distinctive  features  of  the  cata- 
logue of  John  R.  Kelm.  of  Buif  alo,  successor 
to  the  Spaulding  Machine  Screw  Co.,  is  the 
manner  in  which  the  various  stock  hub. 
hanger  and  head  ball  cups  are  illustrated 
and  marked  with  dimension  fignres.  So 
thorouehly  and  uniformly  has  the  work  been 
dione  that  the  mamifaoturer  can  tell  without 
the  slJS'htest  difficulty  just  what  shells  to 
order  for  his  purpose.  The  same  care  is 
displayed  in  the  illustration  and  description 
of  the  other  stamped  parts  made  by  Mr. 
Kedm,  plain  outline  dra-wing-s  which  show 
the  detailed  construction  of  each  part  being 
used  instead  of  pretty  but  less  useful  half- 
tones or  wood  cuts.  The  last  few  paa-es  of 
the  cataltogue  contain  several  tafbles  intend- 
ed to  save  purchasers  of  steel  prodiuct  much 
tiresonie  fignring.  The  tables  include  deci- 
mal equivalents  of  fractions  of  an  inch; 
sizes  and  weisrhts  of  flat  rolled  steel; 
weietits  oif  steel;  bottom,  pitch  and  nnts'de 
diameters  of  stxrocket  wheels,  and  bicycle 
?-ears  for  24.  26.  28  and  30-inch  wheels  and  aill 
combinations  of  sprockets. 


JVIEYERCORD  TRANSFERS  LIKED. 

As  an  Instance  of  the  approbation  with 
which  the  Meyercord  line  of  designs  Is  be- 
ing favored,  it  Is  only  necessary  to  mention 
a  few  of  the  numerous  testimonials  re- 
ceived daily  from  the  trade  all  over  this 
country  and  from  foreign  lands  by  the  cnm- 
pany.  Chas.  L..  Razoux.  of  Boston,  writes: 
"Tour  new  line  of  patterns  I  likp  fi^-st 
rate."  Hull  Brothers,  of  Gasport.  N.  T.. 
write:  "Please  send  your  new  catalogue  r.f 
transfer  ornaments.  We  used  you"  goods 
last  year  and  liked  them  vei-v  much." 

Any  user  of  transfer  ornaments— and  al- 
most every  bicycle  repairman  and  finisher 
has  use  for  them— will  find  the  Mevercnrd 
line  of  guaranteed  transfers  equal  to.  and 
the  ccminanv  n'ositivplv  claims  bp+ter  fVinn, 
anv  other  on  the  market.  The  main  offices 
and  factory  of  the  Meyercord  Co.  are  both 
located  in  Ohicag'o.  the  former  In  the  Cham- 
ber of  Commerce  building. 


TOE  CLIP  BUYERS  TO  BE  PROTECTED. 

The  Whaley-Dwver  Co..  108  South  Robert 
street,  St.  Paul.  Minn.,  believes  that  long 
controversy  on  the  snbiect  of  the  conflicting 
patent  ris-hts  and  privileges  In  the  matter 
of  the  stirrup  form  of  toe  clip  would  be 
valueless  to  all  parties  concerned,  and  is 
willing  to  let  the  matter  rest  with  the 
courts.  In  the  meantime,  however,  the  com- 
pany assures  all  dealers  that  it  will  pro- 
tect its  customers  against  any  loss  occa- 
sioned by  handling  the  Whaley  stirrup  toe 
clip,  and  at  the  proper  time  and  In  the 
proper  place  will  take  the  necessary  steps 
toward  fully  protecting  Its  manufacturing 
rights. 

EXCELSIOR  SUPPLY  CO.'S  CATALOGUE. 

The  newly  Issued  catalogue  of  the  Excel- 
sior Supply  Co.,  88  Lake  street,  Chicago, 
contains  one  hundred  pages  of  carefully 
compiled  Illustrated  matter  descriptive  of 
the  line  of  cycle  flttlngs  and  parts  which  the 
company  keeps  in  stock  with  a  view  to 
maintaining  its  original  Intention  of  sup- 
plying everything  for  bicycle  builders  and 
dealers.  Patrons  of  the  house  not  finding 
desired  articles  catalogued  are  requested  to 


The 

Hollenbeck 

Rawhide 


Weighs 

but 

12  ounces 


Price ,  $2.00. 

Will  be  furnished  upon  any  of  the 
high-class  wheels  when  requested. 

LIGHT, 

PRETTY, 

COMFORTABLE. 

Mr  Dealer: — Let  us  send  you  the 
name  of  your  nearest  jobber.  You 
want  these  saddles  in  stock. 

MAKERS, 

Hollenbeck  Saddle  Co., 

SYRACUSE,  N,  Y. 


^ 


...  Distributers  ... 

C.  K.  Anderson,  164  La  Salle  St.,  Chicago,  111. 

Chicago  Tube  Co.,  Chicago,  111. 

Eugfne  Arnstein,  Chicago,  111. 

Von  Lengerke  &  Antoine,  Chicago,  111. 

B.  E.  Harris  &  Co.,  Chicago,  111. 

Arm  trong  Bros.  Tool  Co.,  Chicago,  111. 
A.  F.  Shapleigh  Hardware  Co.,  St.  Louis,  Mo. 
Colorado  Cycle  Snpply  Co..  Denver,  Col. 
Great  Western  Cycle  Co.,  Minneapolis,  Minn. 
Deere  &  Webber  Co.,  Minneapolis,  Minn. 
Andrae  Cycle  Supply  Co.,  Milwaukee,  Wis. 

C.  J.  &  F.  E.  Smith  Cycle  Supply  Co.,  St.  Paul,  Minn. 
Baker  &  Hamilton,  San  Francisco,  Cal. 


/<^cS«= 


iniiiid 


f!^^. 


vj; 


SVoI.  XXIL    No.  19. 


THE  CYCLE  AGE  OFFICE. 


March  9,  J899. 


PROFIT ABI^B  ADVERTISING 


Continttous   versus   Spasmodic    Effort 
cussed  by  an  Expert. 


DiS- 


The  following  advice  is  tendered  by 
Charles  Austin  Bates,  one  of  the  best  of 
advertising  experts: 

I>on't  try  to  make  a  man  preserve  your  ad. 

Send  him  one  today  for  the  impression  that 
it  will  make  on  him  today. 

Let  him  throw  it  into  the  waste  basket  as 
quickly  as  he  pleases. 

If  you  want  to  make  an  impression  on  him 
tomorrow  send  him  another,  and  don't  tie 
a  chromo  on  it  to  make  him  preserve  it. 

Stick  to  business. 

Talk  about  your  business  to  the  exclusion 
of  everything  else.  Tell  a  little  illustrative 
story  if  you  want  to,  put  in  a  pretty  picture 


if  you  want  to,  but  make  it  all  aJbout  your 
business,  and  don't  add  expense  to  it  in  the 
effort  to  get  it  preserved. 

A  man  told  me  some  time  ago  that  a  se- 
ries of  circulars  he  had  been  receiving  didn't 
stand  very  high  in  his  estimation.  He  said 
that  as  soon  as  he  read  them  he  threw  them 
all  into  the  waste  basket! 

Why  not? 

The  business  of  a  circular  is  to  get  itself 
read.  After  that  its  proper  place  is  in  the 
waste  basket. 

I  don't  want  anybody  to  save  my  circulars. 
There's  no  necessity  for  it.  If  I  really  want 
a  man's  business  I  will  send  hinn  another 
circular,  and  another,   and  another. 

Make  an  advertisement  or  a  circular 
striking  enough  to  get  attention  at  the  time 
it  is  received.  If  you  get  it  read  once,  that's 
all  vou  can  expect,  and  all  you  ought  to  ex- 
uect. 

You  don't  expect  people  to  frame  the  let- 
ters you  write  them  and  use  them  for  deco- 


A  SAMPLE  PAGE  FROM  "MODERN  CYCLE  REPAIRS." 


It  will  be  ready  on  Thursday,  March  16.  160  pages  and  100  Illustrations,  hand= 
somely  bound.  To  Cycle  Age  subscribers,  $1.00.  To  others,  $2.00.  Cycle  Age  one 
year  and  flodem  Cycle  Repairs,  $3.00. 


Smashed  and  broken  tubes  may  be  mended  in 
three  ways.  The  common  and  simplest  way  is  to  cut 
out  the  smashed  place  and  splice  the  tube  by  insert- 
ing a  solid  plug  or  a  piece  of  tubing  as  shown  at  A 
in  Fig.  14.  This  is  a  very  quick  way  of  doing  the 
work  and  one  which  requires  no  expense  but  that  of 
labor.  It  has  its  disadvantage,  however,  in  that  it 
sometimes  casts  a  reflection  upon  the  repairer's  me- 
chanical ability. 

If  the  frame  in  building  has  been  sprung  into  line, 
or  if  any  of  the  tubes  in  any  way  have  an  irregular 
tension,  the  result  shown  at  B  in  Fig.  14  is  liable 
to  follow  the  splicing  of  a  tube.  The  plug  may  be  put 
in  all  right,  and  to  all  appearances  the  splice  looks 
as  if  it  would  be  a  success,  but  when  the  brazing  is 
being  done  the  tube  may  spring  out  of  line  at  the 
splice.  It  is  of  course  possible  to  pull  the  tube 
straight  after  it  has  been  cooled,  but  in  nine  cases  out 
of  ten  when  such  a  course  is  followed  the  first  heavy 
shock  given  the  frame  by  the  rider  will  cause  it  to 
spring  out  again.  This  means  that  the  bicycle  will  be 
brought  to  the  shop  with  a  complaint,  or  that  the 
owner  will  forever  after  shun  the  shop. 

The  second  way  of  repairing  an  injured  tube  is  to 
replace  it.  This  is  the  most  expensive  way,  but  it 
leaves  the  frame  as  good  if  not  better  than  it  was 
before  the  injury  took  place.  It  costs  the  price  of  a 
new  tube,  and  requires  some  work  in  removing  the 
old  tubes  from  the  lugs.  So  another  way  has  been 
tried  by  repairmen. 

This  third  method  is  shown  in  Fig.  15.  It  calls 
for  the  use  of  some  new  tubing,  but  the  work  of  put- 
ting it  in  is  lessened.  The  old  tubing  is  cut  off  close 
to  the  joint,  the  stubs  being  marked  a  in  the  illus- 
tration. The  new  length  of  tubing,  c,  is  cut  to  fit  in 
between  these  stubs.  Plugs  of  solid  iron  rod  or  of 
tubing  are  then  driven  inside  the  old  tubing  stubs 
and  pretty  well  into  the  connecting  lugs.  These 
plugs,  b,  project  as  shown.  The  tube,  c,  is  then 
slipped  on  over  them  and  brazed  in  place. 


Splicing 

of 

Tubing 


U 


r 


Fig.U 


To  Avoid 

Spring 

Tubes 


rative  purposes.  Why  should  you  expect 
them  to  be  more  considerate  of  a  piece  of 
orinted  matter? 

If  you  talk  business  to  a  man  over  the 
telephone,  you  don't  expect  him  to  receive 
your  remarks  into  a  phonograph  and  use  it 
to  talk  to  himself  for  a  year  or  two. 

No.  sir.  you  telephone  the  man  today  and 
talk  to  him.  and  if  you  don't  get  him,  you 
telephone  him  again  tomorrow,  or  next  week. 

Just  the  same  with  newspaper  advertising. 
Tell  the  buyers  your  tale  today  and  impress 
with  what  you  have  to  say.  They  won't  all 
come  and  weigh  in  with  the  orders  within 
seven  days,  that's  certain.  Therefore  tell 
them  your  story  again  next  week.  Vary  it 
a  little  and  make  it  attractive,  but,  above 
all,  be  business-like  and  make  an  impres- 
sion. 


The  Value  of  Originality. 

It  is  a  well-known  fact  that  most  of 
the  circulars  sent  to  busy  men  nowadays 
are  consigned  immediately  to  the  waste 
basket,  without  so  much  as  a  hasty  pe- 
rusal. A  London  firm,  realizing  this,  got 
around  the  difiiculty  by  printing  the  fol- 
lowing on  the  envelope:  "Caution:  Re- 
move the  envelope  carefully  and  exercise 
still  greater  care  in  handling  the  enclosed 
circular.  Don't  throw  it  in  the  waste  pa- 
per basket  or  give  it  to  the  servant  to 
light  the  fires  with,  as  the  most  disas- 
trous results  will  follow,  inasmuch  as  the 
circular  is  dipped  in  a  solution  of  dyna- 
mite, the  most  powerful  explosive  known. 
Hang  it  up  in  a  cool,  dry  place,  and,  after 
a  few  days'  exposure,  its  dangerous  prop- 
erties will  disappear  and  it  can  be  burned 
like  any  other  circular."  Then,  at  the 
lower  edge  of  the  envelope,  was  printed: 
"N.  B. — Most  firms  do  their  heavy  lying 
in  the  circulars;  we  alone  do  all  of  ours 
on  the  envelope." 


% 


=--^ 


%Wl, 


^'^'^J^^  Age, 


THIS  POOR  MAN 

was  selected  to  get 
at  the  ins  and  outs 
of  the  "KICKS"  re- 
sulting from  oar  offer 
of  $25  to  the  subscrib- 
er who  furnished  the 
best  reply  to  our  ques- 
tions concerning  the 
improvement  of  Cycle 


The    prize  has  been 
awarded  to  Mr.  H.  P. 
Winn,    of  Boston,   to 
whom  check  has  been  forwarded. 

The  Cycle  Age  tenders  thanks  to  all  the 
subscribers  who  took  advantage  of  the  oppor- 
tunity to  offer  suggestions,  the  value  of  which 
is  freely  acknowledged. 


If  an  anonymous  correspondent  at  Cleve- 
land will  send  his  name  and  address  it  will 
give  us  pleasure  to  reply  to  his  question. 


SATISFIED  ADVERTISERS. 

After  considering  all  tlie  trade  jour- 
nals on  the  market  we  have  come  to 
the  conclusion  that  your  paper  reaches 
the  best  class  of  trade  in  the  United. 
States. 

THB  CAR1^ISI/:B  MPG.  CO., 
69-71  'W.  Jackson  Boul.,  Chicago. 


594 


The  Cycle  Age  and  Trade  Review 


order  materials  needed,  and  the  order  will 
be  filled  even  if  tflie  company  is  compelled 
"to  make  the  articles." 


GREAT  ACTIVITY  AT  POPE'S. 

All  deipartments  of  the  Pope  Mfg.  Co.'s 
factories  are  noiw  running  twenty-twio  hours 
daily  and  the  oombined  Pope  interests  are 
(fumishing  employment  to  about  4,000  men. 
"Word  comes  direct  fro'm  the  comjiany  that 
the  demand  for  its  bicycles  at  the  1899 
prices  is  unprecedemtedly  large  and  for  weeks 
close  to  1,000  machines  have  been  shipped 
per  day.  Many  orders  are  being  received 
for  the  chainless. 

All  rumors  to  the  effect  that  the  Pope 
oomipany  will  employ  a  racing  team,  this 
year  are  contradicted  at  the  offices  of  the 
company.  

PRACTICAL  TRIBUTES  TO  MERIT.    STISS 

One  of  the  best  proofs  of  excellence  of  a 
firm's  produicit  is  the  retention  of  old  trade. 
Continued  selling  to  new  buyers  often  yields 
good  financial  results,  but  manufacturers 
are  generally  better  satisfied  when  their  old 
buyers  place  second  and  third  orders  on  the 
same  products.  Such  is  the  experience  of 
the  Cycle  Components  Co.,  13  Maiden  Lane, 
New  York  city,  which  states  that  with 
hardly  an  exception  early  purchasers  of  its 
C.  C.  C.  and  Alvin  pedals  are  placing  re- 
peated re-jorders  for  the  goods. 


CONQUEROR  WALL  HANGER. 

The  Mechanical  Fabric  Co.  of  Providence, 
R  I.  which  makes  the  well  known  Con- 
queror single  tube  tire,  is  sending  out  to  the 
trade  copies  of  a  highly  artistic  wall  hanger, 
the  distinctive  illustrative  feature  of  which 
represents  the  entrance  to  the  harbor  of 
Santiago  de  Cuba.  The  illustration  is  a  re- 
production from  a  drawing  made  from  an 
original  photograph,  bringing  out  vividly 
the  exact  detail  of  the  defences  at  the  har- 
bor entrance,  where  several  of  the  most 
prominent  scenes  in  our  late  war  with  Spain 
were  enacted.  

BRISTOL  BELL  CO.'S  NEW  DESIGN. 

The  Bristol  Bell  Co.  of  Bristol,  Conn,  has 
recently  produced  a  new  bell  top  design 
which  is  styled  the  Berlin.    The  upper  of  the 


two  illustrations  herewith  is  a  direct  top 
view  showing  the  richly  ornamental  relief 
work  dn  the  design.  The  finish  is  a  new 
silver  effect,  as  an  aid  in  attaining  which 
the  sand  blast  is  used.  The  finish  obtained 
is  not  only  very  ridh,  but  is  lasting.  The 
lower  illustration  shows  a  complete  Peerless 
pattern  bell  finished  in  the  Berlin  design. 

Another  new  feature  of  the  Bristol  com- 
pany's bells  is  the  adjustable  lever  applied 


to  the  Peerless  and  Corbin  patterns.  It  ob- 
viates the  necessity  of  an  awkward  location 
of  the  bell  on  the  handle  bar  in  order  to 
bring  the  thumb  lever  within  easy  reach  of 
the  hand.  The  lever  is  adjustable  to  any  po- 
sition without  the  use  of  tools.  The  conve- 
nience of  this  will  be  appreciated  by  those 
who  have  tried  to  fit  bells  to  handle  bars 
having  unusual  curves. 


running  full  time  on  the  productions  of  its 
well  known  and  popular  Indiana  chains. 
The  company  states  that  it  has  all  the  bus- 
iness it  can  take  care  of  for  the  present 
and  that  it  is  running  the  factory  nights  to 
keep  atoeast  of  the  tide  of  orders.  A  heavy 
call  for  its  No.  4  Baldwin  pattern  chain  has 
set  in  and  this  style  bids  fair  to  eclipse  all 
of  Its  other  patterns. 


EXTENSIVE  CRAWFORD  LINE. 

The  Crawford  Mfg.  Co.  of  Hagerstown, 
Md.,  is  adhering  to  its  well  tried  policy  of 
producing  a  large  line  of  bicycles  in  order 
to  meet  all  of  the  different  demands  of  pur- 


Model  49- Weight.  233^  lbs.    Price,  830. 


Model  54— Weight,  26  lbs.    Price,  $25. 


chasers  and  to  thus  enable  its  agents  to  sell 
Crawfords  exclusively  without  having  to  fill 
in  their  lines  with  machines  of  other  makes. 

Models  58  and  59  are  respectively  the  wom- 
en's and  men's  $50  road  machines,  and  em- 
brace those  structural  points  held  in  high- 
est esteem  in  the  Crawford  factory.  Model 
57  is  a  road  racer  selling  at  $50.  The  ma- 
chine is  distinctively  for  the  scorching  fra- 
ternity and  no  women's  model  to  match  it 
is  made.  In  Models  69  and  70  the  dealer  is 
offered  a  pair  of  staunch,  reliable  $35  bicy- 
cles which  have  the  style  of  the  times.  With 
the  purpose  of  supplying  a  machine  of  the 
road  racing  type  which  will  still  sell  at  a 
popular  price.  Model  67  is  added  to  the  line. 
It  lists  at  $35.  The  $25  patterns  are  Models 
53  and  54,  and  while  the  Crawford  company 
does  not  claim  broadly  that  they  are  the 
acme  of  cycle  building,  it  states  that  for  the 
price  the  machines  are  the  best  which  the 
long  experience  and  ample  facilities  of  the 
firm  enable  it  to  produce. 

Besides  these  regular  models,  the  Craw- 
ford Mfg.  Co.  builds  two  tandems  listing  at 
$75  each,  a  pair  of  bevel  gear  chainless  ma- 
chines at  $65  each,  two  road  machines  at 
$30  each,  and  several  cheaper  models  more 
or  less  similar  to  different  ones  of  the  models 
mentioned.  The  policy  of  this  firm,  is  too 
broadly  known  to  make  It  necessary  to  men- 
tion that  the  options  in  fittings  and  equip- 
ments on  the  various  patterns  are  as  liberal 
as  can  be  consistently  offered. 


WORKING  DAY  AND  NIGHT  ON  CHAINS. 

For  the  last  four  months  the  plant  of  the 
Indiana  Chain  Co.  In  IndianaipDiis  has  been 


PARTRIDGE  &  CO.  RE-LOCATE. 

Horace  Partridge  &  Co.,  of  Boston,  miakers 
and  importers  of  atheltlc  goods,  will  move 
on  or  about  March  10  from  their  present  lo- 
cation, 55  Hanover  street,  to  the  corner  of 
Franklin  and  Aroh  streets,  where  commodi- 
ous quarters  have  been  secured.  They  ex- 
pect to  have  an  opening  about  the  middle 


of  March  and  will  give  their  undivided  at- 
tention to  the  sale  of  bicycles,  sundries  and 
athletic  goods.         

MAKES  FULL  LINE  OF  JUVENILE  CYCLES. 

Boys'  and  girls'  (bicycles  in  four  sizes  each, 
selling  at  moderate  iwices,  are  now  being 
manufactured  by  the  Speed  Mfg.  Co.,  71 
West  Jackson  street,  Chicago.  "The  ma- 
chines are  made  with  16,  20,  24  and  26-incih 
Wheels  and  list  respectively  at  $19,  $20,  $22 
and  $23.  The  fraimes  are  built  from  1%-inch 
tubing  with  flush  joints  and  oval  fork 
crowns.  Standard  Sittings  in  proportion 
with  the  sizes  of  the  m^odels  are  used  and 
each  pattern  has  the  appearance  otf  a  thor- 
oughbred cycle  for  young  Americai. 


COASTER-BRAKE  INFRINGEMENT  SUIT. 

To  the  Editor:— The  Eclipse  Bicycle  Co. 
have  filed  a  suit  against  the  Globe  Cycle 
Works,  of  Buffalo,  for  infringing  their  pat- 
ents of  the  Morrow  coaster  and  brake.  This 
suit  will  be  prosecuted  with  vigor,  and  the 
Eclipse  Bicycle  Co.  are  confident  that  an 
early  decision  will  be  rendered  in  their  fa- 
vor, as  the  patents  on  the  Morrow  coaster 
and  brake  are  very  strong.  The  trade  will 
please  take  noitice. 

Eclipse  Bicycle  Co. 

WATSON  POST  PATENTS  ALLOWED. 

Li.  E.  CrandaU  of  New  York  city  has  been 
granted  a  patent  on  the  automatically  ad- 
justable seat  post  manufactured  by  the 
Watson  Automatic  Seat  Post  Co.  of  the 
same  place.  The  construction  specified  in 
the  patent  is  substantially  that  of  the  Wat- 
son post  now  in  the  market.  The  patent  is 
of  course  assigned  to  the  Watson  company. 


The  EUwood  Ivins  Tube  Co.'s  plant  at 
Oak  Lane  Station,  Philadelphia,  is  run- 
ning twenty-fours  a  day  on  cold  drawn 
seamless  steel  tubing.  This  company  is  said 
to  be  the  first  in  America  to  produce  such 
tubing.  

F.  A.  Hastings  &  Co.,  manufacturers" 
agents,  have  removed  from  195  to  205  Lake 
street,  Chicago.       

K.  Franklin  Peterson,  manufacturers' 
agent,  has  removed  from  195  Lake  street, 
Chicago,  to  205  same  street. 


MADE  FOR  ALL  DEALERS. 

The  Associated  Merchants  Journal  and 
Dealer's  Review  of  Reviews,  Chicago,  intro- 
duces something  new  to  trade  journalism. 
It  is  to  the  business  world  exactly  what 
Albert  Shaw's  Review  of  Reviews  is  to  the 
literary  world  —  brisk,  concise  reviews  of 
the  best  -articles  of  brUliant  writers  in  the 
leading  trade  publications.  To  the  general 
merchant  the  journal  presents  the  broadest 
field  of  observation  in  the  business  world. 
Recognized  leaders  in  their  special  lines  are 
in  charge  of  the  several  departments,  the 
directory  being  Charles  S.  Powell  of  Boston, 
president;  W.  G.  Watkins,  vice-president 
and  treasurer;  C.  Franklin  Davis,  secretary 
of  The  Research  Publishing  Association, 
publishers;  Porter  D.  Breed,  editor  and 
manager.  The  Research,  Purchasing  and 
Collection  Departments  especially  interest 
subscribers,  being  a  source  of  revenue  and 
saving  to  all  subscribers.  Sample  copy 
mailed  upon  application. 


MISCELLANEOUS. 

Adrartlsements  under  this  head  6  cents  per  word  first 
Insertion,  8  cents  per  word  each  Insertion  thereafter.  Oash 
with  order.  Express  orders,  postoffloe  orders,  or  stamps 
received. 

WANTED. 

WANTED— Good  agents  In  all  parts  of  the  United 
States  and  Canada  to  sell  our  contracts.  We  are  the 
oldest  bicycle  protective  company  in  the  world.  Our 
contracts  'sell  easily.  Write  at  once  for  particulars 
and  territory.  Liberal  commission.  Union  Wheel- 
men's Protective  Company,  618-630  The  Temple, 
Chicago,  111. 

FOR  SALE. 

NICKiBI/  PI/ATING  PI,ANT  FOR  SAl^B— 

Complete  nickel  and  copper  plating  plant,  with  capa- 
city 100  bicycles  per  day;  in  perfect  runnlDg  order; 
solutions  Al;  for  sale  at  a  bargain.  Address  H.  G.  R., 
care  Cycle  Age. 

FOR  SAI^F— A  large,  old,  and  well-established 
component  parts  factory,  with  trade  covering  the  en- 
tire United  States  and  all  export  markets.  Goods  are 
well  advertised  and  have  the  highest  reputation  in  all 
markets.  Best  of  reasons  for  selling  can  be  given  a 
genuine  purchaser  and  investigation  will  prove  the 
value  of  the  plant,  business,  and  bargain  offered. 
Address  H.,  care  of  Cycle  Age. 

[Additional  Wants  and  For  Sale  on  page  596.] 


The  Cycle  Age  and  Trade  Review 


595 


"Tnje  as  the  Greenwich  Time  Ball." 

The  Burdick 
Cyclometer 

SIMPLE,  ACCURATE,  BEAU- 
TIFUL.   We  Gaarantee  It..^^ 

REGISTERS  10,000  MILES. 


Gas  Bicycle 
Lamp 

It  B«ms  All  Right 
and  Gives  Big  Light. 


SAFETY, 
SinPLICITY, 
HONEST  WORK, 

Chock  Full  of  nerit. 

Do  you  prefer  Oil?    Our  "EVERLIT" 
is  said  to  be  the  best  at  any  price.  ^  ^ 

"ROYAL"  Bells  have  a  fine  tone  and  don't  rattle. 


EDW.  MILLER  &  CO., 


Meriden,  Conn. 


NO 


It  costs  nothing  to  maintain  and  Is  always  ready  for  use. 
It  cannot  be  blown  or  jarred  out,  and  does  not  smoke  or  smell. 
It  is  not  affected  by  rain,  wind  or  mud,  and  will  last  forever. 
It  does  not  require  matches,  oil  or  carbide. 

It  is  a  dynamo,  complete  and  requires  no  attention  whatever. 

It  throws  a  bright  light,  the  brightest  of  all  bicycle  lamps. 

Itovercomes  all  objectionable  features  of  other  typesof  lamps. 


Write  for  Descriptive   criDIVIIIAM   1=1  l^r'TDir'   r(\      616  Ashland  Blocli, 
Circular  and  Prices.     rAl\linAri  LLlL  I  IMli   till.,    Chicago,  111.,  U.  S. . 


SOUTHERN 


REPAIRMEN.^ 
RIDERS  Jijiji^ 


.  .  .  OUR  .  .  . 


'99  CATALOGUE 

IS  READY. 

Biggest  line  of  Cycles  and  Sundries  to  be  found  in  the  Gulf  States.    Are 
you  on  our  mailing  list? 

flbbolt  Cycle  Company,  Ltd.  wholesale  dealers 

NEW  ORLEANS,  LOUISIANA. 

Yoa  can't  prove  ♦ 

"QUALITY" 

vnth  printer's  ink. 
Our  practical  men  have  had  twelve  years'  experience  in  steel 
ball  manufacturing.     "We  make  no  extravagant  claims — 

It  Doesn't  Pay. 

Our  aim  is  to  make  "Quality"  the  most  attractive  feature  of 


our  goods.     Think  it  over.     Give  us  a  trial. 


It  Pays.  I 


THE  GRANT  BALL  CO.   ^^'"''^  Clarkwood  Ave.,  aEVEUNP,  0.,  U.  S.  A. 
►♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»»♦♦♦♦♦♦♦♦ 


The 


CANTON 
REPAIR 
TOOL.. 


Patd.  April  12,  1898. 


is  a  hollow  steel  needle 
with  open  slot  at  piercing 
end.  The  neatest,  the 
smallest.  Put  in  fancy  dec- 
orated boxes  with  large 
vial  of  best  plugging  ce- 
ment and  rubber  bands. 
For  small  punctures  use 
cement  alone;  if  large,  use 
rubber  bands  and  cement. 
Send  35  cents  in  postage 
stamps  or  order,  for  sample, 
postpaid;  or$2.00adozen; 
$15.00  a  gross. 

Traveling  men  and  agents 
wanted  to  take  orders. 

.ADDRESS... 


Cement  Vial 
Attached  to  Tool. 


CHAS.  A.  BRAUCHLER,  "irJ^S^rS.^"''  Canton,  Ohio. 


f 


THE 


Effect  of 
LQNGBEAM  LAHP 

250  Ft  Distance 


JOBBERS:    Wfite]^us  befofe^cataloging  inferior  lamps. 

THE   LONG    BEAM    LAMP  CO. 


LONG  BEAM 
BICYCLE  LAMP 

Has  a  reflector  built  on  same  principle  as  a  loco- 
motive headlight. 
Eesult — throws  light  300  feet. 

Feeds  by  capillary  attraction. 

Eesult— not  affected  by  jolts  and  jars. 
The  burner  vnll  not  clog  as  in  other  acetylene 
lamps. 

SUMMARY :    The  first  gas  lamp  to  give 
absolute  satisfaction. 

HiLLSBORO.  Ohio,  U.  S.  A. 


596 


The  Cycle  Age  and  Trade  Review 


OUR  CATALOGUE 


.OF. 


Temple 
Bicycles 


READY. 


15  nodels  in  all.     Chainless,  3-crown 
machines.     28  and  30-inch  wheels. 

pDl^rCare    made    at   "Net  fixed 

"^  '*  '  ^^  ^~  ^  wholesale  prices," 

I    ETCC  Saddle,    Pedals,    Tires    and 
^-'^^^  Tools.... 

Fittings  are  quoted  separately  at  fac- 
tory cost — Every  style  and  price  of 
Saddle,  Pedals  and  Tires  for  your 
choice  if  you  want  them 
Quality  and  PRICE  beats  any- 
thing out. 


tt 


GIMME  A  TRY" 


The  Ralph  Temple  Co. 

82  Lake  Street,; 


CHICAQO. 


ENAMELING 


OVENS. 


Notice  to... 

BICYCLE 
MANUFACTURERS. 

The  riders  of  1899 
will  insist  upon 
their  -wheels  beings 
equipped  with 

"The  Star 
Ball  Retainer." 


AD  LAKE 

BICtCLES 

THE  WHEELS  OF 
'  HIGH  DEGREE. 

THE  ADAMS  £,  WE5TLAKE  CO. 
MAKERS.  CHICAGO. 


pAT(x.  JAN-ii-aa 


"D.  &  J." 

Single,  Tan- 
dem, Triplet, 
Quad 

Hangers 

We  make  Hangers  for  only 
high  grade  wheels. 

Park  City  iVlfg.  Co., 

N.  W.  Cor.  Jacksnn  &  Clinton 
Streets,  CHICAGO. 


Our  No.  4  Chain  is  a  world  beater  for  '99. 
No  sprocket  climbing,  and  a  beauty.... 


Send  26c.for  Aluminum  Fob.  Gold  Plated,  $1. 

Send  25c.  for  detachable  repair.     Readily  replaces  a  broken 

link.    No  tool  bag  complete  without  it. 

QUALITY,  QUANTITY  and  PRICE. 
INDIANA  CHAIN  COJVIPANY,    -    -      Indianapolis,  Ind. 


THE  HART  &  COOLEY  MFG.  CO.,  So.  Chicago,  III. 


HOT  and  eOLD  ROLLED  STEEL 

Geo.  Nash  &  Co.,  General  Sales  Agents,  35  South  Canal  Street,  CHICAGO. 


WHEN  YOU  SEE  A  BICYCLE  EQUIPPED  WITH  THE 

EXCELSIOR      MIJR^ 

DISC    ADJUSTING |         |    ^^T     Ln^  X^ 

you  can  rest  assured  the  wheel  bearings  are  as  good  as  experience  and  skill  can  make  them.  You  will  not  find  ihem 
on  cheap  wheels.  STRAIGHT  TANGENT  SPOKES  are  now  used  on  all  High  Grade  Bicycles.  THE 
EXCEIiSIOK  is  the  most  handsome  hub  in  the  world. 


CHAS.  F.  STOKES  &  SONS,  Mfrs., 

SAMUEL  BUCKLEY  &  CO.,  New  York, 

Eastern  Sales  Agents. 


No.  56  Fifth  Avenue,  CHICAQO,  ILL. 

QUITERMAN,  ROSENFELD  &  CO.,  New  York, 

General  Export  Agents. 


WANTED 


WANTED— Already  established  wholesale  bi- 
cycle dealer,  in  the  Netherlands,  will  take  on  a  few 
more  choice  American  lines  of  sundries  to  job  in  con- 
nection wi.h  regular  trade.  Mail  catalog  and  export 
quotations.  Satfsfactory  American  references  eiven 
if  business  results.  J.  C.  Van  Oudknallen,  From- 
bergstraat  No.  2,  Arnhem,  Holland.  1 

WANTED— A  mechanical  engineer,  having  made 
the  horseless  carriage  a  studv,  detirf  s  a  position  as 
salesman  or  mechanical  engineer.  Has  important 
improvements  and  inventions  he  wishes  to  carry  out. 
Has  a  good  tpchnical  and  practical  training  in  me- 
chanics; eighteen  years'  experience  with  electric,  gas- 
oline and  steam  motors.  Address  Automobile,  care 
Cycle  Age. 

WANTED— Salesmen  and  traveling  men  to  take 
orders.  Address  Chas.  A.  Brauchler,  Mir.  Hollow 
Needle  Tire  Mender,  Canton,  Ohio 


FOR  SAIiE 


B'OR  SAI/B— 500  up-to-date  '98  wheels  In  lots  of  25 
or  more.  Bargain  for  spot  cash  buyers.  Address  Box 
472,  Canton,  Ohio.  1 

FOR  SAI,E— At  a  bargain— Three  Commercial 
Graphophones  and  complete  equipment.  Grapho- 
PHONE  caie  Cycle  Age. 


GET  THE  GENUINE. 


DIAMOND  E  ^^. 


and  you  will  find  this  trade  mark 


TRADE 


MARK 


on  every  spoke. 


Western  Office.... 
204  Lake  St. 


CHICAGO 


It  is  conceded  to  be  the  most  important  feature  of  the  season. 

EXCELSIOR  NEEDLE  CO., 

Torrington,  Conn. 


CI/OSING  OUT  SAI^E—  Until  closed  out,  we 
shall  offei  the  following:  600  pairs  finished,  flat  cranks, 
regular  thread,  rights  and  lefts,  at  20c  per  pair,  6  in.; 
2200  pairs  brazed  forksides  1%  in.,  lOc;  350  pairs  brazed 
forksldes  %  in.,  10c;  4360  seat  post  forgings,  2c  each; 
630  crown  forgings,  2c  each:  2700  pairs  upper  back 
stay  forgings,  Ic  each;  2200  lower  adjustmt  nt  forg- 
ings, l>^c  each.  CoRTLA'iD  Carriage  Goods  Co., 
Cortland,  N.  Y. 

flail  us  your  Subscription. 


BICYCLES.     SUNDRIES. 

We  have  just  opened  an  extensive  SUNDRIES 
DEPARTMENT  in  connection  with  our  Bicycle 
Business,   and    we   will  issue  a   BARGAIN    I/IST 

every  two  weeks  Our  price  on  regular  lines  is  10  per 
cent  lower  than  others  and  on  Specials  often  only  10 
per  cent  of  the  prices  charged  by  others.  Send  for  our 
latest  list  of  Sundries. 

VIM  BICYCI<E  COMPANY, 
Sundries  Department.    56  Fifth  Ave.,  CHICAGO. 


UMh 


Vol   XXII— No   20. 


CHICAGO,  MARCH  16,  1899. 


New  Series  No.  69. 


CUT  ON  LOW  GRADE  BICYCLES 


Buffalo  Dealers  fleet  Department  House 

Competition — Wary  of  Second 

Hand  Machines. 


Buffalo,  March  13. — A  systematic  can- 
vass of  the  cycle  trade  in  Buffalo,  which 
implies  a  personal  visit  to  every  dealer 
of  prominence  in  the  city,  leads  to  the 
belief  that  the  approaching  season  will 
be  the  greatest  in  the  annals  of  the  local 
trade.  While  the  margins  of  profit  will 
be  less  than  last  season,  it  is  expected 
that  the  deficiency  will  be  more  than 
made  up  in  volume  of  business. 

Competition  Will  Be  Sharp. 

"Competition,"  said  the  head  of  a 
prominent  firm,  "is  going  to  be  the  sharp- 
est ever  experienced  by  the  Buffalo  trade. 
I  mean  by  this  that  there  is  a  strong  like- 
lihood of  prices  on  high  grade  goods  be- 
ing cut  in  some  quarters.  While  I  do  not 
look  for  it  before  the  season  is  well  ad- 
vanced it  may  come  earlier,  and  when 
it  does  come  it  promises  to  be  a  bitter 
struggle  with  the  odds  in  favor  of  the 
strictly  legitimate  dealers.  Last  year 
many  agents  dropped  out  of  business 
through  lack  of  patronage,  but  others 
have  taken  their  place  and  all  of  the  new 
comers  are  out  for  business.  Some  of 
them  will  have  difficulty  in  weathering 
the  storm  of  competition  and  their  early 
downfall  is  looked  for."' 

Advance  Sales  Are  Heavy. 

The  selling  season  practically  opened 
the  first  of  the  month  and  the  volume  of 
business  transacted  during  the  interven- 
ing period  up  to  date  shows  a  surpris- 
ingly heavy  increase  over  that  done  in 
the  same  period  last  year. 

No  general  attempt  at  holding  opening 
days  has  been  made,  but  those  who  have 
had  their  "shows"  report  many  actual 
sales  to  visitors  and  the  booking  of  or- 
ders for  delivery  at  the  opening  of  the 
riding  season.  Exceptionally  large  crowds 
of  sig'htseers  were  in  constant  attendance 
at  these  shows  and  much  interest  was 
manifested  in  the  different  models.  The 
chainless  came  in  for  the  greater  share 
of  attention.  One  of  the  large  branch 
store  managers  reports  having  sold  over 
fifty  chainless  machines  since  the  first  of 
the  year,  with  orders  coming  in  everj^ 
day.  There  is  a  noticeable  public  desire 
for  the  better  grades  of  machines. 

Low  Priced  Goods  Suffer. 

The  announcement  of  the  big  stores' 
sale  of  machines  at  $18  and  $25  was  the 
signal  for  the  precipitation  of  a  price 
war  on  the  medium  and  lower  priced 
goods  which  promises  to  gather  energy 
as  the  season  advances.  These  prices  have 
been  met  by  a  score  or  more  concerns,  all 
of  whom  put  forth  the  claim  that  their 
machines  are  of  superior  qualities.  Sev- 
eral of  these  concerns  are  offering  bi- 
cycles at  prices  for  which  a  good  set  of 
tires  could  not  be  obtained  and  on  terms 
to  fit  the  buyer.     The  strictly  legitimate 


dealers  are  keeping  as  far  away  as  pos- 
sible from  this  species  of  warfare,  and 
while  everybody  is  plentifully  supplied 
with  stocks  that  can  be  sold  at  a  profit 
and  compete  with  these  concerns,  no  at- 
tempt will  be  made  to  push  sales  of  low 
priced  goods  unless  circumstances  com- 
pel such  action. 

Wary  of  Second  Hand  Goods. 

The  second-hand  exchange  business  will 
not  be  carried  on  as  extensively  as  in 
former  years.  Nearly  all  of  the  promi- 
nent dealers  will  refuse  to  take  old  ma- 
chines in  trade,  and  those  that  expect  to 
do  business  on  this  line  will  not  allow 
more  than  25  per  cent,  of  the  original 
value  of  the  old  machine,  providing  it  is 
not  of  too  old  a  date.  Others  will  take 
old  models,  place  them  on  the  salesroom 
fioor,  get  what  they  can  for  them,  and 
place  the  amount  received  to  the  credit 
of  the  customer.  This  plan  is  said  to  be 
a  most  satisfactory  way  out  of  a  bad  prac- 
tice, and  one  which  benefits  the  dealer 
and  customer  alike. 


Retarded  by  Municipal  Indifference. 

St.  Louis,  March  13. — The  large  jobbers 
of  bicycles  and  sundries  in  this  city  report 
that  business  out  through  this  and  the 
immediately  adjoining  states  is  good  and 
that  prospects  were  never  better.  It  is  a 
peculiar  fact,  however,  that  retail  trade 
in  this  city  is  poor  and  has  been  so  for  a 
long  time.  This  is  generally  believed  to 
be  due  to  the  poorly  paved  streets,  the  in- 
difference of  the  city  officials  to  sprink- 
ling methods  and  to  the  municipal  tax 
on  bicycles.  Because  of  these  things 
cycling  has  for  some  time  been  undergo- 
ing a  retrograde  movement  here  and  a 
number  of  old  bicycle  firms  have  gone 
out  of  business.  With  a  more  liberal 
policy  on  the  part  of  the  town  council  to- 
ward cyclists  and  the  inauguration  of  a 
movement  toward  improving  the  streets, 
a  quick  revival  in  things  bicycular  is  ex- 
pected. 

Eager  for  Dunlop  Stock. 

The  $300,000  preferred  stock  of  the  new 
Dunlop  Tire  Co.,  Ltd.,  bearing  7  percent 
interest,  was  subscribed  ten  times  over  by 
eager  Canadian  investors.  Its  subscrip- 
tions actually  amounted  to  $2,944,300. 


CONTENTS. 


New  Orleans  Repair  Prices    - 
Brazing  By  Immersion 
Editorial      -        -        -        .        . 
Australian  Trade  and  Prices 
Soldered  Frame  Joints    - 
riarvels  in  Literature 
Commerce  in  Foreign  Markets 
Current  Cycle  manufacture 
Hints  for  Repairmen 
Subjects  of  General  Interest 
Renouf's  Untenable  Theory 
An  Importer's  Tribulations 
Steam  Vehicles  Ride  Easy 
The  Pastime  and  Sport 
Retail  Hiscellany      ... 
Information  for  Buyers       -       < 


Page 
598 
599 
601 
602 
603 
606 
607 
608 
610 
612 
614 
614 
616 
618 
620 
624 


KENTUCKY  DEALERS  CHEERFUt 


Sales  Begin  With  First  Spring  Weather 

—  Irresponsible  Dealers  Out  of 

the  Field. 


Louisville,  Ky.,  March  13. — Three  beau- 
tiful spring  days  last  week  had  the  effect 
here  of  enticing  prospective  purchasers 
to  the  bicycle  stores.  It  looks  very  much 
a''  if  spring  trade  has  opened,  as  the 
dealers  have  all  been  unusually  active  for 
the  past  week  and  a  number  of  sales  have 
been  made.  All  are  in  high  glee  because 
everything,  they  say,  points  to  a  highly 
successful  season  during  1899,  much  more 
so  than  for  several  years  past. 

There  is  also  cause  for  jubilation  in 
the  fact  that  the  number  of  dealers  has 
been  reduced  to  a  minimum,  the  mush- 
room stands  having  been  compelled  to 
close  their  doors,  leaving  the  well  estab- 
lished dealers  to  take  care  of  the  trade. 
It  should  naturally  follow  that  there  will 
be  no  rate  cutting  and  that  installment 
sales  will  be  reduced  to  a  point  where 
they  can  be  taken  care  of  without  loss  of 
money. 

strong  Demand  for  30-Inchers. 

All  of  the  local  dealers  are  well  stocked 
up  with  new  goods,  and  are  ready  to  fill 
orders.  The  30-inch  wheel  will  play  an 
important  part  in  the  sales  in  this  city 
from  the  present  outlook.  One  dealer  sold 
six  bicycles  to  six  different  parties,  all  of 
whom  selected  machines  with  30-inch 
wheels  and  26-inch  frames. 

The  usual  spring  talk  of  the  establish- 
ment of  a  board  of  trade  is  being  in- 
dulged in,  but  under  present  conditions 
there  is  no  need  of  such  a  thing.  The 
trade  is  now  in  the  hands  of  old  reliable 
dealers  while  the  repair  men,  though  they 
have  not  adopted  a  schedule  of  prices,  yet 
seem  to  understand  each  other,  and  it  is 
likely  that  they  will  continue  as  they 
have  done  heretofore.  .Just  at  present  the 
repair  shops  are  full  of  work,  and  no 
doubt  they  will  enjoy  a  fine  season. 

A  reputable  dealer  states  that  there  are 
too  many  second  hand  bicycles  on  hand; 
A  good,  serviceable  machine  can  be  pur- 
chased for  $5,  and  if  a  purchaser  gets  $15 
in  a  trade  for  a  new  machine  he  will  be 
doing  well. 

Charges  on  Country  Checks. 

New  York  merchants  will  very  soon  be 
compelled  to  pay  a  charge  of  at  least  10 
cents  for  every  check  or  draft  their  bank 
collects  for  them,  with  the  exception  of 
items  collected  in  the  cities  of  Boston, 
Providence,  Albany,  Troy,  Jersey  City, 
Newark,  Philadelphia  and  Baltimore.  On 
items  collected  in  these  cities  the  banks 
will  still  have  the  privilege  of  making 
free  collections  if  they  so  desire.  The  ten 
cents  charged  is  the  minimum,  and  the 
regular  charge  will  be  not  less  than  one- 
tenth  of  one  percent  for  items  collected  in 
nearby  states  and  one-quarter  of  one  per- 
cent for  items  payable  in  the  more  remote 
states.     Any  bank   convicted  of  making 


598 


The  Cycle  Age  and  Trade  Review 


free  collections  after  the  rules  have  heen 
regularly  promulgated  will  be  fined  $5,000 
for  the  first  offense,  and  in  case  of  a  sec- 
ond violation  any  collecting  bank  may 
also  be  expelled  from  the  Clearing  House 
Association.  The  plan  prepared  is  model- 
ed very  largely  after  the  plan  of  the  St. 
Louis  banks,  with  such  modifications  as 
are  necessary  to  meet  the  demands  of  New 
York  city. 


NEW  ORLEANS  REPAIR  PRICES 


UPHELD    BY    COMMON    CONSENT 


LOOKING  FOR  $50  MODELS 


Binghampton  Buyers  Do  Not  Take  Kindly  to  Cheap 
nachines— Dealers  Well  Supported. 


Binghamton,  N.  Y.,  March  12.— More 
people  hereabouts  are  looking  for  bicy- 
cles at  $50  than  at  lower  prices.  This  has 
never  been  a  good  market  for  cheap  ma- 
chines, the  demand  having  always  been 
confined  to  high  and  medium  grade  mod- 
els. 

That  the  general  local  commercial  con- 
ditions have  improved  there  is  no  ques- 
tion. The  factories  are  running  on  full 
time.  Signs  are  frequently  displayed  in 
the  factory  windows  calling  for  more 
help.  The  suburb  of  Lestershire,  just 
west  of  the  city,  is  booming  in  true  west- 
ern style.  It  now  boasts  the  largest  shoe 
factory  in  the  world,  and  additions  are  to 
be  made  this  spring  to  the  extent  of 
$150,000  to  provide  space  for  the  employ- 
ment of  several  hundred  more  opera- 
tives. These  workmen  are  excellent  bi- 
cycle customers,  buying  close,  but  de- 
manding a  good  article.  There  is  no 
doubt  that  the  purchasing  capacity  of 
the  public  has  increased  within  six 
months  and  is  vastly  better  than  it  was 
a  year  ago.  It  will  be  a  month  before  the 
highways  are  fit  to  ride,  and  meanwhile 
buyers  are  slow. 

The  cycle  trade  of  the  city  is  all  in  the 
hands  of  legitimate  dealers.  The  depart- 
ment store  problem  has  not  required  any 
discussion  here.  One  dry  goods  estab- 
lishment last  season  secured  some  ma- 
chines on  which  they  attempted  to  cut 
prices  and  make  trade.  Within  thirty 
days  after  the  goods  arrived  the  factory 
had  gone  the  way  of  all  earth,  and  the 
venture  fell  through.  Another  concern 
had  a  very  unsatisfactory  experience 
with  some  machines  without  name  plates 
which  were  sold  at  a  ridiculously  low 
price. 

Union  Workers  Circularizing  the  Trade. 

At  the  last  regular  meeting  of  the  To- 
ledo Union  Label  League  it  was  decided 
to  advance  the  interests  of  the  Bicycle 
Workers'  Union  just  now  when  the  sell- 
ing season  is  opening.  With  this  object 
the  secretary  of  the  International  Bicycle 
Workers'  Union  is  sending  copies  of  the 
following  circular  to  the  trade: 

UNION  WORKMEN. 
To  the  Friends  of  Organized  Labor. 

Greeting-:— The  Toledo  Union  Label  League 
desires  to  call  your  attention  in  purchasing 
a  bicycle  to  the  label  of  the  Bicycle  Work- 
ers' Union,  and  urge  you  to  buy  only  wheels 
bearing  said  label,  and  for  these  reasons: 

The  label  stands  for  skill  and  competency 
versus  penitentiary  and  child  labor. 

It  means  that  every  part  has  been  han- 
dled by  a  skilled  mechanic. 

It  means  that  these  workers  are  receiving 
a  fair  division  of  the  wealth  they  create— 
the  correct  foundation  of  prosperity  and 
happiness. 

It  means  that  their  employers  recognize 
the  equality  of  bargaining  power. 

Ask  your  dealer  to  supply  you  with  a 
labeled  bicycle,  thereby  assisting  the  work- 
ers in  their  efforts  to  keep  women  and  chil- 
dren out  of  the  shop  and  factory;  to  bring 
about  the  shorter  workdav;  to  maintain  a 
wage  scale  whereby  they  can  educate  their 
children  as  befits  the  coming  generation. 

Sincerely  and  fraternally, 

Toledo  Union  Label  Leagde. 


Austrian  cycle  manufacturers  are  peti- 
tioning their  government  to  increase  the 
existing  duty  on  bicycle  parts. 

Probably  the  oldest  living  cyclist  is  a 
woman  in  'Es,?ex,  England,  aged  93, 


No  Fixed  Schedule  Adopted  But  General 

Adherence  to  One  List  Makes 

It  Standard. 


New  Orleans,  March  14. — Bicycle  deal- 
ers and  repairmen  in  this  city  have  no 
fixed  schedule  of  prices  for  repairs,  but 
by  common  consent  the  charges  contained 
in  the  appended  list  are  recognized  as 
standard. 

When  it  becomes  necessary  to  detach  a 
brazed  sprocket  and  to  put  it  back  again, 
an  additional  charge  is  made  over  that 
contained  in  the  list. 

Sundry  Repairs  Charged  By  Time. 

Repairs  to  saddles,  bells,  cyclometers, 
lamps  and  pedals  are  charged  according 
to  the  time  occupied  and  material  used 
in  repairing  them  and  are  therefore  not 
listed.  In  many  instances  prices  on  new 
pedals  and  saddles  are  less  than  repairs 
to  old  ones.  When  tubing  or  stays  are  re- 
placed, the  prices  contained  in  the  list  in- 
clude the  cost  of  material,  but  where  con- 
nections, hanger  brackets,  seat  post  lugs 
and  rear  forks  are  replaced  the  prices 
quoted  are  for  the  labor  of  performing  the 
work  amd  do  not  include  the  material 
used. 

Special  Charges  for  Old  Machines. 

When  new  parts  are  brazed  in  frames 
or  forks  the  nickeling  and  enamel  are 
damaged,  and  prices  quoted  on  such  work 
do  not  include  fresh  nickel  plating  or 
enameling.  The  prices  contained  in  the 
appended  list  are  on  modern  bicycles.  An 
extra  charge  is  made  for  out-of  -date  ma- 
chines or  ones  of  special  make  that  re- 
quire extra  labor  or  special  spokes.  Rim 
cut  tires  are  not  repaired. 

Following  is  the  schedule  of  prices: 

Repairs  to  Frames. 

Replacing  top  tube $2.50 

Lower  tube  2.50 

Top  and  bottom  tubes 4.00 

One  rear  fork  side 2.50 

Two  rear  fork  sides 4.00 

Seat  post  mast 3.50 

Head   2.50 

Head  frame  connection 2.00 

Seat  post   connection 3.00 

Crank  hanger   bracket 5.00 

One  rear  fork  end 1.75 

Two  rear  fork  ends 2.75 

Lining   up    frames $1.00  to  2.00 

Repairs  to  Front  Forks. 

One  new   side $1.75 

Two   new   sides 3.00 

New  stem  1.75 

New   arched   crown 2.75 

One  new  tip  on  fork  end 1.25 

Two  new  tips  on  fork  ends 2.00 

Complete  forks  to  order,  arched  crown.  5.00 
Enameling. 

When  Machine  is  "Knocked  Down." 
Frame    and    forks    (complete)    re-enam- 
eled in  any  dark  color $  3.00 

Frame   and    forks    (complete)    re-enam- 
eled in  any  light  color 4.00 

Frame    and    forks    (complete)    re-enam- 
eled in  white 6.00 

Front  forks  re-enameled   1.00 

Front   forks   nickeled    (crown    and    tips 

only)    75 

Striping   frames,    plain   (extra) 50 

Striping  and  decorating  frames   (extra)  l.OJ 

Enameling  rims,   each  75 

Enameling  two  rims  1.00 

Replacing  Rims. 

One  wood  rim,  common,  1%  to  1%  inch..$  1.50 

One  wood  rim,  extra  quality 2.50 

One  wood  rim,  racing  or  tandem 2.75 

One  wood  rim  for  G.  &  J.  tires 3.00 

One  steel  rim  for  M.  &  W.  tires 4.50 

One  copper  rim  for  G.  &  J.  tires 4.50 

Truing  wheels,  each  50c  to  1.50 

Repairs  to  Chain  and  Mud  Guards. 

New  silk  lacing  on  mud  guard  or  chain 
guard  $  1 .00 

New  silk  lacing  on  both  guards 1.50 

New  wood  mud  guard  on  ladies'   bicy- 
cles      1.00 

New  wood  chain  guard  on  ladies'  bicy- 
cles       1.00 

Sprockets. 

Making  new  rear  sprocket,  7-8-9- 

10  teeth  $1.25  to    $2.00 

Repairs  to  Tires. 

Punctures,  single  tube  tires,  each $0.25 

Punctures,  double  tube  tires,  each 50 


Vulcanizing,  small  patches   50 

Vulcanizing,  large  patches   75c  to  1.25 

General  Repairs. 

Front  axles,  each,  about $0.25 

Front  wheel  cones,  each,  from 50c  to  1.00 

Front  wheel  cups,  from 50c  to  1.25 

Front  or  rear  wheel  nuts,  each 10 

Rear  axles,   each,   about 35 

Rear  wheel  cones,  from 75c  to  1.50 

Rear  wheel  cups,  from 75c  to  1.50 

Crank  hanger  cones,  from $1.00  to  2.00 

Crank  hanger  cups,   from 1.00  to  2.O0 

Crank  hanger  axles,  from 1.75  to  4.00 

Repairs  to  Chains. 

Putting  one  link  in  chain $0.25 

Prices  for  Nickel  Plating  Parts. 

Frame   and  forks $12.00 

Handle  bar  1.00 

Large  sprocket  75 

Medium  sprocket 50 

Small  sprocket  25 

Fork  crown  and  tips 75 

Fork  crown  only  50 

Spider  crank  40 

Pedal   50 

Hub   40 

Crank  25 

Seat  post  25 

Small  parts  and  fittings,   each 10c  to  25 


DEALERS  PROMULGATE  POLICIES 


Massachusetts  Agents  Will  Make  No  Free  Repairs 
on  Guaranteed  Machines— Installment  Policy. 


There  will  be  no  free  repairs  made  on 
guaranteed  machines  by  the  bicycle  deal- 
res  of  Salem,  Mass.,  and  vicinity.  No 
matter  how  trivial  the  accident  to  a 
guaranteed  machine  in  this  part  of  the 
country  a  rider  will  be  compelled  to  ship 
it  to  the  factory  or  pay  the  dealer  for  his 
trouble  in  making  the  repair. 

The  dealers  have  also  agreed  upon  a 
governing  policy  in  dealing  with  custom- 
ers who  purchase  machines  on  the  in- 
stallment payment  system.  First  pay- 
ments will  be  as  follows:  $30  on  a  $75 
machine,  $25  on  a  $60  machine,  $20  on  a 
$50  or  $45  machine,  $15  on  a  $35  or  $40 
machine,  and  $12  on  a  $25  or  $30  ma- 
chine. 

In  case  of  a  lapse  of  payment  of  in- 
stallments for  two  weeks  the  dealers 
have  agreed  to  seize  leased  machines, 
and  if  the  installment  be  not  paid  at  the 
end  of  fifteen  days  the  machines  will  be 
sold. 

On  repair  work  it  has  been  decided  to 
charge  25  cents  per  week  storage  on  re- 
paired articles  unclaimed  after  30  days. 
Articles  unclaimed  after  60  days  will  be 
sold  for  the  charges. 


Fixing  the  Guarantee  By  Law. 

Consideration  was  recently  given  to  the 
bill  introduced  into  the  Connecticut  legis- 
lature which  requires  bicycle  makers  and 
agents  to  give  a  written  or  printed 
guarantee  for  two  months.  A  representa- 
tive of  the  Pope  Mfg.  Co.  opposed  this  bill 
on  the  ground  that  it  is  class  legislation. 
The  author  of  the  bill  thought  that  it 
would  have  a  good  effect  in  requiring  the 
makers  of  cheap  machines  to  put  better 
material  into  them.  He  referred  particu- 
larly to  machines  which  are  made  outside 
of  the  state  of  Connecticut  and  contended 
that  the  bill  was  for  the  protection  of 
people  who,  through  want  of  money  or 
ignorance,  bought  cheap  bicycles. 


To  Keep  Track  of  Deadbeats. 

At  a  recent  meeting  of  the  organized 
Boston  cycle  tradesmen  it  was  decided  to 
revive  the  system  of  notifying  all  mem- 
bers of  undesirable  credit  customers. 
When  the  information  bureau  was  in  ope- 
ration before  the  names  of  157  delinquents 
were  sent  out  to  all  the  members.  Over 
100  stolen  bicycles  with  full  descriptions 
had  also  been  reported  to  them.  The  col- 
lection department  had  also  proved  effect- 
ive in  many  instances  when  members  had 
been  unable  to  get  bills  paid  through  the 
usual  efforts.  The  secretary  of  the  local 
board  of  trade  has  asked  all  members  to 
begin  sending  in  names  of  delinquent 
customers,  and  said  that  the  annual  dues 
had  been  reduced  from  $12  to  $3  a  year. 


The  Cycle  Age  and  Trade  Review 


599 


BRAZING  BY  inflERSION 


University  of  Wisconsin    Frame   Cleaning   Process   Seri- 
ously Affects  Brass  in  Joints 


The  college  professor  is  no  longer  limit- 
ing his  relations  with  bicycle  manufac- 
turers to  efficiency  tests  and  opinions 
upon  the  mechanical  merits  of  machines 
forwarded  to  him  for  examination  and 
test,  but  is  now  taking  an  active  hand  in 
manufacture,  his  aim  being  to  show  the 
cycle  maker  how  to  remove  spelter  with- 
out filing  and  incidentally  to  add  to  his 
income  by  selling  such  information.  C.  F. 
Burgess,  of  the  department  of  applied 
electro-chemistry  and  electro-metallurgy 
at  the  University  of  Wisconsin,  offers  to 
sell  a  frame  cleaning  process  to  any  cycle 
manufacturer  who  is  willing  to  rely  upon 
his  statement  that  it  is  all  right.  Below 
is  a  copy  of  a  letter  he  recently  sent  to 
many  prominent  manufacturers: 

Circular  Letters  Sent  to  Dealers. 

A  process  has  recently  been  perfected  in 
our  laboratories  for  the  removal  of  super- 
fluous spelter  from  iron  and  steel  surfaces, 
whereby  the  expense  of  removal,  as  by 
grinding-  and  filing,  may  be  greatly  reduced. 

Our  process  is  especially  applicable  where 
the  brazing  is  done  by  the  dipping  process, 
which  is  coming  into  such  extensive  use  of 
late. 

Our  process  has  been  put  into  operation 
by  a  prominent  bicycle  manufacturer  and 
has  fulfilled  expectations  completely,  not 
tacking  the  steel,  but  in  leaving  a  fine  sur- 
face for  the  enamel. 

As  manufacturers  of  bicycles,  and  there- 
fore probably  doing  considerable  brazing. 
you  may  be  interested  in  eifecting  the  sav- 
ins made  possible  by  this  process,  and  if 
this  is  the  case  I  shall  be  glad  to  hear  from 
you  regarding  it. 

I  should  also  be  pleased  to  receive  a  sam- 
ple brazed  joint,  such  as  a  seat  post,  which 
I  will  have  cleaned  by  this  process  and  re- 
turned for  your  inspection. 

C.   F.   BUK(iEfS. 

University  of  Wisconsin. 

Only  an  Acid  Cleaning  Bath. 

The  fact  that  the  professor  busies  him- 
self in  an  electro-chemical  and  electro- 
metallurgical  laboratory  lends  color  to 
the  impression  that  his  spelter  removing 
process  is  strongly  aided  by  electricity. 
The  letter  below,  however,  which  was 
written  to  a  maker  who  sent  a  sample 
dip  brazed  joint  to  Mr.  Burgess  for  trial, 
in  response  to  the  first  circular  letter  re- 
ceived, leads  one  to  conclude  that  the 
process  is  nothing  more  than  simple  acid 
cleaning.  The  professor  writes  as  fol- 
lows: 

Tour  letter  and  sample  brazed  joint  have 
been  received,  and  I  am  returning  by  mail 
this  joint  which  has  been  subjected  to  our 
cleaning  process  for  removing  spelter.  This 
will  enable  you  to  judge  of  the  efficiency  of 
the  process.  The  results  may  be  even  better 
under  more  favorable  conditions.  The 
length  of  time  which  it  takes  to  clean  such 
a  joint  by  our  process  in  the  manner  shown 
is  less  than  one  hour.  "Where  the  coating 
of  brass  is  even  distributed  the  length  of 
time  necessary  is  from  15  to  30  minutes. 

As  you  will  see,  the  solution  has  had  no 
bad  effect  whatever  on  the  iron,  nor  would 
this  have  been  the  case  had  the  joint  been 
kept  in  the  solution  a  much  longer  time. 
Consequently  it  is  possible  to  remove  every 
particle,  of  brass  from  the  surface  by  leav- 
ing it  in  the  solution  long  enough,  but  this 
is  hardly  desirable,  for  some  filing  is  neces- 
sary at  any  rate  to  smooth  the  joints,  and 
the  small  amount  of  metal  which  is  left  is 
rendered  so  soft  as  to  be  removed  readily. 

The  basis  upon  which  we  propose  to  dis- 
pose of  this  process  is  that  the  manufactur- 
er using  it  contract  to  make  a  payment  to 
us  of  two  and  one-half  cents  for  every 
frame  turned  out  by  the  factory,  the  con- 
tract to  be  made  to  cover  one  year  from 
date  of  installation  of  the  process.  For  this 
sum  the  chemicals  necessary  for  removing 
the  spelter  will  be  supplied  by  us  f.  o.  b. 
Madison,  Wis.  Further,  the  knowledge  in 
regard  to  the  process  is  to  be  carefully  kept 
within  the  works  where  it  is  used.  The  cost 
of  installing  the  permanent  equipment  nec- 
essary for  the  operation  of  this  system  is  to 
be  borne,   of  course,  by  the  company  mak- 


ing use  of  it,  but  this  is  merely  a  nominal 
amount,  depending  largelyupon  local  condi- 
tions. I  will  be  enabled  to  make  a  fair  esti- 
mate as  to  this  amount  upon  learning  what 
number  of  frames  you  desire  to  treat  per 
day. 

The  cost  for  the  operation  of  this  process, 
aside  from  the  chemicals,  is  a  small 
amount,  consisting  almost  entirely  of  labor 
account.  Two  attendants  with  proper  con- 
veniences could  handle  100  frames  per  day. 

From  the  above  information,  and  from 
that  derived  from  inspection  of  the  sample 
joint,  you  may  be  able  to  calculate  what 
saving  this  process  would  be  to  you,  and  if 
there  is  any  further  informationj  which  you 
desire,  and  which  I  feel  that  I  can  give,  I 
shall  be  most  happy  to  do  so. 

Trusting  that  this  reply  will  meet  with 
your  approval,  and  that  I  may  hear  from 
you  at  an  early  date,  I  am, 

C.    F.    HUKGESS. 

University  of  Wisconsin. 

Prospecting  for  a  Gold  nine. 

The  professor  speaks  of  the  spelter  re- 
moving means  as  a  solution,  the  chemi- 
cals for  which  he  will  sell  ready  com- 
pounded for  2%  cents  per  frame.  He 
states  that  the  cost  of  operation,  outside 


to  be  well  grounded.  In  every  branch  of 
the  seat  cluster  the  adhesion  between  the 
brass  and  the  steel  has  been  ruined.  The 
brass  was  not  only  eaten  entirely  out  of 
the  joints  at  some  of  the  lug  branches, 
but  where  brass  was  left  the  original  al- 
loy of  copper  and  zinc  was  so  affected 
that  practically  no  union  between  the 
spelter  and  steel  remained.  In  splitting 
open  the  joints  the  brass  did  not  divide 
as  it  should,  leaving  a  thin  film  on  each 
part  of  the  joint,  but  easily  rolled  free 
from  either  the  lug  or  the  tube. 

Process  Shows  Nothing  New. 
Mr.  Burgess'  statement  that  the  spelter 
was  removed  from  the  outside  of  the 
joint  and  that  a  good  enameling  surface 
was  left,  is  true.  With  the  pickling  pro- 
cess others  have  accomplished  the  same 
result.  There  is  nothing  but  the  profes- 
sor's statement  to  prove  that  the  steel  it- 
self is  uninjured.  Viewing  the  subject  in 
its  entirety  the  experimenting  of  Mr. 
Burgess  is  unsatisfactory.  Cycle  makers 
will  continue  to  use  file  and  sand  blast 
for  the  removal  of  spelter,  at  least  until 
the  latent  virtues  of  anti-flux  are  more 
attentively  regarded. 


Rivalry  at  Cycle  Shows. 

During  the  Boston  cycle  show  an  exhi- 
bitor offered  a  lamp  each  evening  for  the 
prettiest  girl  to  be  found  at  the  show. 
Judges  were  appointed,  and,  with  the  aid 


SEAT  CLUSTER  SHOWING  EFFECT  OF  BURGESS'  CLEANING  PROCESS. 


of  the  original  expense  of  the  solution, 
consists  almost  entirely  of  labor.  Exten- 
sive use  of  an  electric  current  is  thus 
barred.  At  any  rate  Mr.  Burgess  is  either 
asking  2i/^  cents  per  frame  for  the  privi- 
lege of  using  a  blue  vitriol  solution  in 
connection  with  an  electric  current  in  a 
manner  similar  to  ordinary  electric  de- 
composition as  employed  in  electroplat- 
ing, or  he  is  charging  2%  cents  per  frame 
for  some  common  acid  with  which  to  fill 
a  pickling  bath. 

Well  Brazed  Joint  Entirely  Ruined. 

Removal  of  spelter  by  pickling  is  a 
process  not  held  in  favor  by  manufac- 
turers, because  of  the  fear  excited  that 
during  the  pickling  the  steel  will  be  in- 
jured and  the  brass  in  the  joint  affected 
as  well  as  that  on  the  outside.  The  il- 
lustration accompanying  this  article 
shows  a  joint  which  has  been  cleaned  by 
Mr.  Burgess  and  which  was  afterward  cut 
open  to  note  the  effect  upon  the  brass  in 
the  joint.  The  suspicion  that  the  joint 
would  be  affected  by  his  process  is  proven 


of  a  megaphone,  all  were  summoned  to 
draw  near  and  witness  the  selection. 
After  much  elaboration  of  detail  in  pick- 
ing the  girl,  the  award  was  made.  This 
performance  so  riled  the  soul  of  a  rival 
exhibitor  that  he  decided  to  give  a  lamp 
to  the  homeliest  girl.  His  scheme  gave 
him  all  the  notoriety  he  coveted,  but  did 
not  add  much  to  his  popularity.  The  visi- 
tors to  the  show  were  given  plenty  of  op- 
portunities to  draw  a  prize  or  an  award 
of  some  kind  through  the  many  schemes 
which  the  exhibitors  worked  for  the  pur- 
pose of  gaining  publicity.  Tires,  saddles, 
cyclometers,  and,  in  short,  almost  every 
species  of  cycle  sundry,  were  distributed 
in  addition  to  pound  packages  of  coffee, 
traveling  bags,  pairs  of  shoes,  cameras, 
etc.  Each  person  upon  entering  the  exhi- 
bition building  was  given  a  blank  card 
upon  which  to  write  his  or  her  name. 
This  card  was  dropped  into  a  box  at  a 
certain  booth,  and  later  in  the  evening 
they  were  drawn  out  and  the  people 
claiming  the  lucky  numbers  were  awarded 
prizes. 


600 


The  Cycle  Age  and  Trade  Review 


Crescent  Hate  rial 


The.  first  essential  of  a  perfect  bicycle  is  the 
best  material.  Enamel  and  nickel  will  cover 
inferior  workmanship  for  a  time  only.  Safety 
and  service  demand  the  finest  r)%aterial  of  the 
highest  test.  There  is  nothing  better  than  the 
best,  so  there  is  no  stauncher  wheel  than  the 

Crescent 


CATALOGUE  No.  2  FREE 


.Chicago— WESTERN  WHEEL  WORKS— New  York 


r 


NEW    TESTIMONIALS     EACH    WEEK. 


MILWAUKEE  TIRES 


nf 


PUNCTURE  PROOF= 


Pneumatic 


Resilient 


Single  Tube 


COPYRIQHT  1S98,  BY  MILWAUKEE  PATENT  PUNCTURE  PROOF   TIRE  CO. 

PRESENTING  TESTIMONIALS. 


Easy  Riding 


F.  A.  COPELAND,  President.  J  B.  BRIGG,  Sec'y  and  Treas. 

LA  CROSSE  UUHBER  CO., 

Manufacturers  of  Lumber,  Lath  and  Shingles. 

La  Cross,  Wis.,  Dec.  15th,  1898. 
Milwaukee  Patent  Punctdke-Proof  Tire  Co..  Milwaukee,  Wis. 

Gentlemen:— I  wish  to  let  you  know  that  all  during  the  season  of  1898  I 
used  the  Milwaukee  Patent  Piincture-Proof  tire  on  my  bicycle,  and  wish  to 
testify  with  what  a  pleasure  my  bicycle  was  stored  away  for  wiuter  without 
once  having  had  a  dismount  on  account  of  failure  of  tires  during  the  whole 
time  since  putting  them  on  my  wheel.  I  also  found  scarcely  any  diflerence 
of  power  required  to  propel  the  wheel  for  lack  of  ease  in  tread  and  resiliency 
common  in  all  other  attempts  at  what  you  have  secured  in  furnishing  a 
thorough  puncture-proof  tire.       Yours  very  truly, 

^    ^  ^  (Signed)       F.  A.  COPELAND. 


CHAS.  FITZ-QERALD,  Architect. 

MILWAUKEE,   WIS  ,   DcC.  17,   1898. 

Milwaukee  Patent  Puncture- Proof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen:— I  used  your  Patent  Puncture-Proof  Tires  on  my  wheel  the 
last  seas-on,  without  having  a  puncture  or  any  need  of  repairs,  in  the  same 
service,  in  which  I  had  the  misfortune  to  average  two  punctures  a  week  in 
the  season  of  1897,  when  I  used  the  ordinary  tires.  Therefore,  the  Milwaukee 
Patent  Puncture  Proof  Tire  has  given  m  very  great  satisfaction,  and  I  take 
pleasure  in  recommending  the  same.       Respectfully. 

(Signed)        CH\a.  FITZ-GERALD. 

Representatives  Wanted.     Write  for  prices  and  other 
information. 


WLDMUKCE  PtTEIIT  PUHCIURE-PROOF  TIRE  CO..  MILWIUKEE.  WIS..  U.  S.  t 


LJ 


The  Cycle  Age  and  Trade  Review 


HOI 


Entered  at  the  Chicago  Postofpice  as  Second-Class  Matter. 

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All  remittances  should  be  made  to  The  Cycle  Age  Company. 


When  one  kind  of  trouble  ceases  another  kind 
MAIL  usually  begins.  Bicycle  dealers  have  had  their 

ORDER  trouble  with  department  store  competition  in 

COMPETITION  ^^^  large  cities  and  with  curbstone  brokers  in 
the  smaller  ones.  In  the  natural  course  ot 
events  the  department  store  has  found  its  level.  Manufacturers 
have  discovered  that  they  lost  touch  with  the  public  if  the  quali- 
ties of  their  product  were  left  to  be  extolled  through  the  scant 
knowledge  of  department  store  clerks,  and  have  reverted  with 
renewed  faith  to  the  professional  bicycle  dealer  who  does  some- 
thing more  for  his  patrons  than  the  mere  surrendering  of  an 
article  of  commerce.  The  principle  that  "when  we  have  received 
your  money  we  are  done  with  you;  next!"  which  ie  inherent  in 
the  nature  of  the  large  stores,  has  been  proved  fallacious  for  all 
trade  in  bicycles  which  are  better  than  they  look,  and  by  tacit 
understanding  department  store  ovraers  have  returned  to  their 
old  policy  of  trading  exclusively  in  bicycles  which  are  worse  than 
they  look,  or  worse  than  their  previous  reputation  would  indi- 
cate. 

The  general  acknowledgement  of  this  among  the  public  and 
the  manufacturers  has  smoothed  the  road  for  the  professional 
bicycle  dealer.  His  professional  and  personal  guarantee  of  the 
bicycle  which  he  sells  and  his  ability  to  allow  credit  to  his  cus- 
tomers are  again  at  a  premium. 

The  restriction  of  credits  and  the  general  improvement  in 
manufacturers'  business  methods  have  removed  the  curbstone 
broker  and  reduced  the  number  of  competitors  for  retail  trade. 

With  these  facts  in  mind  the  cycle  dealer  has  generally  been 
preparing  himself  for  doing  a  prosperous  business  this  year  and 
has  observed  with  much  satisfaction  that  the  all-around  reduc- 
tion in  selling  prices  did  not  necessarily  imply  a  corresponding 
reduction  of  his  percentage  of  profit.  For  those  who  succeeded 
in  selling  a  goodly  number  of  bicycles  last  fall  to  the  lucky  agri- 
culturists who  had  disposed  of  their  wheat  at  war  prices,  it 
seems  more  or  less  likely  that  the  natural  increase  in  the  vol- 
ume of  this  rural  trade,  in  combination  with  the  decrease  in 
number  of  competitors,  would  operate  to  make  the  total  gross 
trade  as  satisfactory  as  the  percentage  of  profit,  and  altogether 
1899  has  been  looked  forward  to  as  a  promising  season  for  those 
who  would  read  the  signs  right  and  act  accordingly. 

The  devil  is  always  at  work  brewing  trouble,  however,  and 
iTSually  appears  in  an  attractive  guise.  This  time  he  is  mud- 
dling the  prospects  for  rural  trade  through  the  patent  inside  col- 
umns of  weekly  country  newspapers.  Alert  mail  order  houses 
have  discovered  that  a  bluff  is  a  capital  thing  with  which  to 
discountenance  any  pretense  on  the  part  of  rural  buyers  at 
knowing  a  good  bicycle  from  a  bad  one  at  sight,  and  now  pro- 
pose to  disarm  all  suspicions  that  might  prevent  such  customers 
from  forwarding  money  before  they  have  seen  the  goods  by 
calmly  offering  to  express  bicycles  to  any  destination  on  receipt 
of  one  dollar,  balance  of  'steen  dollars  and  cents  to  be  paid  the 
express  agent  after  examination  of  the  machine.  If  made  to 
people  who  would  know  much  more  about  the  bicycle  after  they 
had  seen  it  than  before,  this  proposition  would  be  the  ne  plus 
ultra  of  fairness.  As  it  is,  it  is  bound  to  produce  results,  and 
bicycle  dealers,  with  whose  plans  it  may  interfere,  may  be  wiser 
in  taking  measures  for  protecting  themselves  against  it  than  by 
disregarding  it.  The  price  is  low,  and  the  offer  is  made  so  early 
in  the  season  as  to  forestall  the  efforts  which  bicycle  dealers  usu- 
ally make  later  in  the  season  for  obtaining  that  country  trade 
which  depends  upon  the  agricultural  crops. 

Forewarned  is  forearmed.  Whether  the  mail  order  busi- 
ness turns  out  large  or  insignificant,  the  cycle  dealer  should  know 


that  unusual  inducements  are  being  offered  to  make  it  a  suc- 
cess. Advertisements  noticed  in  a  single  day  comprise  twenty- 
eight  country  newspapers,  chiefly  in  Iowa,  Illinois  and  South 
Dakota,  but  also  in  Nebraska,  Indiana,  Wisconsin,  Tennessee 
and  Louisiana,  all  v/orded  in  the  same  terms,  with  a  bottom 
note  suggesting  to  the  bicycle  dealer  that  he  may  readily  sell 
the  machines  ofCered  at  the  rate  of  one  per  week  with  an  80  per 
cent,  profit  added.  No  bicycle  dealer  will,  of  course,  be  so  fatu- 
ous as  to  ruin  his  business  by  attempting  to  sell  for  $30  what 
any  reader  of  newspapers  in  his  territory  may  obtain  for  less 
than  $20.  The  advertisers  themselves  probably  have  no  such 
expectations,  but  are  satisfied  if  the  note  will  instill  the  poi- 
sonous idea  in  the  reader's  mind  that  bicycle  dealers  are  in  the 
habit  of  doing  such  things. 

The  measures  of  defense  wiiich  the  policy  of  the  mail  order 
house  really  suggests  for  bicycle  dealers  must  be  on  a 
different  line,  and  must  take  the  form  of  retaliation  and 
enterprise.  Cheap  bicycles  are  openly  in  the  market,  and  sam- 
ples of  them  may  be  secured  by  any  dealer.  To  counteract  the 
effect  of  the  mail  order  advertisements  the  dealer  must  adver- 
tise his  cheapest  machines  with  complete  description,  as  well 
as  the  better  grades,  and  offer  inducements  to  his  rural  cus- 
tomers in  the  way  of  terms  that  will  tempt  them  to  secure 
possession  at  once,  or,  still  better,  pay  down  part  of  the  pur- 
chase money  in  advance. 


Dealers  in  bicycles  can  as  a  rule  not  afford 
GOOD  to  dip  deeply  into  the  game  of  cycle  racing. 

RACING  With  their  natural  instinct  for  the  sport  still 

PROSPECTS       alive,  though  latent  and  subdued  through  the 

exactions  of  business,  attention  to  racing  is 

likely  to  get   the  upper   hand   with  most  cycle  traders  to  the 

prejudice  of  business  interests,  if  indulged  in  the  whole-souled 

manner  of  bygone  days. 

Still  there  is  a  certain  degree  of  familiarity  with  racing 
events  which  customers  expect  of  the  dealer,  and  there  is  a 
stimulus  to  trade  in  racing,  which  may  easily  be  purchased  too 
dearly, .  but  which,  if  the  popular  interest  in  it  is  genuine  and 
spontaneous,  is  not  to  be  despised.  For  the  coming  season 
indications  point  to  a  revival  of  racing  in  the  form  which  should 
not  rest  heavily  on  the  trade,  because  it  is  likely  to  proceed 
from  the  public  without  much  prompting  or  subsidizing. 

The  L.  A.  W.  and  the  N.  C.  A.  are  both  in  the  field,  and, 
while  it  is  difficult  to  say  at  the  present  moment  whether  the 
latter  organization  will  succeed  in  enlisting  popular  support, 
it  seems  a  reasonable  surmise  that  it  will  at  least  stimulate 
the  larger  and  older  body  to  more  active  work.  Competition  in 
racing  matters  should  prove  a  healthier  factor  than  in  trade. 

Mechanical  pacing  and  the  rivalry  between  bevel-gear, 
roller-gear  and  chain  bicycles  also  combine  to  add  features  ot 
novelty  and  interest  to  racing  which  have  been  lacking  of  late, 
and  it  can  hardly  fail  that  the  powers  which  make  the  mare  go 
will  also  exert  their  influence  in  a  quiet  way  to  prove  which 
of  the  three  constructions  should  carry  the  laurel  wreath  for 
speed. 

A  little  time  spent  by  bicycle  dealers  to  keep  abreast  of  the 
situation  may  prove  a  profitable  investment. 


It  is  the  general  impression  that  all  the  markets  of  South 
America  are  rising  in  value  for  our  makers.  Such,  however,  is 
not  the  case.  In  Central  America  and  Honduras  there  has  been 
a  decline  in  the  year  from  $21,000  to  $7,000.  Mexico  shows  a 
falling  off  of  20  per  cent.  The  West  Indies  make  a  bad  show- 
ing, leaving  us,  in  point  of  money  volume  in  exports,  where  we 
were  three  years  ago.  Argentina,  on  the  other  hand,  is  ranked 
as  one  of  the  best  of  South  American  markets,  and  its  volume 
of  business  with  this  country  in  the  past  year  has  been  two 
and  one-half  times  as  great  as  in  the  previous  year.  Consid- 
ering the  heavy  shipments  into  Argentina,  it  is  strange  that 
the  demand  for  American  parts,  materials  and  sundries  is  so 
light.  Brazil  almost  doubled  its  purchases  last  year,  principally 
for  bicycles.  The  remainder  of  the  South  American  markets 
show  a  decrease  of  11  per  cent. 


602 


The  Cycle  Age  and  Trade  Review 


AUSTRALIAN  TRADE  AND  PRICES 


Heavy  Duties   and  English  Fittings  Bring  List  Prices  Up 
— Outlool<  for  American  flachines 


The  following  letters  from  Australia 
are  self-explanatory  and  are  given  in  full 
as  reflecting  accurately  the  state  of  the 
cycle  trade  of  the  antipodes: 

To  the  Editor.— Noting-  in  the  December  15 
issue  of  your  paper,  the  prices  of  bicycles  in 
Australia,  as  supplied  by  your  Sydney  cor- 
respondent, we  desire  to  state  that  as  this 
report  is,  in  a  measure,  confusing  to  Ameri- 
can and  Canadian  dealers  wishing  to  push 
their  goods  on  this  market;  we  herewith  en- 
close a  corrected  report  of  trade  conditions 
in  this  country  which  you  can  rely  on  for 
accuracy,  as  the  writer  thoroughly  under- 
stands the  cycle  trade  of  this  country. 

'  Bbantford  Bicycle  Supply  Co. 

Sydney,  N.  S.  W.,   Feb.  13. 

Large  Capital  Required. 

Australasia  is  divided  into  several  colo- 
nies, and  in  each  colony  the  duty  varies 
from  10  and  10  per  cent,  to  25  and  10 
per  cent,  on  the  ordinary  market  value 
of  the  goods  at  the  port  from  whence 
they  were  last  exported.  In  this  way  a 
factory  opening  a  branch  in  Sydney,  N. 
S.  W.,  must  pay  duty  when  distributing 
its  goods  on  the  Sydney  selling  value  of 
the  machines,  or  else  must  open  factory 
branches  in  the  seven  colonies,  which  is 
a  very  expensive  imdertaking  considering 
that  some  of  the  colonies  have  not  the 
population  of  one  good-sized  American 
city. 

In  conducting  Australian  trade  a  large 
capital  must  be  invested.  The  two  most 
successful  firms  have  been  the  Goold  Bi- 
cycle Company  of  Brantford,  Canada,  and 
the  Massey-HaiTis  Company  of  Toronto, 
Canada.  It  is  claimed  that  each  of  these 
firms  has  been  compelled  to  invest  at 
least  $250,000  in  opening  their  Australian 
branches. 

The  Range  of  Prices. 

The  first  lists  its  machines  in  Australia 
at  about  the  same_price  as  in  Canada.  The 
$75  model  sells  in  Australia  at  $82,  and 
their  $100  model  at  $105. 

The  second  company  lists  its  $75  Cana- 
dian model  at  $125,  but  this  list  price  is 
not  the  cash  price.  This  firm  consigns  ma- 
chines at  its  own  expense  to  country 
agents,  which  must  necessarily  raise  the 
retail  selling  price. 

The  Austral  Cycle  Agency,  another 
lai'ge  Australian  cycle  house,  is  an  off- 
shoot of  the  John  Grifiiths  Corporation 
of  London.  All  agencies  controlled  by 
this  firm  in  Australia  are  arranged  in 
London  by  the  head  ofiSce,  therefore, 
should  it  contemplate  taking  up  the  sale 
of  American  machines,  contracts  would 
have  to  be  placed  in  that  city.  Balance 
sheets  of  the  Grifiiths  Corporation,  it  is 
alleged,  show  a  loss  to  date  on  the  Aus- 
tralian trade  of  almost  half  a  million 
dollars. 

Consignment  System  Hurts  Business. 

Most  of  the  leading  American  machines 
are  represented  in  this  market,  but  the 
consignment  system  adopted  has  retard- 
ed rapid  progress. 

Most  of  the  English  and  American  man- 
ufacturers have  had  traveling  representa- 
tives cover  Australia,  and  in  their  anxi- 
ety to  get  trade  they  accepted  orders 
"cash  against  bill  of  lading."  When  the 
goods  arrived  they  were  in  many  in- 
stances left  in  the  hands  of  the  bank  to 
be  realized  on.  This  flooded  the  market 
with  English  and  American  bicycles  at 
any  price,  and  in  consequence  has  dam- 
aged the  Australian  trade.  It  is  a  well 
known  fact  that  fully  5,000  bicycles  were 
returned  to  English  factories  from  cus- 


tomers who  could  not  or  would  not  ac- 
cept delivery. 

American  makers  who  wish  to  open  up 
trade  in  this  country  must  supply  bi- 
cycles which  conform  to  Australian  ideas. 
A  bicycle  for  this  market  must  be  a  sub- 
stantial machine  with  strong  cranks 
(square  preferred),  detachable  tires  of 
the  very  heaviest  variety,  and  easy  spring 
saddles.  All  roadster  machines  must  be 
fitted  with  brake  and  guards. 

Neglect  of  Australian  conditions  on  the 
part  of  American  manufacturers  when 
shipping  bicycles  to  this  country  has 
done  much  to  prejudice  Australia  against 
the  American  machines. 

The  universal  tire  on  this  market  is  an 
English  detachable,  but  the  Australian 
model  is  very  much  heavier  than  the 
American  and  is  fitted  to  steel  rims.  The 
tire  for  Australia  must  have  a  heavy  rub- 
ber surface  and  the  strongest  kind  of  fab- 
ric. 

If  American  manufacturers  are  careful 
in  following  out  Australian  ideas,  Amer- 
ican and  Canadian  bicycles  will  eventual- 
ly secure  all  the  Australian  trade,  as  the 
English  makers  are,  as  a  rule,  very  much 
behind  the  times  in  all  improvements. 


PERSISTENT  ENGLISH  LIES 


American   Bicycles   Do   Not  Figure   in   Australian 
Auctions — Slioe  on  the  Other  Foot. 


To  the  Editor.— The  English  Cyclist  of 
December  14  says:  "The  last  Australian 
mail  brings  news  that  large  numbers  of 
American  cycles  are  still  being  put  up 
for  sale  by  auction."  This  is  character- 
istic of  the  lies  about  American  bicycles 
persistently  circulated  by  the  Cyclist,  for 
not  only  are  the  Yankee  manufacturers 
holding  their  own  with  the  English,  but 
in  some  sections  they  are  beating  them. 

The  firm  that  is  doing  more  auction 
business  than  any  other  is  the  Austral 
Cycle  Agency— a  pup  of  the  John  Griffiths 
Company  of  England.  It  deals  exclusive- 
ly in  English  machines,  and  has  put  more 
bicycles  on  the  market  by  auction  this 
last  six  months  than  any  other  dozen 
firms. 

Of  course  unfortunately  there  have 
been  a  number  of  American  wheels  sac- 
rificed at  auction;  but  I  write  in  the  in- 
terest of  fair  play. 

I  see  a  contributor  has  been  writing 
to  you  about  the  prices  American  wheels 
fetch  here,  but  you  must  remember  that 
in  most  cases  these  prices  are  for  the 
machines  fitted  with  Colonial  Dunlop 
tires  and  Westwood  steel  rims  and  Eng- 
lish Brooks  saddles.  This  adds  a  consid- 
erable sum  to  the  landed  cost. 

Your  contributor  forgot  to  mention  the 
Tribune.  This  is  sold  here  by  a  Sidney 
firm  for  £21,  with  the  firm's  own  name- 
plate  on. 

In  conclusion,  allow  me  to  congratu- 
late you  on  the  get-up  and  general  excel- 
lence of  your  paper.  It  stands  apart  from 
all  other  cycle  trade  papers,  inasmuch  as 
its  contents  repay  perusal  and  the  adver- 
tising pages  are  works  of  art  from  a 
printer's  point  of  view. 

An  Australian  Eeadee. 

Goulbum,  N.  S.  Wales,  Feb.  11. 


respondent  states  that  our  bicycle  is  a 
$35  machine  and  our  agency  was  offered 
to  the  Austral  Cycle  Agency  in  this  city. 

We  trust  you  will  contradict  the  report, 
as  articles  of  this  kind  circulated  here 
would  do  us  injury,  and  at  the  siame  time 
it  gives  the  American  manufacturer  a 
wrong  impression  of  Australian  condi- 
tions as  they  are. 

Our  bicycles  sell  in  Australia  at  the 
same  price  as  in  Canada.  Our  $75  model 
lists  in  Australia  at  £16  10s.  and  our  $100 
model  lists  at  £21. 

GooLD  Bicycle  Co. 

Sydney,  N.  S.  W.,  Feb.  13. 


Why  Exports  to  Australia  Decreased. 

The  returns  for  American  machines 
imported  into  Australia  have  greatly 
fallen  off  during  the  last  few  months,  the 
imports  for  one  month  towards  the  end 
of  1898  being  $20,000,  as  against  $75,000 
for  the  corresponding  month  of  1897. 
This  decrease  is  principally  traceable  to 
the  fact  that  the  Australian  market  was 
used  as  an  American  dumping  ground  for 
cheap-grade  machines,  with  the  result 
that  the  Australian  cycling  community 
has  had  such  a  lesson  that  it  will  be  a 
long  time  before  the  best  American  ma- 
chines will  be  able  to  recover  the  ground 
lost  through  the  short-sighted  policy 
adopted  by  many  American  manufactur- 
ers when  introducing  their  cycles  into 
this  country.— Australian  Cyclist. 


EXPORTS  FOR  JANUARY 


Almost  $200,000  Less  Than  in  January  of  1898  — 
Shipments  for  Week  Ending  March  7. 


Exports  of  cycles  and  cycle  materials 
from  the  United  States  for  the  month  of 
January,  1899,  contrasted  with  those  for 
the  same  period  of  last  year,  are  reported 
as  follows: 


1S9S 

United    Kingdom    $181,505 

France    47,360 

Germany    226,593 

Other   Europe    99,544 

British   America    24,244 

Central    America    945 

Mexico    5,017 

Santo   Domingo    15 

Cuba    763 

Porto   Rico   157 

Other   West   Indies 6,268 

Argentina    8,290 

Brazil    10,973 

Colombia    i,021 

Other  America    8,021 

China    i,869 

British   East   Indies 6,307 

Hong-Kong    165 

Japan    5,433 

Australia    21,691 

Other   Asia    5,464 

Africa   12,472 


1899. 

$  58,409 

76,253 

97,285 

65,857 

69,517 

275 

3,335 

96 

425 

190 

4,596 

28,584 

2,538 

152 

5,402 

581 

23,357 

144 

1,738 

14,957 

7,545 

13,292 

Totals  ?674,117    $474,728 

Exports  of  cycles  and  materials  from 
the  port  of  New  York  for  the  week  ending 
March  7  are  recorded  as  follows: 

Mtls. 

$  9,607 

6.738 

824 

375 

2,268 

543 


T^  ,  Bicycles. 

Denmark    ?  47  012 

Germany  21,837 

Sweden  20,082 

i^^frica        7,871 

England    5,132 

l^ussia  6,940 

Holland 5,900 

Italy  2,770 

Belgium   2,980 

Brazil  ggs 

Mexico   

Australia „ . "  ] " 

France    

British  West  Indies ' ." '. ". ". '. '. '. '. '. '. '. 

British  East  Indies  .   

Scotland  109 

Dutch  Guiana ..'.'.  20 

Switzerland  

Puerto   Rico   ]'. 

British  Guiana  

Prussia    

New  Zealand 

Central  and  other  South  Amer- 
ica           195 


2,547 


924 
851 
797 
507 


50 
42 
30 


102 

24 

110 

"a 

205 

"95 

70 


15 


Totals   1125,037    $23,604 


nisleading  Statement  Corrected. 

To  the  Editor. — We  notice  in  recent  is- 
sue of  your  paper  that  your  Sydney  cor- 


Asked  Police  to  Fix  Rentals, 

The  bicycle  livery  keepers  of  Toronto, 
Can.,  appeared  before  the  police  commis- 
sioners recently  and  asked  that  a  tariff 


The  Cycle  Age  and  Trade  Review 


603 


for  the  rental  of  wheels  be  fixed.  They 
wanted  a  charge  of  15  cents  for  the  first 
hour,  10  cents  for  the  second  hour,  and 
5  cents  for  each  additional  hour.  The 
matter  was  not  settled. 


SEPARABLE  REAR  HUB 


Allows    Removal   of    Wheel    Without    Disturbing 
Chain— For  Use  With  Gear  Cases. 


In  England  where  gear  cases  are  in  con- 
stant use  the  removal  of  the  rear  wheel  to 
mend  a  tire  puncture  or  accomplish  any 
other  repair  is  a  matter  of  no  little  bother 
unless  means  are  provided  for  slipping 
the  rear  hub  out  of  the  fork  ends  without 
disturbing  the  chain  and  its  cover.  To 
accomplish  this  end  W.  H.  Chapman  of 
London,  has  invented  and  patented  a  hub, 
the  barrel  of  which  is  in  two  parts,  allow- 
ing the  removal  of  the  main  part  without 
detaching  the  sprocket  wheel  and  the 
right  end  bearings  from  the  frame.  On 
the  sprocket  side  the  ball  cup  carriers 
form  an  extension  of  the  hub  shell  to 
which  it  is  screwed  by  means  of  a  collar 
which  screws  on  to  the  outside  of  the  shell, 
engaging  a  vertical  flange  on  the  cup 
while  a  horizontal  annular  flange  of  the 
cup  fits  into  the  hub  shell  interiorly. 

The  cone  on  the  sprocket  side  is  support- 
ed rigidly  in  the  rear  end  lug  of  the  frame 
by  a  nut  screwing  on  to  its  outer  threaded 
end.  The  spindle  has  a  rigid  head  on  its 
right  end  and  is  shouldered  to  fit  against 
the  end  of  the  right  cone  through  which 
it  passes.  Matching  threads  on  the  axle 
and  on  the  inner  end  of  the  cone  join  the 
two  to  support  the  cone  under  the  pres- 


sure of  the  bearing  when  in  use.  The  left 
axle  cone  slips  into  the  spindle  and  abuts 
against  a  shoulder.  A  threaded  collar  on 
its  outer  end  keeps  the  cone  from  falling 
entirely  out  of  place  when  the  axle  is 
withdrawn  from  the  hub. 

To  separate  the  hub  and  remove  the 
wheel  from  the  frame  the  collar  between 
the  sprocket  and  the  right  spoke  flange 
is  loosened,  the  left  axle  nut  removed  and 
the  axle  withdrawn  from  the  hub.  The 
wheel  is  then  slipped  far  enough  to  the 
left  to  free  the  hub  barrel  from  the  right 
ball  cup  and  is  removed  from  the  frame. 
The  right  end  bearing  parts  will  remain 
in  the  frame  and  the  left  ones  will  be  de- 
tached with  the  hub.  After  the  wheel  has 
been  replaced  and  the  left  axle  nut  tight- 
ened the  adjustment  of  the  bearings  will 
be  the  same  as  before.  The  most  serious 
disadvantage  of  the  hub  seems  to  be  that 
a  considerable  amount  of  space  is  lost  be- 
tween the  sprocket  and  the  right  spoke 
flange,  and  that  the  ball  cup  on  the 
sprocket  side  is  subjected  to  a  breaking 
strain  which  does  not  go  well  with  the  ac- 
curate circularity  required  of  bearing 
parts  nor  with  the  nature  of  tempered  tool 
steel. 


Three  Mechanical  Joints. 

United  States  patents  have  been  al- 
lowed Henry  Belcher  and  Frederick 
Easom  of  Beeston,  England,  on  three 
forms  of  mechanical  or  brazeless  joints. 
In  the  first  the  connecting  lug  is  split  and 
drawn  tightly  down  around  the  frame 
tube  by  a  screw  draw  bolt  held  from  re- 
volving by  a  small  pin  and  notch  engage- 


ment similar  to  that  formerly  employed 
in  cross  compression  bolts  at  split  seat 
clusters.  A  short  cross  tube  surrounding 
the  draw  bolt  reinforces  the  frame  tube. 

In  the  second  form  of  joint  the  wall  of 
the  lug  is  left  solid  and  the  end  of  the  en- 
tering frame  tube  is  split.  A  split  cross 
tube  coinciding  with  the  side  holes  in  the 
tube  and  lug  is  fastened  inside  of  the 
frame  tube.  Through  this  tube  a  taper 
drawbolt  is  drawn  by  tightening  down  its 
nut  and  the  cross  tube  is  thus  expanded. 
The  expansion  of  the  cross  tube  expands 


Tf/iCytLE-AOE. 


the  split  end  of  the  frame  tube  so  that  the 
latter  is  bound  tightly  within  the  connect- 
ing lug. 

The  third  joint  also  employs  a  split 
tube  end  but  the  expansion  is  obtained  by 
two  set  screws  entering  through  holes  di- 
ametrically opposite  to  each  other  in  the 
lug.  The  screws,  each,  enter  a  threaded 
hole  in  an  integral  extension  from  the  in- 
ner wall  of  a  split  reinforcement  inside 
the  frame  tube.  Turning  the  set  screws 
draws  the  sides  of  the  reinforcement  or 
liner  outwardly  against  the  frame  tube 
and  expands  it  till  it  binds  against  the 
inner  wall  of  the  lug. 


SIMPLE  ONE=SIDE  PEDAL 


Plates  Formed  in  One  Piece— Parts  Held  Together 
By  Expansion  of  Pedal  Barrel. 


The  popularity  of  low  crank  hangers 
has  brought  out  the  fact  that  one-sided 
pedals  are  desirable  for  gaining  clearance 
between  the  pedal  and  the  ground.  Emil 
Klahn  of  West  Hoboken,  N.  J.,  invented 
and  patented  a  pedal  of  this  character 
which  is  shown  in  the  accompanying 
illustration.  The  spindle  and  bearings  are 
contained  in  a  sleeve  of  straight  tubing. 
The  cups  abut  against  the  ends  of  the 
sleeve  and  are  retained  in  position  by 
rings  which  slip  on  over  the  ends  of  the 
sleeve. 

The  foot  plates  axe  made  together  in 
one  piece,  being  up-curved  projections 
from  the  sides  of  the  semi-circular  shell 


nc  CKicAoe- 


which  fits  around  the  under  half  of  the 
pedal  barrel.  The  end  rings  have  two  di- 
ameters, each  being  made  with  a  curve  on 
their  lower  half  sufficiently  larger  than 
that  on  the  upper  half  to  accommodate 
the  foot  plate  shell  between  it  and  the 
pedal  barrel.  They  are  also  each  split 
longitudinally  at  two  joints  diametrically 
opposite  to  each  other  to  allow  passage 
over  the  foot  plate  shell.  The  inner  bar- 
rel or  sleeve  is  longitudinally  split  along 


its  under  side  where  the  opening  will  be 
covered  by  the  semi-circular  shell  and  is 
made  slightly  larger  than  the  inside  di- 
ameters of  the  shell  and  end  rings.  The 
parts  are  to  be  so  proportioned  that  the 
pedal  will  remain  normally  with  the 
tread  uppermost.  If,  however,  this  can- 
not be  successfully  accomplished  a  curved 
tongue  might  be  formed  integral  with  the 
rear  foot  plate,  bent  downward  into  such 
a  position  that  it  would  aid  the  foot  in 
picking  up  the  pedal. 


NON=DISTORTINQ  VULCANIZER 


Tire  Inclosed  in  Mold— Form  Sometimes  Improved 
During  Vulcanization. 


F.  R.  Chamberlain  of  Newton,  Mass.,  is 
the  inventor  and  patentee  of  the  vulcaniz- 
er  shown  in  the  accompanying  illustra- 
tion. The  special  objects  aimed  at  in  its 
construction  are  to  avoid  distortion  of  the 
tire  to  which  a  patch  is  being  vulcanized 
and  to  render  the  vulcanization  of  fresh 
rubber  patches  on  an  old  tire  as  sure  as 
the  vulcanization  of  a  newly  made  tire. 
The  appliance  consists  mainly  of  two 
metal  rings  matching  one  another  and 
each  having  a  semi-circular  groove 
around  its  face,  the  two  grooves  when 
joined  forming  a  complete  circular  mold 
for  the  entire  tire.  The  lower  ring  is 
fastened  rigidly  to  the  bed  of  the  machine 


Thc  Cycle.  Aat^ 


while  the  upper  is  vertically  adjustable  so 
that  it  may  be  raised  sufficiently  to  slip 
the  tire  in  place  between  the  two.  Each 
ring  is  also  provided  with  an  interior  an- 
nular chamber  which  contains  the  steam 
or  hot  air  used  for  vulcanizing.  These 
heat  chambers  are  divided  into  eight  inde- 
pendent sections  each  of  which  is  provid- 
ed with  a  steam  intake  pipe  and  also  a 
discharge  cock. 

After  the  tire  has  been  patched  it  is 
placed  between  the  molds  and  inflated  to 
the  proper  degree.  Steam  is  then  turned 
into  the  section  covering  the  location 
of  the  patch.  As  each  ring  has  independ- 
ent steam  pipes  the  heat  may  be  limited 
to  one  side  of  the  mold  if  the  patch  is  on 
the  side  of  the  tire.  If  it  is  on  the 
tread  or  extends  all  around  the  tire  the 
heat  is  turned  into  both  moulds  at  the 
place  where  the  patch  was  made. 

This  vulcanizer  maintains  and  often 
improves  the  shape  of  the  tire  being 
mended  but  is  comparatively  expensive  to 
manufacture,  and  takes  but  one  size  tire. 
It  also  occupies  considerable  space.  It 
therefore  seems  to  be  intended  for  manu- 
facturers more  than  for  repairmen. 

Its  general  design  would  point  to  espe- 
cial usefulness  of  the  machine  for  repair- 
ing rim  chafed  tires. 

The  patent  is  assigned  to  the  Newton 
Rubber  Works. 


604 


The  Cycle  Age  and  Trade  Review 


SOLDERED  FRAME  JOINTS 


Factor  of  Safety  Sufficient  for  Practical  Purposes 
Blasting  and  Filing  Obviated 


Sand 


To  the  Editor.— At  this  time,  "when 
manufacturers  are  displaying  much  in- 
terest in  frame  construction  and  joint 
forming  methods,  both  from  a  standpoint 
of  economy  and  structural  excellence,  the 
writer  would  like  to  call  attention  to  a 
few  of  the  advantages  of  a  frame  joining 
plan  which,  while  it  may  not  be  new,  has 
never  as  yet  been  credited  with  suflS- 
cient  merit  to  cause  more  than  trivial 
experiment.  The  scheme  is  nothing  more 
or  less  than  that  of  soldering  together 
frame  connections  instead  of  brazing 
them  as  is  commonly  practiced,  and  while 
at  first  thought  existing  prejudice  may 
make  the  proposition  sound  foolish,  care- 
ful consideration  ought  to  convince  that 
soldering  properly  executed  has  many 
points  in  its  favor. 

Great  Tensile  Strength  Not  Needed. 

The  first  objection  raised  each  time  sol- 
dered joints  are  mentioned  is  that  there  is 
not  enough  strength  in  the  solder.  Rest- 
ing upon  this  assumption  cycle  mechan- 
ics have  declined  to  give  soldering  fur- 
ther thought.  Of  course  it  would  be  ridic- 
ulous to  say  that  soft  solder  was  just  as 
strong  as  brass  spelter,  but  that  is  not 
the  important  question  in  relation  to  its 
use  in  bicycle  joints.  The  question  is 
this:  Is  it  strong  enough  for  the  pur- 
pose? And  if  so,  what  are  its  advantages 
over  spelter  ?  In  all  of  the  approved  forms 
of  frame  joints  great  tensile  strength  is 
not  required  of  the  soldering  metal.  The 
frame  tubes  run  either  inside  or  outside 
of  the  connecting  lug,  and  in  high-class 
construction  fit  snugly.  Were  butt  end 
flush  joints  in  use  now  solder  would  be 
out  of  the  question,  but  as  they  are  not, 
at  least  to  any  great  extent,  it  is  sufficient 
to  say  that  any  solder  which  is  strong 
enough  to  keep  the  tubes  from  slipping 
from  the  lugs  or  loosening  under  torsion- 
al strains  and  under  constant  vibration 
is  strong  enough  for  practical  purposes. 
Brass  brazed  joints  have  loosened;  not, 
however,  because  the  tensile  strength  of 
the  spelter  was  too  low,  but  because  there 
was  practically  no  brass  in  the  joint. 

Actual  Tests  of  Soldered  Joints. 

It  is  known  to  the  writer  that  in  1893 
a  Chicago  rider  while  out  in  the  country 
several  miles  from  home  made  a  solder 
repair  which  demonstrated  that  soft  sol- 
der is  not  so  weak  that  its  only  useful- 
ness is  inside  tin  shops  and  tinkers'  work 
rooms.  The  seat  post  on  the  bicycle  was 
of  the  pattern  shown  in  Fig.  1,  the  hori- 
zontal arm  being  a  solid  rod  about  one- 
half  inch  in  diameter  and  being  bent 
downward  at  its  forward  end  and  brazed 
inside  of  the  hollow  seat  post  stem.  The 
brazing  never  having  been  well  executed 
and  failing  suddenly,  the  rider  was  com- 
pelled to  repair  it  in  some  manner  in  or- 
der to  get  home.  He  accordingly  stopped 
at  an  electric  light  station  and  borrowed 
the  electrician's  soldering  outfit,  which 
was  of  the  common  portable  kind,  and 
soldered  the  arm  of  the  post  into  the 
stem.  Several  days  afterwards,  from 
mere  curiosity,  an  experiment  was  made 
to  test  the  holding  strength  of  the  solder. 
The  stem  B  of  the  post  was  clamped  in 
a  vise  and  with  a  heavy  hammer  the  arm 
A  was  pounded,  the  intention  being  to 
loosen  the  soldered  joint.  The  solder 
failed  to  give  readily,  however,  and  the 
arm  was  bent  downward  to  the  position 
C,  indicated  in  dotted  lines,  without  the 
solder  having  apparently  been  affected. 


In  1897  a  cycle  mechanic  soldered  to- 
gether, by  way  of  experiment,  the  upper 
and  lower  frame  tubes  and  the  steering 
head  of  a  bicycle  frame.  The  joints  were 
then  tested  to  destruction  and  the  factor 
of  safety  of  the  soidered  joints  was  found 
to  be  greater  than  that  of  the  tubing.  As 
a  result  of  this  test  a  western  cycle  manu- 
facturer was  induced  to  build  two  com- 
pletely soldered  frames,  one  for  his  own 
experimenting  and  the  other  for  the  me- 
chanic who  had  made  the  test.  The  for- 
mer machine  when  completed  was  placed 
in  the  hands  of  a  man  who  was  engaged 
in  trimming  street  electric  arc  lamps  in 
a  suburban  town  where  the  roads  were 
in  none  too  good  condition.  The  electri- 
cian weighed  nearly  200  pounds  and  al- 
ways started  on  his  rounds  with  50  pounds 
of  fresh  carbons  in  a  leather  case  hung 
from  the  handle  bars  of  his  bicycle.  After 
the  machine  had  been  in  use  for  a  couple 
of  weeks  the  joint  between  the  seat  mast 
and  the   crank   bracket  loosened,   it  not 


THtCYCL£:A6r£^ 


having  been  well  soldered  in  the  first 
place.  This  was  remedied  without  spoil- 
ing the  enamel  and  the  machine  carried 
its  rider  through  the  season  without  fur- 
ther misfortune.  In  fact,  for  all  that  is 
known  to  the  contrary,  the  bicycle  is 
still  in  use. 

The  other  machine  built  at  the  same 
time  was  in  use  every  day  during  the 
summer  of  '97  and  caused  not  the  slight- 
est trouble.  It  was  stolen  late  in  the 
fall  and  nothing  was  learned  of  its 
whereabouts  till  the  summer  of  1898, 
when  a  bicycle  answering  its  description 
was  reported  to  have  been  brought  to  a 
certain  repair  shop  to  have  the  frame 
cut  down  from  24  inches  to  22  inches. 
The  repairer  stated  that  when  he  put 
the  frame  in  the  brazing  flame  to  unbraze 
some  of  the  joints  the  entire  frame  fell  to 
pieces.  Having  a  natural  horror  for  sol- 
der he  immediately  refused  to  complete 
the  frame  cutting  job,  claiming  the  bi- 
cycle to  be  a  cheap  bargain  counter  ma- 
chine. 

No  riore  Injured  Tubing. 

These  instances  of  soldering  actually 
accomplished  and  given  road  tests  show 
that  regular  frame  flttings  intended  to 
be  brazed  may  be  soldered  together  in 
what  is  perhaps  a  crude  fashion  and  still 
possess  enough  strength  to  give  hard 
service.  The  assumption  may  then  be 
made  that  were  frame  parts  properly  de- 
signed for  being  soldered  together  and 
them  soldered  by  approved  means  which 
would  insure  perfect  imion  of  the  con- 


nections, the  result  would  not  only  be 
satisfactory,  but  perhaps  a  heavy  blow 
to  the  scoffers  at  solder. 

If  it  be  true  that  the  factor  of  safety  of 
a  soldered  joint  is  equal  to  or  greater 
than  that  of  the  frame  tubes  of  the  bicy- 
cle, then  the  factor  of  safety  of  an  entire 
frame  as  a  unit  ought  to  be  more  than 
that  of  a  brazed  frame.  While  the  brazed 
joint  may  possess  a  much  greater  initial 
strength  than  the  soldered  one,  it  must 
not  be  overlooked  that  in  order  to  accom- 
plish the  brazing  the  life  of  the  tubing 
in  the  frame  has  been  more  or  less  in- 
jured, according  to  the  caution  and  skill 
displayed  in  brazing.  When  a  frame  is 
soldered  the  heat  to  which  the  metal 
parts  are  subjected  hardly  exceeds  400  de- 
grees Fahrenheit  and  cannot  possibly  in- 
jure the  steel.  So  if  the  strength  of  the 
soldered  joint  is  equal  to  the  strength  of 
the  tubing,  and  the  vitality  of  the  tubing 
is  greater  after  having  been  through  the 
soldering  process  than  when  having  been 
brazed  to  the  lugs,  the  general  life  of  the 
frame  must  surely  be  greater. 

Frame  Finishing  Eliminated. 

There  is  one  other  item  in  favor  of 
the  soldered  frame  which  amounts  to  no 
small  matter  in  these  days  of  reduced 
profits  and  low  manufacturing  costs.  It 
is  that  by  soldering  frames  together 
much  if  not  all  of  the  work  expended  in 
finishing  frames  after  brazing  and  before 
enameling  is  made  unnecessary.  After 
soldering  there  is  no  sand  blasting,  no 
pickling  and  but  little  filing.  The  solder- 
ing, if  properly  accomplished,  can  be  ex- 
ecuted at  a  less  cost  than  brazing  and 
twenty  to  fifty  cents  in  finishing  saved  on 
each  frame. 

Practical  Methods  of  Soldering. 

Fig.  2  illustrates  a  preferred  form  of 
construction  for  soldered  joints.  The  con- 
necting lugs  should  be  bored  tapering  and 
the  ends  of  the  frame  tubes  taper  swaged 
to  match.  Then  the  inside  of  the  lugs 
and  the  ends  of  the  tubing  should  be 
given  a  light  pickle  treatment  in  dilute 
hydrochloric  acid  in  order  to  clean  them 
for  the  receiption  of  the  solder.  The 
pickle  need  not  be  strong  enough,  nor  the 
duration  of  its  action  long  enough,  to 
injure  the  tubing.  After  cleaning  the 
lugs  and  the  tube  are  thinly  tinned  with 
a  solder  composed  of  about  equal  parts 
of  tin  and  lead,  though  the  proportion 
may  advantageously  be  55  per  cent,  tin 
and  45  per  cent.  lead.  The  frame  tubes 
and  lugs  are  next  assembled  and  forced 
together  lightly,  the  joints  being  heated 
sufiiciently  to  melt  the  solder  while  under 
pressure.  A  sure  joint  is  thus  insured 
and  there  is  no  solder  at  any  point  on 
the  frame,  inside  or  out,  except  where  it 
is  wanted  and  where  it  will  render  serv- 
ice. 

A  hand  gas  torch  furnishes  heat  enough 
to  melt  the  solder  and  all  of  the  joints  in 
a  frame  may  by  it  be  heated  while  the 
frame  is  in  a  suitable  jig.  Good  machin- 
ing of  the  lugs  and  accurate  swaging  of 
the  tubing  are  the  only  primary  require- 
ments to  satisfactory  results. 

Systematic  Practice  in  Large  Shops. 

In  a  large  factory,  where  a  multiplicity 
of  jigs  can  be  had,  an  oven  might  be 
rigged  up  in  which  a  traveling  crane 
would  carry  jigged  frames  in  at  one  end 
and  out  at  the  other  in  regular  succes- 
sion, each  frame  having  been  heated  in 
its  travel  through  the  oven  sufiiciently  to 
cause  the  melting  of  the  solder  in  the 
joints.  The  connecting  lugs  can  be  left 
with  a  definite  wall  thickness  at  the  ends 
of  the  branches  and  an  ordinary  outside 
joint  obtained  or  the  wall  can  be  finished 
to  a  feather  edge  and  a  fiush  joint  effect 
secured.  As  the  melting  point  of  the  sol- 
der is  in  the  neighborhood  of  400  degrees, 
all  enamels  baking  at  temperatures  lower 
than  this  may  be  safely  applied  to  the 
soldered  frames. 

Frame  Bxjildee. 


The  Cycle  Age  and  Trade  Review 


05 


\> 


TRADE 
MARK    {( 


The  following  wood  rim  manufacturers  are  the  only  ones  who  are  authorized 

to  manufacture 

Duitlop  Rims 

and  their  makes  of  wood  rims  are  the  only  ones  on  which  our  tire  is  guaranteed. 
Other  wood  rim  manufacturers  claiming  to  have  our  measuring  bands  and  templates  are  guilty 

of  willful  misrepresentation. 


Cbe  Jdnerican  Dunlop  Cire  Company 

Belkonic,  n.  3.  GMcago,  Til. 


Fairbanks-Boston  Rim  Co.,  Bradford,  Pa.,  and  Bedford,  Mass. 
Kundtz  Bending  Co.,  Cleveland,  O. 

Olds  Wagon  Works,  Ft.  Wayne,  Ind. 

State  of  Maine  Wood  Rim  Co.,  West  Paris,  Me. 


TRADE 
MARK     I  ( 


The  Sterling 


(( 


BUILT  LIKE  A  WATCH" 


THAT  THAT  IS  IS  THAT  THAT  IS  NOT  IS  NOT. 

Properly  punctuated,  this  emphasizes  the  well  known 
fact  that  a  bicycle  that  is  STRICTLY  HIGH  GRADE 
and  of  established  reputation,  represents  money  well 
invested;  while  the  one  that  is  not  up  to  standard  is 
simply  an  expensive  object  lesson. 

STERLINGS  are  highest  grade  because  they  are  made  so. 

BIG  DISCOUNTS  DO  NOT  INDICATE  FIRST  QUALITY. 

STERLING  net  prices  may  not  be  as  glittering  as 
some  others,  but  they  are  right,  and  the  difference 
goes  into  the  construction. 


Do   you   wish   quotations    and   descriptive   catalog? 


\TERLING  (YCLtWORKS  KENWIIiCWe 


STERLING  CVCLE  WORKS 


606 


The  Cycle  Age  and  Trade  Review 


MARVELS  IN  LITERATURE 


Two  Samples  of  Daily  Newspaper  Work  Intended  to  Help 

the  Bicycle  Trade 


No  sooner  are  the  rigors  of  winter  at 
an  end  than  up  bobs  the  scribbler  for 
the  country  paper  with  his  hardy  annual 
essay  on  bicycle  fashions.  The  scribbler 
may  be,  and  usually  is,  about  as  wise  as 
a  frog  concerning  his  subject,  but  his 
enthusiasm  glows  so  fresh  and  strong 
that  his  intellectual  blight  is  not  resent- 
ed by  the  trade  he  aims  to  serve.  He  is 
no  trimmer,  however;  he  never  hedges 
in  opinion;  he  is  Sir  Oracle.  Out  in  Clin- 
ton, la.,  this  is  his  favorite  vein: 

Talking  Through  His  Hat. 

The  improvements  on  wheels  this  year  are 
extensive.  The  30-inch  wheels  are  the  talk- 
ing points  of  many  bicycle  dealers  and  they 
are,  without  doubt,  better  than  the  old 
standard  28-inch  wheels,  for  the  reason  that 
a  large  wheel  will  run  more  easily  and  long- 
er after  it  is  started  than  a  smaller  one, 
and  this  explains  why  there  are  so  many 
of  them  being  sold  by  manufacturers  all 
over  the  country.  Some  say  the  big  wheel 
can  not  be  kept  true.  It  can  if  it  is  looked 
after   occasionally. 

The  hub  recognized  to  be  the  most  per- 
fect for  30-inch  wheels  is  on  the  bi- 
cycle. The  ferrule  on  this  hub  extends  one 
inch  above  the  hub  proper.  Twenty-eight 
inch  spokes  are  used  instead  of  the  30-inch, 
which  does  away  with  all  possibility  of  the 
rims  becoming  twisted. 

The  frames  used  on  these  large  wheels 
have  an  inch  more  drop. 

Some  "Late  Improvements." 

There  are  no  center  pins  to  work  loose, 
which  makes  the  wheel  sound  like  a  loco- 
motive going  up  grade,  and  it  gives  the  bi- 
cycle a  finer  appearance  than  the  old  time 
three  piece  crank.  The  two  piece  crank  is  a 
late  improvement,  but  it  is  not  so  popular 
as  the  one  piece  and  Is  used  mostly  on  the 
cheaper  grade  of  wheels,  which  are  being 
sold  at  $20  and  $30. 

The  expanders  in  the  handle  bar  and  sad- 
dle post  are  not  as  important  as  the  other 
many  improvements,  but  they  do  away  with 
the  clumsy  bolts  and  clamps,  which  were  so 
numerous  in  the  wheels  of  two  years  past, 
but  not  so  with  the  one  piece  crank,  which 
is  the  admiration  of  every  rider  who  has 
one  on  his  wheel. 

A  Precocious  Scribbler. 

To  the  author  of  the  following  effu- 
sion, however,  one  is  inclined  to  be  less 
tolerant,  for  he  hails  from  Rochester,  a 
cycle  manufacturing  city,  and,  in  addi- 
tion to  perverting  public  sense  with  re- 
spect to  bicycle  building,  betrays  an  ig- 
norance which  is  out  of  keeping  with  his 
opportunities  for  gaining  true  knowl- 
edge: 

A  reporter  of  the  Post  Express  was  shown 
through  the  factory  of  one  of  the  large 
cycle  manufacturing  companies  yesterday, 
where  the  bicycle  in  various  stages  of  in- 
completlon  is  in  the  hands  of  the  workmen. 
The  tour  of  the  factory  began  on  the  top 
floor.  One  of  the  first  things  necessary  in 
the  building  of  a  bicycle  is  the  tubing  and 
the  wheel  spokes,  and  before  these  begin 
their  career  in  bicycledom,  they  are  put 
through  a  nickel  plating  process. 

Tubing  in  the  Nickeling  Vats. 

Electricity  plays  a  large  part  in  this  pro- 
cess, the  wires  and  tubing  being  hung  in 
the  chemical  vats,  which  are  so  charged 
with  electricity  as  to  cover  the  surface  of 
the  wire  with  a  coating  of  polished  metal. 

Another  fundamental  in  cycle  making  is 
the  brazing,  the  process  which  furnishes  the 
greatest  strength  to  the  most  important 
part  of  the  machine.  This  is  one  of  the 
really  important  things  in  the  making  of  a 
wheel,  and  careless  workmanship  would 
render  the  entire  wheel  frame  worthless.  It 
is  here  that  the  metal  is  tested  and  the 
brass  finishings  melted  and  moulded  into 
shape.  Terrific  heat  is  required  for  this. 
Another  interesting  department  is  that  of 
the  enameling,  which  is  all  handwork.  The 
furnaces  required  for  the  baking,  necessary 
to  give  the  desired  finish,  are  kept  at  a  tem- 
perature of  600  degrees. 

The  "Wheel  Turning"  Machine. 

One  ponderous  appearing  machine  is 
known  as  the  wheel  turning  machine,  and  it 
is  in  that  the  hub  and  spokes  are  made  per- 
fect before  the  wheel  goes  to  the  assembly 


room  to  become  part  of  a  bicycle.  The  naa- 
chine  puts  equal  tension  on  each  spoke,  and 
gives  perfect  balance.  The  bifegest  machine 
in  the  shop  and  the  most  formidable  in  ap- 
pearance is  one  which  chews  up  heavy  steel 
tubing  and  turns  it  into  hubs.  Another  ma- 
chine which,  by  reason  of  its  deeds,  endears 
itself  to  every  rider,  is  the  vulcanizer,  which 
applies  a  piece  of  rubber  on  a  tire,  in  such  a 
way  that  the  tire  forgets  it  was  ever  punc- 
tured. 

Conclusions  of  a  Rabbit. 

In  the  assembly  room  is  gathered  from  the 
various  departments  everything  necessary 
to  the  building  of  a  wheel.  There  are  at 
least  a  half  hundred  different  kinds  of  bolts 
and  nuts,  and  washers  and  countless 
screws,  and  the  absence  of  one  of  these  is 
fatal  to  the  wheel. 

The  generally  accepted  theory  of  laymen, 
that  each  wheel  is  tested  before  shipment, 
is  not  demonstrated  at  the  cycle  w^orks. 
Each  separate  piece  of  machinery  in  the 
wheel  is  tested  and  the  wheels  are  as  they 
should  be,  when  the  various  parts  of  it  are 
put  together.  The  manager  said  he  doubted 
very  much  if  any  large  factory  tested  each 
wheel   before   sending   it   out. 

The  moral  of  both  of  the  foregoing  ar- 
ticles is  this:  Agents  and  makers  should 
be  at  pains  to  educate  the  reporters  for 
the  daily  press,  else  the  money  they 
spend  in  advertising  will  merely  be  used 
to  destroy  the  intelligent  effort  that  is 
being  put  forth  to  enlighten  the  public 
concerning  cycle  construction. 


Frame  Stamped  from  Sheet  Steel. 

A  United  States  patent  has  been  grant- 
ed to  John  MacKenzie  of  Middlesborough, 
England,   on  his  stamped  bicycle  frame 


7Ti£  OCLC  AOC^ 


previously  patented  in  Europe.  The  frame 
is  made  from  two  steel  metal  stampings, 
each  representing  a  one-half  section  of 
the  finished  tubular  construction.  The  sec- 
tions join  tightly  together  at  the  seat 
mast,  upper  frame  rail  and  steering  head 
and  are  here  fastened  either  by  riveting, 
clinching  or  brazing.  Along  the  lower 
reach  the  two  sections  do  not  engage  each 
other  but  are  spread  to  receive  the  crank 
bracket  between  them.  The  rear  portions 
are  also  left  a  short  distance  apart  to 
form  the  rear  stays  and  forks.  The  lower 
frame  reach  and  the  rear  forks  and  stays 
are  thus  semicircular  in  cross  section. 


Make  Your  Customers  Comfortable. 

Very  few  bicycle  salesmen  realize  the 
importance  of  having  a  customer  comfort- 
able and  at  ease  when  attempting  to  make 
a  sale,  says  the  house  organ  of  H.  A. 
Lozier  &  Co.  Have  a  comfortable  seat 
for  your  prospective  purchaser  and  do  not 
enter  into  a  long  explanation  as  to  the 
merits  of  your  bicycle  while  he  is  stand- 
ing. He  will  soon  become  tired  and  his 
attention  will  wander  in  spit©  of  your 
most  persuasive  eloquence.  If  he  is  com- 
fortably seated  he  is  likely  to  give  you 
his  careful,  undivided  attention  and  will 
not  feel  impatient  for  you  to-  finish  your 


talk.  Neither  can  you  expect  to  hold  your 
customer's  attention  to  the  machine  you 
are  trying  to  sell  him  if  he  is  surrounded 
by  a  number  of  other  models  of  various 
kinds.  Endeavor  to  have  some  corner  or 
portion  of  your  store  free  from  bicycles  or 
distracting  mechanical  devices,  and  when 
you  have  your  customer  comfortable  in 
mind  and  body,  bring  before  him  the  ma- 
chine you  wish  to  sell  him.  If  he  prefers 
some  other  model  take  it  away  and  bring 
to  him  the  model  he  desires  to  see,  but 
do  not  allow  his  mind  and  eye  to  ramble 
over  a  number  of  different  machines  at 
the  same  time.  If  you  allow  a  prospective 
purchaser  to  ramble  along  a  row  of  bi- 
cycles in  an  aimless  sort  of  a  way  without 
finally  centering  his  attention  on  one  par- 
ticular model,  he  is  liable  to  leave  your 
store  in  a  state  of  indecision  fatal  to  your 
sale. 


PATENT  OFFICE  BUSINESS 


Applications  Received  and  Allowed— Recommenda° 
tions  for  Facilitating  the  Work. 


The  United  Patent  Ofiice  received  33,- 
915  applications  for  patents,  1,843  for  de- 
signs and  84  for  reissues  during  1898. 
Of  these  22,207  were  allowed,  including 
designs.  The  receipts  of  the  office  over 
expenditures  were  $1,538.28.  The  bal- 
ance to  the  credit  of  the  ofiice  in  the 
government  treasury  is  $4,972,976.34. 

The  commissioner  asks  for  additional 
room,  for  an  increased  force  in  the  clas- 
sification division,  and  for  more  stenog- 
raphers and  typewriters.  The  annual 
appropriation  for  the  scientific  library 
has  for  years  been  inadequate. 

The  following  amendments  to  the  pat- 
ent and  trade-mark  laws  are  recommend- 
ed: 

1.  Providing  for  a  commissioner  and 
assistant  commissioner  for  a  stated  term, 
not  less  than  six  years.  There  have  been 
since  1870  fourteen  commissioners. 

2.  To  limit  the  life  of  all  patents  to 
twenty  years  from  the  filing  of  the  appli- 
cation. At  present  it  is  possible  to  keep 
applications  alive  for  an  indefinite  num- 
ber of  years. 

3.  Permitting  aliens  to  file  caveats. 
This  is  recommended  for  the  sake  of 
probable  concessions  fiom  foreign  coun- 
tries. 

4.  For  the  publication  of  3,000  addi- 
tional copies  of  the  Patent  Office  Ga- 
zette, to  be  apportioned  among  senators 
and  representatives,  to  be  distributed 
among  manufacturers  and  mechanics. 

5.  To  provide  for  the  registration  of 
trade-marks  used  in  interstate  commerce. 

6.  Providing  a  fee  of  $5  for  petitions 
in  interlocutory  proceedings. 


Hint  for  Credit  Men. 

Credit  men  in  manufacturing  estab- 
lishments should  be  on  their  guard 
against  an  individual  who  signs  himself 
Marshall  Larkin  and  wishes  quotations 
on  bicycles,  parts,  sundries,  etc.  A  Chi- 
cago commercial  agency  furnishes  this 
information  concerning  Larkin:  A  short 
time  ago  one  Patrick  Larken — Patrick 
and  Marshall  are  supposed  to  be  twin  in 
business^stepped  into  the  agency  and, 
after  stating  that  he  lived  at  532  Corne- 
lia avenue  in  that  city,  averred  that  he 
was  worth  $30,000.  This  was  two  months 
ago.  At  that  time  Larkin  said  he  under- 
stood upon  reliable  authority  that  bi- 
cycles costing  $15  could  be  retailed  with 
ease  at  $40,  and  was  desirous  of  a  credit 
rating  in  making  purchases.  Inquiries 
are  coming  in  to  the  commercial  agency 
from  different  concerns  requesting  infor- 
mation as  to  Larkin's  credit  rating.  The 
agency  people,  however,  cannot  find  Cor- 
nelia avenue  on  the  charted  map  of  Chi- 
cago, nor  can  they  get  trace  of  the  flat 
buildings  and  real  estate  which  he  says 
have  a  total  value  of  $30,000. 


The  Cycle  Age  and  Trade  Review 


607 


COnnERCE  IN  FOREIGN  HARKETS 


In  Germany  all  small 
MAKING  suits  whicli  amount  to  $75 

COLLECTIONS  Or  less  go  before  the 
IN  GERMANY  Amtsgericht  (ordinary 
court  of  justice).  A 
lawyer  is  unnecessary.  All  amounts  above 
$75  must  go  before  the  Landgericlit  (pro- 
vincial court  of  justice).  A  lawyer  is 
obligatory.  In  this  court  the  plaintiff 
must  deposit  beforehand  a  sum  sufficient 
to  cover  all  the  costs,  in  case  the  suit 
turns  against  him.  Not  only  can  the  court 
demand  this  deposit,  but  the  opponent  as 
well. 

An  American  who  is  trying  to  collect  an 
outstanding  debt,  if  he  has  no  acquaint- 
ances in  the  town  or  city  where  the  debt 
exists,  should  address  himself  directly  to 
the  Amtsrichter  for  information,  and  in 
due  time,  a  reply  will  be  received.  If  the 
amount  is  less  than  $75,  the  Amtsrichter 
will  take  charge  of  the  matter  and  in  time 
adjust  it.  If  the  amount  is  more  than  $75, 
it  will  be  placed  in  charge  of  an  attorney, 
who  will  take  the  case  before  the  Land- 
gericht. 

Definite  laws  govern  attorney's  fees. 
Fees  are  charged  in  proportion  to  the  ac- 
tual value  of  the  case  in  hand.  The  fol- 
lowing table  will  give  an  idea  of  these 
charges.  It  must  be  borne  in  mind  that 
these  fees  do  not  cover  court  charges 
(which,  by  the  way,  are  not  high)  and 
other  incidental  expenses.  These  figures 
represent  only  the  fee  for  attorney. 

Amount —  Charge. 

For  sums  of  $5  and  less ?  0.50 

$5  to  $15,   inclusive 0.75 

US  to  $30,  inclusive 1.00 

$30  to  $50,   inclusive 1.75 

$50  to  $75,   inclusive 2.50 

$75  to  $112,   inclusive 3.50 

$112   to  $155,   inclusive 5.00 

$155   to  $215,   inclusive 6.00 

$215  to  $285,   inclusive 7.00 

$285  to  $3S0,   inclusive 8. CO 

$380  to   $500,   inclusive : 9.00 

$500  to  $640,   inclusive 10.00 

$640  to  $800,   inclusive 11.00 

$800  to   $1,000,    inclusive 12.00 

$1,000  to  $1,285,   inclusive 13.00 

$1,285  to  $1,600,  inclusive 14.U0 

$1,600  to  $1,850,  inclusive 15.00 

$1,850  to  $2,380,  inclusive.. 16.00 

For  all  amounts  between  $2,380  and 
$11,900,  a  fee  of  $1  will  be  charged  for  ev- 
ery additional  $476;  for  amounts  between 
$11,900  and  $23,800,  a  fee  of  75  cents  for 
every  additional  $476;  and  for  all  amounts 
above  $23,800,  a  fee  of  50  cents  for  every 
$476.  If  an  attorney  has  been  put  to  any 
expense,  this,  of  course,  must  be  refunded 
in  addition  to  the  regular  fees.  If  an  at- 
torney has  to  do  any  traveling,  $5  per  day 
must  be  allowed  him  extra  for  this  pur- 
pose. 

There  are  no  special  drawbacks,  as  is 
usual  in  such  matters.  There  is  more  or 
less  procrastination;  but,  on  the  whole, 
an  American  going  to  law  will  find  that 
his  interests  will  be  guarded  as  imparti- 
ally as  those  of  a  native,  and  that  the  de- 
cison  will  be  in  harmony  with  justice  and 
German  law. 

Denmark    is    a    country 
THE  DANISH        designed    by    nature    for 
CYCLE  cycling  and  it  is  not  sur- 

MARKET  prising  to  find  that  such 

a  large  proportion  of  the 
population  are  cyclists.  For  some  time 
the  country  has  been  swamped  with 
American  machines,  but  the  native  man- 
ufacturers do  not  fear  this  competition 
as  much  as  that  given  by  the  Germans, 
which  they  expect  to  see  increase.  The 
Germans  make  a  very  cheap  machine 
and  give  long  credits,  which  attract  the 
agent.  American  machines  which  are  at 
present  selling  best  in  Denmark  average 
about  $34. 

The  majority  of  the  farmers  and  their 
families  ride  and  even  in  many  cases  the 


servants  and  stablemen  also,  the  ma- 
chines used  being  American.  There  is  a 
fear  among  the  trade  that  sooner  or  later 
there  will  be  a  surplus  in  the  German 
market  and  that  the  surplus  will  in  all 
probability  be  sent  to  Scandinavia,  as 
being  the  most  convenient  outlet,  being 
a  part  of  the  world  that  can  take  a  lot 
of  machines;  and  there  is  a  probability 
that  these  machines  will  undersell  the 
Americans  and  drive  them  off  the  mar- 
ket. 

If  American  makers  would  turn  out  an 
attractive  looking  machine  to  retail  in 
Denmark  at  $55,  a  fair  trade  could  even- 
tually be  done  with  them.  The  possibil- 
ities of  Danish  trade  must  not  be  gauged 
by  the  size  of  the  country,  or  the  total  of 
the  population,  because  a  large  propor- 
tion of  the  goods  sent  into  Denmark  go 
there  only  to  be  passed  on  to  Russia, 
Finland,  Norway  and  Sweden. 

There  are  three  methods 
SELLING  by  which  a  foreign  outlet 

DIRECT  OR  can  be  secured  for  cycle 
THROUGH  BROKERS  goods.  They  are:  1. 
Dealing  altogether  with 
export  commission  houses  or  importers; 
2.  dealing  direct  with  the  foreign  retail- 
er; 3.  dealing  with  all  three,  but  giving 
such  prices  and  terms  to  the  first  two  as 
will  admit  of  an  inside  price  to  the  lat- 
ter, and  thus  protect  and  encourage  them 
to  sell  the  goods  among  their  own  cus- 
tomers The  first  mentioned  method  has 
the  call  at  present,  but  is  likely  to  be 
superseded  when  this  country  has  bet- 
ter international  banking  facilities. 

Trading  with  export  commission 
houses  is  clean  business,  though  now 
and  again  snags,  in  the  shape  of  rascally 
brokers,  are  encountered.  By  it  there 
is  the  least  expense  connected  with  the 
procuring  of  orders  and  the  least  ex- 
pense in  handling  it.  These  houses  em- 
ploy men  who  are  expert  in  foreign  ship- 
ping and  custom  house  requirements  and 
when  errors  occur  from  carelessness  they 
shoulder  the  blame.  Having  large  quan- 
tities of  general  merchandise  to  ship, 
they  are  in  position  to  demand  and  se- 
cure the  lowest  freight  rates,  and  in  case 
of  loss  in  transit  they  can  always  get  a 
better  settlement  than  the  manufacturer. 
In  the  absence  of  accurate  mercantile  re- 
ports pertaining  to  the  reliability  of  for- 
eign buyers,  their  past  experience  with 
such  concerns  is  the  best  evidence  one 
can  get.  and  this  information  is  always 
available  for  patrons.  The  most  desira- 
ble feature  of  this  method  of  transacting 
a  foreign  trade  is  the  nossibility  of  do- 
ing a  safe  business  without  the  risk  of 
loss  through  failures. 

Several  of  the  New  York  commission 
and  export  houses  are  willing  to  agree 
that  the  manufacturer  or  merchant  shall 
secure  his  own  orders  and  guarantee  that 
the  goods  are  up  to  the  grade  contracted 
for.  The  export  house  will  handle  the 
merchandise,  supervise  the  shipping  and 
guarantee  the  payment  of  accounts  for 
from  4  per  cent  to  5  per  cent.  For  the 
handling,  shipping  and  making  out  the 
papers  1%  per  cent  is  charged,  and  the 
rate  for  guarantee  rates  range  from  2^/^ 
to  3%  per  cent. 

Among  the  disadvantages  of  selling 
through  commission  houses  may  be  cited 
the  fact  that  the  profit  is  smallest;  the 
chance  of  gaining  an  individual  reputa- 
tion is  lessened,  and  either  exporters  or 
importers  may  at  any  time  substitute  a 
cheaper  article  to  take  the  place  of  your 


goods.  Not  being  in  direct  touch  with 
the  foreign  consumer,  it  is  difficult  to  as- 
certain when  your  goods  are  being  super- 
seded, and  not  the  least  of  the  disadvan- 
tages is  the  fact  that  if  your  product  has 
a  high  reputation  abroad,  both  export 
firms  and  wholesale  importers  as  a  rule 
will  demand  the  lowest  priced  goods 
bearing  your  name  which  you  make. 
Therefore  the  general  tendency  of  this 
method  of  trade  is  to  reduce  grades. 

There  are  few  makers  who  possess  the 
facilities  for  handling  the  delivery  of 
small  orders  or  for  securing  credit  infor- 
mation on  small  foreign  concerns,  and 
on  this  account  selling  direct  to  retailers 
is  generally  regarded  as  impracticable. 

By  adopting  the  compromise  plan  the 
maker  has  two  strings  to  his  bow.  By 
it  he  has  the  advantage  of  building  up  a 
reputation  for  his  product,  which  is  by 
no  means  harmful  to  the  commission 
house  or  importer,  for  the  reason  that  the 
extra  demand  created  brings  orders  to 
them  without  their  effort.  It  keeps  the 
maker  in  direct  touch  with  the  demand 
and  its  changes,  and  is  a  desirable  meth- 
od to  pursue  in  localities  which  are  not 
of  sufficient  importance  to  attract  the  no- 
tice of  either  of  his  allies. 

Bicycles    are    popular   in 

OUR  CYCLE         Bohemia    and    the  roads 

TRADE  are    good.      Most  of  the 

IN  BOHEMIA         machines    are    imported 

from  England.  Germany 
and  the  United  States,  although  there  are 
six  domestic  manufacturers.  Bremen  and 
Hamburg  are  the  receiving  norts.  Retail 
prices  range  from  $48  to  $100.  The  de- 
mand is  principally  for  cheap  bicycles. 
They  should  not  be  very  light  in  weight. 
The  best  merchants  are  engaged  in  the 
bicycle  trade,  some  making  a  snecialty  of 
it  and  others  selling  bicvcles  in  connec- 
tion with  hardware,  machinery  and  .guns. 
WHiatever  literature  is  sent  into  Bohemia 
should  be  printed  in  German  and  Bo- 
hemian. It  is  surprising  to  note  how  this 
market  has  been  overlooked. 


WHERE  ONLY 

RICH 
PEOPLE  RIDE 


Bicycles  are  only  used  by 
the  well-to-do  class  in 
Tunis,  on  account  of  high 
prices.  The  principal 
roads  leading  to  the  larg- 
est towns  are  very  good  and  entirely 
adapted  to  the  use  of  bicvcles.  but  the 
small  roads  from  country  town  to  country 
town  cannot  be  used  by  wheelmen,  espe- 
cially in  the  winter  season.  There  are  no 
manufacturers  of  bicycles  in  Tunis,  the 
bulk  of  machines  sold  being  imported 
from  France.  The  receiving  port  is  Tu- 
nis, and  port  charges  are  very  moderate. 
There  are  no  bonded  warehouses,  no 
wholesale  importers,  or  retailers  as  yet. 


AMERICAN 

BICYCLES  IN 

CHILE 


Most  of  the  bicycles 
sold  in  Chile  are  from 
America,  though  some 
are  imported  from  Eu- 
rope. The  American  bicy- 
cle gives  the  best  satisfaction  and  is  the 
cheapest.  There  is  a  good  field  there  for 
the  product  of  American  factories,  but 
until  there  are  better  banking  relations 
between  Chile  and  the  United  States  the 
bulk  of  the  trade  will  go  through  Eng- 
lish houses,  as  all  drafts  have  to  be 
bought  on  England. 


It  is  said  that  the  French  are  putting 
an  acetylene  gas  lamp  on  the  market, 
which  is  retailed  at  30  cents.  The  Roth- 
schilds must  be  making  it. 


608 


The  Cycle  Age  and  Trade  Review 


Current  Cycle  flanufacture 

In  the  following  table,  which  will  be  continued  in  subsequent  numbers  of  THE  CYCLE  AGE,  will  be  found  an  amplification  of  that  class  of  information  which  is  custom- 
arily given  in  catalogues  issued  by  makers  of  bicycles,  saddles,  bells,  lamps,  chains,  rims,  cyclometers,  etc,    It  will  serve  as  a  handy  reference  for  dealers. 


Firm  Name 


HOFFMAN  BICYCLE  CO. 


STERLING  CYCLE  WORKS. 


SPEEDER  CYCLE  CO 


TOLEDO  METAL  WHEEL  CO. 


VANGUARD  CYCLE  CO. 


F.  S.  WATERS  CO. 


R.  H.  WOLFF  &  CO. 


REMINGTON  ARMS  CO. 


ELECTRIC  CITY  WHEEL  CO 


CHICAGO  TUBE  CO. 


HENDEE  MFG.  CO. 


KEATING  WHEEL  CO. 


Model 


List 
Price 


PATEE  BICYCLE  CO. 


Model  27 
Model  28 
Model  29 
Model  30  Women 

Model  31 

Model  32  Women 

D.  D.  Tandem 

Comb.  Tandem 

D.  D.  Tandem 

Convertible 
Tandem 
Women 

Men 

Chainless,  Women 

Chainless,  Men 

Atlas 

Newcastle 

Alcazar 

Alcazar  Chainless 

Favorite  Juvenile 
Favorite  Adult 

Vanguard 
Progress 

White  Scorcher 

Model  29 
Model  80 
Model  31 

Model  56 
Model  51 
Model  47 
Model  48 

30-in.  Wheels 
28-in.  Wheels 

A  1 

G  13,  30-in.  Wheels 

A  9 

American  Indian 
Silver  King 

Mattabesett 
Model  80,  Keating 
Model  90,  Keating 
Special  30-in.  whl's 

Patee  Crest 


$75 
75 
50 
50 
40 
40 
100 
100 

75 
85 
50 
50 
75 
75 

35 
40 

50 
75 

20-30 
50 

35 
25 

40 

75 
60 
60 

50 
50 
35 
35 

50 
45 

37.50 


Weight 
(all  on) 


25 
35 

35 
40 
50 
75 

35 


19  lbs. 

23  lbs. 

24  lbs. 

25  lbs. 
25  lbs. 

25  lbs. 

44  lbs. 

45  lbs. 

48  lbs. 
50  lbs. 

26  lbs. 
24  lbs. 
28  lbs. 
28  lbs. 

26  lbs. 
26  lbs. 

26  lbs. 

27  lbs. 


18  to 
22  lbs. 
24  lbs. 


24  lbs. 
24  lbs. 

22)/2lbs. 

23  lbs. 
241/2  lbs, 

26  lbs. 

24  lbs. 
24  lbs. 
24  lbs. 

24  lbs. 

25  lbs. 
25  lbs. 


Depths 

of 
Frame 


25  lbs. 
25  lbs. 

25  lbs. 
22  lbs. 

22  lbs. 
21  lbs. 

23  lbs. 


22 
22,24, 
22,24, 
20,22 

22,  24, 

20,  22, 

23,  24, 
22,  24, 

21 

24 

21,23 

20  to  26 
21 
22,24 

22,  24, 
22,  24, 
22,  24.  26 
22,  24,  26 

16  to  20 
22,  24, 

21  to  26 
22,  24,  26 

22,  24,  25 

22 

24 

22}^, 

21,  23,  25 
21,  23, 
24,  26, 

21,  23, 

20  to  26 
20  to  26 

22  to  26 
22  to  26 
22  to  26 

22,  24, 
22,  24, 

20  to  26 
20  to  26 
20  to  26 
20  to  26 

22,  24,  25 


Width 

of 
Tread 


Form 

of 
Joints 


41/2  in. 
41/2  in. 
4V2  in. 
43/4  in. 
434  in. 
434  in. 

5  in. 

5  in. 


47/^  in. 
4?8  in. 
514  in. 
514  in. 

47/fe  in. 
47y^  in. 

4?8  in- 
5  in. 

43/4  in. 
434  in. 

43/4  in. 
4%  in. 

5  in. 

434  in. 
4%  in. 
43/4  in. 

514  in. 
514  in. 


4?8  in. 
47/8  in. 
47^  in. 

47/fe  in. 
47/8  in. 

5  in. 
5  in. 
5  in. 
5  in. 


Flush 
Flush 
Flush 
Flush 
Flush 
Flush 
Flush 
Flush 

Outside 
Outside 
Flush 
Flush 
Flush 
Flush 

Flush 
Flush 
Flush 
Flush 

Flush 
Flush 

Flush 
Flush 

Flush 

Flush 
Flush 
Flush 

Flush 
Flush 
Flush 
Flush 

Flush 
Flush 

Flush 
Flush 
Flush 

Flush 
Flush 

Flush 
Flush 
Flush 
Flush 

Flush 


Form  of 
Front 
Crown 


Square 
Square 
Square 
Square 
Special 
Special 
Square 
Square 

Oval 
Oval 
Oval 
Oval 
Oval 
Oval 

Oval 
Oval 
Arch 
Arch 

Oval 
Oval 

Oval 
Oval 

Oval 

Oval 
Oval 
Oval 

Oval 
Oval 
Oval 
Oval 

Square 
Square 

Arch 
Arch 
Arch 

Oval 
Oval 

Oval 
Oval 
Oval 
Oval 

Oval 


Drop 

of 

Hanger 


3  in. 
3  in. 

21/2  in. 
21/2  in. 
21/2  in. 


Rear 

Fork 

Tubing 


2V2  in.  D  sh'pe 


2  in. 

2  in. 
21/2  in. 
21/2  in. 

2  in. 

2  in. 

21/2  in. 
2%  in. 
234  in. 
21/2  in. 


3^  to 
214  in. 
21/2  in. 


D  sh'pe 
D sh'pe 
D  sh'pe 
Dsh'pe 
D  sh'pe 


D  sh'pe 
D  sh'pe 
D  sh'pe 
D  sh'pe 
D  sh'pe 
D  sh'pe 

Comb. 
Diam'd 
Comb. 


TaperD 
TaperD 


Rear 

Stay 
Tubing 


D  sh'pe 
D  sh'pe 
D  sh'pe 
D  sh'pe 
D  sh'pe 
D  sh'pe 


Round 
Round 
Round 
Round 
Roimd 
Round 

Comb. 
Diam'd 
Comb, 


Lugs  at 
Bottom 
Bracket 


21/2  in. 

Tap'r  D 

21/2  in. 

D  sh'pe 

2V2,  4 

Tap'r  D 

2%  in. 

D  shp'e 

23'4  in. 

D  shp'e 

234  in. 

D  shp'e 

234  in 

Oval 

234  in. 

Oval 

2  in. 

V  sh'pe 

2  in. 

V  sh'pe 

3%  in. 

Comb. 

2%  in. 

Comb. 

21/2  in. 

Tap'r  D 

4  in. 

Tap'r  D 

21/2  in. 

Trp'r  D 

234  in. 

D  shp'e 

234  in. 

D  shp'e 

2V2in. 

Tap'r  D 

21/2  in. 

Tap  r  D 

21/2  in. 

D  sh'pe 

2V2  in. 

D  sh'pe 

3  in. 

D  shp'e 

TaperD 
TaperD 

Tap'r  D 
D  sh'pe 

D  sh'pe 

D  sh'pe 
D  sh'pe 
D  sh'pe 

Oval 

Oval 

Round 

Round 

Comb. 
Comb. 

Tap'r  D 
Tap'r  D 
Tap'r  D 

D  shp'e 
D  shp'e 

Tap'r  D 
Tap'r  D 
Round 
Round 

Comb. 


Lugs  at 

Seat-Post 

Cluster 


4,5 
4,5 

4 

4 

4 

4 

4 
4 
3 


3,4 

4 
4 
4 


3,4 

3 
3 
3 


Crank 

Hanger 

Form 


Two  Piecfe 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

Two  Piece 

Two  Piece 

Single  Piece 

Two  Piece 

Two  Piece 
One  Piece 

Two  Piece 
Two  Piece 

One  Piece 

Two  Piece 
Two  Piece 
Two  Piece 

One  Piece 

One  Piece 

Three  Piece 

Three  Piece 

Single  Piece 
Single  Piece 

One  Piece 
One  Piece 
One  Piece 

One  Piece 
One  Piece 

Two  Piece 
Two  Piece 
Two  Piece 
Two  Piece 

One  Piece 


The  Cycle  Age  and  Trade  Review 


609 


and  Regular  Equipment 


EQUrPHENT. 

Handle 

Bar 
Fasfg 

Seat 

Pose 

Fasfg 

Chain 
Adjust- 
ment 

Form 

of 
Crank 

Chain- 
le.«s 
Gtar 

Crank 
Len'ths 

Chain 

Pedals 

Rims 

Saddles 

Tires 

Frame 
Colors 

Front 
Sprock- 
et 

Rear 
Sprock- 
et 

Internal 
Internal 
Internal 
Internal 
Internal 

Expand'r 
Expand'r 
Expand'r 
Expand'r 
Expand'r 

Round 
Round 
Bound 
Round 
Round 

6%  in. 
644  in. 
6%  in. 
6  in. 
6S4  in. 

Baldwin 
Baldwin 

Baldwin 

t 
Baldwin 

Baldwin 

Record 
Record 
Record 
Brandenburg 
Record 

Kundtz 
Kundtz 
Kimdtz 
Kundtz 
Kundtz 

Wheeler, 
Garford 
Wheeler, 
Garford 
Wbeeler, 
Garford 
Wheeler, 
Garford 
Wheeler, 
Garford 
Wheeler, 
Garford 
Wheeler, 
Garford 
Wheeler, 
Garford 

Goodrich,  Dun- 
lop  and  Palmer 
Goodrich,  Dun- 
lop  and  Palmer 
Goodrich.  Dun- 
lop  and  Palmer 
Goodrich,  Dun- 
lop  and  Palmer 
Goodrich 

Green 
Green 
Green 
Green 
Green 

IT  to  26 
IT  to  26 
17  to  26 
17  to  26 
IT  to  26 

7  to  10 
7  to  10 
7  to  10 
7  to  10 
TtolO 

Internal 

Expand'r 

Round 

6Kln. 

Baldwin 

Brandenburg 

Kundtz 

Goodrich 

Green 

IT  to  26 

7  to  10 

Internal 
Internal 

Expand'r 
Expand'r 

Round 
Round 

SK  in. 
634  in. 

Baldwin 
Baldwin 

Record 
Record 

Kundtz 
Kundtz 

Goodrich,  Dun- 
lop  and  Palmer 
Goodrich,  Dun- 
lop  and  Palmer 

Green 
Green 

IT  to  26 
IT  to  26 

TtolO 
TtolO 

Clamp 

Clamp 

Horizontal 

Squaie 

7  in. 

Morse 

Sterling 

Boston 

Christy  and 

Options 
Christy  and 

Options 
Christy  and 

Options 
Christy  and 

Options 
Christy  and 

Options 
Christy  and 

Options 

Palm'r-Options 

OUve,  Black 

22  to  25 

7  to  10 

Clamp 
Clamp 

Clamp 
Clamp 

Horizontal 
Horizontal 

Squa!e 
Oval 

7  in. 
6]^  in. 

Morse 
Morse 

Sterling 
Velox 

Boston 
LobdeU 

Palm'r-Options 
Palm'r-Options 

:  : 

22  to  25 
22  to  24 

TtolO 
8  to  10 

Clamp 

Clamp 

Horizontal 

Oval 

Tin. 

Morse 

Velox 

LobdeU 

Palm'r-Options 

" 

22  to  28 

8  to  10 

Clamp 

Clamp 

Horizontal 

Squaie 

Bevel 

7  in. 

Sterling 

LobdeU 

Palm'r-Options 

.. 

Clamp 

Clamp 

Horizontal 

Square 

Bevel 

6Kiii. 

Sterling 

Lobdell 

Palm'r-Options 

"  *' 

Internal 

External 

Horizontal 

Comb. 

ey2  in. 

Indianapl's 

Barmer 

GUliam 

New  Brunswick 

Bl'k.  Maroon,  OUve 

24  to  28 

8  to  10 

Internal 

External 

Horizontal 

Diamond 

6>^in. 

Indianapl's 

Banner 

P&F-B&W 

New  Brunswick 

H                    ti                        it 

26.28, 

Ttol2 

Internal 

External 

Horizontal 

Diamond 

eVain. 

Indianapl's 

King 

Wheeler, 
Sager 

Wheeler. 
Sager 

New  Brunswick 

(t            t(              t( 

26  to  32 

Ttol2 

Internal 

External 

Sager 

6I/2  in. 

King 

New  Brunswick 

(1            ((              (1 

Clamp 
Expand'r 

Clamp 
Internal 

Oblique 
Oblique 

Oval 
Oval 

41/2  to  6 
61/^  &  7 

Indianapl's 
Indianapl's 

Hercules 
Hercules 

Brown 
Style 

Brown 
Stj-le 

New  Brunswick 

M.  &W. 
M.A-W.,Indn'a 
Goodr'ch  Htf'd 

Black,  Maroon 

Black,  Maroon, 
Blue 

16  to  18 
22  to  28 

T,8, 
8  to  10 

External 
Clamp 

Internal 
Clamp 

Oblique 
Oblique 

Comb. 
Round 

61/^  &  7 
eVain. 

LobdeU 
Tucker 

GiUiam  and 
Options 
GiUiam 

New  Brunswick 

and  Options 

Clipper 

Blk.,  Gre'n,  Mar"n 
Black.  Green 

20  to  30 
25 

8  to  10 
9 

Clamp  or 
Internal 

Internal 

Horizontal 
or  Ecc'ntr'c 

Comb. 

61^  &  7 

ChantreU 

Genessee  and 
Banker 

Cutting 

Optional 

Any 

22  to  28 

TtolO 

Clamp 

Contr'ct'r 

Eccentric 

Oval 

6V2  in. 

Wolff.  Am. 

Fairbanks 

Sager 

Kang.,  Options 

Black,  Ruby 

22,  26, 

8  to  10 

Clamp 

Contr'cfr 

E  ccentric 

Oval 

7  in. 

Wolff,  Am. 

Fairbanks 

Wheeler 

" 

.i 

22,  26, 

8  to  10 

Clamp 

Contr'cfr 

Eccentric 

Oval 

6>^in. 

Wolff,  Am. 

Fairbanks 

Wheeler 

**           '* 

(t                        L( 

22 

8  to  10 

Internal 

Wedge 

Eccentric 

Round 

6V2&7 

Remington 

Remington 

Sager 

Dunlop,  Kang. 

Blk.  Green,  M'roon 

24  to  28 

8  to  12 

Internal 

Wedge 

Eccentric 

Round 

6V2&'' 

Remington 

Remington 

Sager 

" 

" 

24  to  28 

8  to  12 

Clamp 

Clamp 

Oblique 

Round 

6  to  7  in. 

Star 

Sager 

" 

a             it               »( 

23,  24,  25 

8,  9, 10 

Clamp 

Clamp 

Oblique 

Round 

6  to  7  in. 

Star 

Sager 

'*          " 

23,24,25 

8,  9,  10 

Internal 
Internal 

External 
External 

Oblique 
Obliaue 

Oval 
Oval 

6V2  &7 
6V2  &^ 

Snow, 
Baldwin 

Snow, 
Baldwin 

Forsyth. 
Record,  Best 

Forsyth, 
Record,  Best 

Fairbanks 
Fairbanks 

M'roon,  Green,  Blk 

20  to  28 
20  to  28 

TtolO 
TtolO 

Clamp  0! 
Expand'! 
Clamp  0! 
Expand'! 
Clamp  0! 
Expand'! 

Expand'r 

Oblique 

Diamond 

6V2-m 

Syracuse 

LobdeU 

Gordon 

M.  &  W. 

Optional 

Expand'r 
Expand'! 

Oblique 
Oblique 

Diamond 
Diamond 

Syracuse 
Syracuse 

Lobdell 
Lobdell 

Gordon 
Gordon 

M.  &  W. 
M.  &W. 

Optional 
Optional 

Clamp 
Clamp 

Expand'! 
Expand'r 

Oval 
Oval 

6V2in. 
7  in. 

Sager 

Regal.  M.&W.. 

Flsk 

Htf'd.  M.  &  W., 

Dunlop 

Black, 
Maroon,  Green 

Black, 
Maroon,  Green 

24 
26 

TtolO 
TtolO 

Internal 

Clamp 

Oblique 

Diamond 

6V2  in. 

Garford 

Hartford, 
M.  &  W. 

BUi.  Maroon,  Green 

20  to  26 

8,  9,  10 

Internal 

Clamp   1    Oblique 

Bound 

6S/4  in. 

Keating 

Garford 

Hartford, 
M.  &  W. 

.,        .(          i( 

21  to  25 

8,  9,  10 

Internal 

Clamp 

Oblique 

Round 

eSAin. 

Keating 
Roller 

Keating 
Roller 

Keating 

i 

Garford 

Hartford, 
M.  &  W. 

.,        1,          It 

20to2T 

8,  9, 10 

Internal 

Clamp 

Oblique 

Round 

714  In. 

Keating 

! 

Garford 

Hartford, 
M.  &  W. 

"          " 

20  to  27 

8,  9,  10 

Internal 

External 

Horizontal 

Diamond 

Tin. 

Indianapl's 

Bridgeport 

Patee 

Patee,  M.  &  W. 

Green,  Orange, 
Black 

22  to  30 

8  to  10 

610 


The  Cycle  Age  and  Trade  Rii^iEW 


HINTS  FOR  REPAIRMEN 


Apparatus  for   Detecting    Leaks  in  Inner   Tubes — flethod 

for  Removing  Frame  Dents 


Repairers  have  long  been  annoyed  in 
locating  small  leaks  in  the  inner  tubes  of 
double  tube  tires  by  not  being  able  to 
safely  and  suflaciently  inflate  the  tube. 
Many  makeshift  expedients  have  been 
employed  to  obtain  heavy  air  pressure 
without  bursting  the  tube,  but  none  have 
been  entirely  satisfactory.  Instances 
where  inner  tubes  have  been  replaced  in 
casings  without  having  been  rendered 
completely  air  tight  are  numerous. 

Albert  J.  Darch,  a  cycle  dealer  and  re- 
pairer in  Butte,  Mont.,  has  invented  and 
applied  for  a  patent  on  a  device  which 
will  allow  repairmen  to  inflate  inner 
tubes  to  practically  a  riding  pressure 
without  distorting  or  endangering  them 
in  any  way.  The  appliance  is  simple, 
comprising,  as  is  shown  in  the  accom- 
panying illustration,  a  casing  of  substan- 
tially the  same  form  as  an  ordinary 
double  tube  tire  cover,  but  made  of  thin 
brass  wire  netting  loosely  woven  and 
supported  and  maintained  in  shape  by  a 
rim  of  thin  sheet  metal.  This  rim  is  in 
two  annular  parts,  which  are  brought  to- 


7n£&ac/loc^ 


gether  by  hooks  as  indicated  in  the 
drawing.  One  of  the  joining  edges  is 
formed  with  an  annular  offset  flange,  so 
that  the  two  overlap  and  when  closely 
hooked  together  form  a  smooth  and  tight 
joint.  Coinciding  notches  in  the  two 
edges  form  a  valve  hole.  The  interior  is 
perfectly  smooth,  and  chafing  or  pinch- 
ing of  the  inner  tube  when  in  place  is 
impossible. 

When  it  is  desired  to  locate  a  small 
puncture  in  an  inner  tube  the  divided 
rim  of  the  casing  is  unhooked  and  the 
parts  separated  to  allow  the  tube  to  be 
slipped  inside  with  the  valve  projecting 
through  the  hole  provided  for  it.  The 
rim  sections  are  then  hooked  together 
and  the  inner  tube  inflated,  the  wire  net- 
ting restraining  it  against  undue  expan- 
sion. The  woven  casing  with  its  inclosed 
inner  tube  is  then  immersed  in  a  tank  of 
water,  being  laid  on  its  side.  A  conveni- 
ent way  of  marking  the  puncture  when 
it  is  located  is  that  recommended  by  the 
inventor,  which  is  to  make  a  cross  upon 
the  netting  with  an  indelible  pencil.  The 
puncture  can,  however,  be  marked  in 
any  other  way  desired  by  the  operator. 
The  remaining  operations  are,  of  course, 
to  deflate  the  tube,  remove  it  from  the 
casing  and  patch  the  puncture. 

Though  the  greater  number  of  punc- 
tures in  inner  tubes  occur  either  on  the 


tread  portion  or  on  the  sides,  it  occasion- 
ally happens  that  there  is  a  puncture  on 
the  rim  side  of  the  tube.  When  this  is 
the  case  the  locating  of  the  leak  is  slight- 
ly more  diflBcult  with  this  device  on  ac- 
count of  the  necessary  rim  for  the  wire 
inclosing  fabric  covering  such  punctures. 
Biibbles  will  escape,  however,  when  the 
tubing  is  immersed  in  water,  and  the  ap- 
proximate circumferential  location  on 
the  tube  can  be  marked  on  the  tread  por- 
tion. Then,  after  the  tube  has  been  re- 
moved from  the  restraining  casing,  the 
rim  side  of  the  tube  may  be  examined  at 
the  circumferential  point  marked  on  the 
tread  and  the  exact  location  of  the  punc- 
ture thus  determined. 

The  casing  is  made  in  a  standard  size 
for  28-inch  by  1%-inch  inner  tubes.  It 
having  been  found  that  the  elasticity  of 
inner  tubes  permits  the  inflating  of 
smaller  or  larger  tubes,  and  also  tubes 
for  26  and  30  inch  tires,  with  perfect 
safety-,  no  other  size  is  made.  The  re- 
pairer using  the  casing  is  thus  afforded 
a  universal  device  which  will  receive  all 
standard  sizes  of  tires.  Tires  of  20  and 
24-inch  diameter  do  not  come  to  repair 
shops  in  sufllcient  numbers  to  make  nec- 
essary special  provisions  for  them.  The 
casing  will  take  either  endless  tubes, 
such  as  are  used  in  detachable  tires,  or 
double  end  tubes  for  laced  tires. 

Mr.  Darch  is  ready  to  supply  his  device 
to  the  trade. 

TO  REMOVE  FRAME  DENTS. 

Splicing  has  been  the  most  commonly 
employed  means  for  repairing  frame 
dents,  large  kinks  and  smashed  tubes. 
There  are,  however,  some  disadvantages 
to  this  method,  prominent  among  which 
is  the  liability  to  sprung  frame  tubes  un- 
less the  insertion  of  the  new  section  of 
tubing  has  been  very  carefully  executed. 
Splicing  also  requires  no  small  amount 
of  time  and  labor.  In  the  drawings  here- 
with is  illustrated  a  method  for  remov- 
ing dents  by  a  pneumatic  process  which 
has  been  followed  with  considerable  suc- 
cess. 

Leather  faced  clamps  are  fitted  to  all  of 
the  openings  into  the  interior  of  the 
frame,  rendering  the  latter  practically  air 
tight.  Through  a  valve  provided  in  one 
of  the  clamps  air  is  then  pumped  into  the 
frame  by  a  foot  pump,  the  dented  part  of 
the  tube  being  heated  at  the  same  time. 
The  outward  pressure  of  the  air  on  the 
inner  wall  of  the  tube  will  expand  it  to 
its  normal  shape. 

The  process  to  be  valuable  in  a  repair 
shop  must  be  carried  out  by  means  which 
will  be  universal;  that  is  the  vent  clos- 
mg  clamps  must  be  of  such  design  that 
they  will  fit  all  frames.  The  clamping  de- 
vices shown  in  the  illustration  have  this 
characteristic.  The  clamp  for  the  head 
consists  of  a  couple  of  heavy  plates  or 
washers  lined  with  leather  and  clamped 
together  by  a  draw  bolt  running  through 
the  steering  head.  The  washers  if  made 
at  least  one  and  one-half  inches  in  diam- 
eter will  fit  any  size  of  steering  head,  and 
the  draw  bolt  may  be  long  enough  to 
cover  the  existing  range  of  head  lengths. 
The  hanger  clamp  is  made  in  precisely 
the  same  manner,  the  proportion  of  the 
parts  being  adapted  to  the  purpose. 

Unless  the  rear  forks  and  stays  have 
open  rear  ends,  which  is  rare,  the  only 
other  clamp  necessary  is  that  for  the  seat 
mast,  and  this  clamp  may  carry  the  inflat- 
ing valve.  If  air  is  apt  to  leak  through 
the  rear  forks  the  opening  from  the  crank 


bracket  to  the  forks  may  be  plugged  in 
any  suitable  manner  before  the  bracket 
clamp  is  attached.  The  seat  mast  clamp 
may  comprise  a  leather  lined  washer 
similar  to  the  others  and  may  be  at- 
tached by  any  means  which  will  permit  it 
to  be  fitted  to  any  frame.  A  regular  tire 
valve  is  used,  preferably  one  with  metal 
stem.  The  clamp  shown  attached  in 
Fig.  1,  and  in  detail  in  Figs.  2  and  3,  is 
suggested  as  a  suitable  universal  clamp. 
The  cover  washer  is  provided  with  two 
ears  diametrically  opposite  and  bored 
vertically,  the  holes  being  tapped  to  re- 
ceive strong  set  screws  which  at  the  top 
are  furnished  each  with  a  curved  yoke  at- 
tached in  a  manner  similar  to  the  at- 
tachment of  the  freely  turning  clamping 
end  of  the  screw  in  an  ordinary  iron 
clamp.    An  iron  ring  is  himg  in  the  yoke 


Tnt  CfCLdAoEi, 


on  each  screw  and  when  the  clamp  is  at- 
tached to  the  frame  a  rod  is  placed  under 
the  top  frame  tube  in  the  corner  formed 
by  its  union  with  the  seat  mast,  and  an- 
other rod  passed  under  the  corner  be- 
tween the  rear  stays  and  the  seat  mast. 
The  rods  bind  against  the  lower  side  of 
the  rings,  so  that  when  the  set  screws  are 
screwed  upward  the  clamp  washer  will 
be  forced  down  tightly  upon  the  top  of 
the  seat  mast  tube.  The  ring  being  free 
to  catch  the  rods  at  any  points  in  its  cir- 
cumference, the  clamp  is  universal  for 
all  seat  clusters,  irrespective  of  the  rela- 
tive locations  of  the  corners  against 
which  the  cross  rods  bind. 

The  pneumatic  method  will  remove  the 
dents  in  good  shape,  but  it  is  still  open 
to  the  same  objection  which  makes  all 
dent-removing  plans  more  or  less  vexa- 
tious— that  is,  the  tubing  must  be  heated 
at  the  smashed  place  and  the  enamel  in- 
jured. 

Swindled  Bicycle  Makers. 

A  well  planned  fraud  was  recently  con- 
trived by  a  Montreal  bicycle  agent  and 
carried  out  with  the  assistance  of  his  rela- 
tives, the  victims  being  a  firm  of  Cana- 
dian makers  whose  representative  sold  25 
machines  at  $50  apiece,  $250  in  cash  and 
the  remainder  secured  by  a  mortgage  on 
property  worth  $7,000  and  which  was  al- 
ready mortgaged  for  $4,000.  The  bicycle 
makers  later  found  that  the  agent,  George 
Meunier,  hajd  acted  through  a  relative 
named  Eugene  Labreche,  and  that  after 
the  sale  was  agreed  to  they  went  before 
a  notary,  another  relative,  named  Bleau, 
for  the  purpose  of  executing  the  mort- 
gage. The  notary  received  the  signature 
of  the  representative  of  the  bicycle  mak- 
ing firm,  who  was  totally  ignorant  of  the 
French  language,  in  which  the  deed  was 
written,  not  to  a  deed  of  mortgage,  but  to 
a  deed  of  sale  of  property  from  Labreche 
to  the  bicycle  makers  for  the  sum  of 
$6,000,  of  which  $1,000  was  acknowledged 


The  Cycle  Age  and  Trade  Review 


611 


FINISH.... 


The  finish  of  the  '99  BARNES  BICYCLES  is  in 
keeping  with  the  excellent  material,  mechanical  features 
and  improved  methods  used  in  their  construction. 

The  white  enameled  frames  with  royal  purple  steer- 
ing heads  and  fork  crowns  have  set  the  fashion  for  the 
year.c^c^^^ 


RIDE  THE  ELEGANT 


BARNES 


The  Agency  for 

the  Barnes  is  a  Valuable  One. 

Write  Us. 


THE  BARNES  CYCLE 
COMPANY^ 

SYRACUSE,  N.  Y. 


paid  in  cash,  and  the  bicycle  makers 
undertook  to  pay  $3,000  to  a  hypotheca- 
tory  creditor  and  $2,000  to  Meunier.  Up- 
on discovering  the  true  state  of  affairs, 
the  bicycle  makers  offered  to  return  the 
$250  cash  paid  in  as  soon  as  the  bicycles 
were  returned,  asking  the  aid  of  the  law 
for  the  cancellation  of  the  sale  and  accom- 
panied this  action  by  the  seizure  of  the 
goods.  When  the  case  came  to  trial,  the 
defendant  pleaded  that  he  never  dealt 
with  the  company,  but  that  he  sold  Le- 
breche  the  property  in  question  for  $7,000, 
of  which  the  sum  of  $2,000  was  acknowl- 
edged paid  in  cash,  though  no  casb  was 
actually  paid.  Only  upon  investigation 
by  the  court  was  it  discovered  that  the 
notary  and  the  other  two  conspirators 
were  relatives.  The  bicycles  were  order- 
ed returned  to  the  makers.  The  $250  paid 
at  the  outset  by  Meunier  was  left  with  the 
makers,  it  being  shown  in  the  course  of 
the  testimony  that  five  machines  had  ac- 
tually been  disposed  of  by  Meunier. 


Considering  "Junk  Dealers"  Case. 

Washington,  March  13. — The  test  case 
of  John  D.  Lasley  against  the  District  of 
Columbia,  brought  to  determine  whether 
bicycle  dealers  selling  second  hand  bi- 
cycles, taken  in  trade,  can  be  made  sub- 
ject to  a  license  tax  of  $40  per  annum  for 
dealing  in  second  hand  personal  property, 
was  argued  in  the  Court  of  Appeals  last 
week.  The  court  now  has  the  matter 
under  consideration  and  will  probably 
render  an  opinion  within  the  next  month. 


Road  Instruction  By  Agents. 

In  the  east  bicycle  agents  will  be  this 
season  more  accommodating  than  usual 
to  the  women  customers.  In  Springfield, 
Mass.,  for  example,  if  a  woman  purchases 
a  machine  she  can  have  the  services  of  a 
road  instructor  for  nothing.    Agents  who 


last  season  conducted  riding  academies 
will  this  year  complete  the  cycling  edu- 
cation of  their  customers  on  the  highway 
and  accustom  the  timid  ones  to  the  dan- 
gers of  travel. 


An  Automatic  Toe  Clip. 

The  most  recent  toe  clip  of  the  self- 
adjusting  kind  is  the  invention  of  P.  E. 
Erickson  of  Port  Chester,  N.  Y.,  and  is 
illustrated  herewith.  The  clip  comprises 
two  curved  sections  which  are  hinged  to- 
gether by  the  bolt  that  attaches  them  to 
the  front  side  plate  of  the  pedal.     Ex- 


1//C  Cva^  /lo^ 


tensions  on  the  inner  ends  of  the  clip 
sections  cross  each  other  and  are  curved 
to  rise  above  the  tread  of  the  pedal  plate. 
Thus  when  the  rider's  foot  is  placed  upon 
the  pedal  it  will  press  the  extensions 
downward  and  raise  the  outer  arms  of  the 
clip  till  they  inclose  the  foot.  A  light 
coil  spring  is  secured  between  the  lower 
portions  of  the  two  arms  so  as  to  keep 
the  clip  open  for  the  insertion  of  the  foot 
and  projections  on  the  arms  in  conjunc- 
tion with  a  lug  on  the  washer  which  is 
interposed  between  the  clip  and  the  pedal 
keep  the  arms  from  dropping  too  low 
when  the  rider's  foot  is  off  the  pedal. 


Sundries  Dealers  Evince  Interest. 

Twenty-five  manufacturers  of  bicycles 
are  reported  to  have  asked  for  space  at 


the  coming  spring  cycle  show  that  will 
open  in  New  York  city  March  23  at  Grand 
Central  Palace,  and  prospects  indicate 
that  this  number  may  be  doubled  before 
the  opening.  A  number  of  the  makers 
who  have  been  allotted  space  are  recog- 
nized leaders  in  the  trade.  The  manu- 
facturers of  sundries,  however,  appear  to 
be  especially  favorable  to  the  exhibition 
and  a  large  number  are  expected  to  have 
booths. 

The  first  dealers'  cycle  show  for  the 
eastern  metropolis  holds  forth  promise  of 
being  a  creditable  essay.  Only  one  ob- 
stacle of  real  importance  was  at  first  en- 
countered by  the  management;  that  was 
that  the  dates  of  the  exhibition  threat- 
ened to  interfere  with  work  in  stores  dur- 
ing the  early  activity  in  the  selling  sea- 
son. But  a  weighty  argument  in  favor  of 
the  dates  was  found  in  the  timely  and 
profitable  advertising  to  be  secured  at  a 
spring  show  for  the  public.  A  number  of 
the  dealers  discovered  that  they  could  at- 
tend to  old  customers  and  visitors  at 
their  stores  and  still  manage  to  take  time 
to  win  some  new  customers  at  the  show 
as  exhibitors. 

The  management  is  now  occupied  in  the 
endeavor  to  satisfy  dilatory  applicants  for 
large  spaces  with  locations  that  are  left 
and  in  renting  small  spaces  to  those  who 
are  not  so  diflScult  to  please. 


That  Paralyzing  Solar  Plexus  Blow. 

During  the  last  four  weeks  American 
cycles  and  cycle  stuff  to  the  value  of 
nearly  $125,000  have  been  shipped  to  Ger- 
many. What's  the  matter  with  those 
German  manufacturers  who  purposed 
paralyzing  American  competition  by  re- 
fusing credit  to  any  German  dealer  who 
touched  the  American  "monster"? — Bal- 
timore Globe. 


There  are  fifty  cycling  clubs  in  Berlin. 


612 


The  Cycle  Age  and  Trade  Review 


SUBJECTS  OF  GENERAL  INTEREST 


What  will  be  the  future 
FUTURE  RATE  rate  of  interest  on  invest- 
or ments?  Prominent  bank- 
INTEREST  ers  throughout  the  coun- 
try are  inclined  to  think 
it  will  not  be  more  than  3  percent.  The 
Secretary  of  the  Treasury  says  on  this 
subject:  "Looked  at  in  the  light  of  proba- 
bilities, with  the  general  average  condi- 
tions, social  and  national,  which  have 
prevailed  for  twenty  years  past,  and  tak- 
ing into  account  the  rapid  increase  of 
capital  and  the  growing  economies  in  pro- 
duction and  distribution,  it  would  seem 
that  the  tendency  of  interest  was  perma- 
nently downward,  and  that  it  would  be 
hazardous  to  estimate  a  rate  higher  than 
3  percent,  as  an  average  available  return 
upon  high-grade  securities  during  the 
next  twenty  years.  On  the  other  hand, 
with  our  country  largely  undeveloped  in 
its  latent  resources,  as  it  is,  affording  still 
room  for  the  intelligent  application  of 
capital  to  the  development  of  such  re- 
sources, it  would  seem  to  me  that  3  per- 
cent might  be  fairly  estimated  to  be  a 
realizable  average  rate." 

It  is  the  prevailing  opin- 
NICARAGUA  CANAL  ion  in  governmental  cir- 
PLAN  cles    that    before    under- 

CRITICIZED  taking  the  construction 
of  the  Nicaragua  canal  a 
thorough  and  impartial  investigation  of 
its  commercial  value  should  be  made. 
Certain  obstinate  facts  are  in  the  way  of 
the  construction  of  the  project  just  at 
present  and  they  are  being  made  much 
of  by  those  who  oppose  hasty  action.  It 
is  pointed  out  that  the  distance  from 
New  York  to  Manila  is  181  miles  less  by 
the  Suez  canal  route  than  by  the  Nicara- 
gua canal  route.  It  is  also  shown  that 
the  distance  from  London  to  Manila  is 
5,080  miles  less  by  the  Suez  canal  route 
than  by  the  Nicaragua  canal  route.  There 
are,  however,  two  important  facts  to  be 
taken  into  consideration  in  connection 
with  the  item  of  distance,  viz.:  The  Suez 
canal  is  a  sea  level  canal,  whereas  the 
Nicaragua  canal  involves  220  feet  of  lock- 
age. The  other  fact  is  that  the  Suez 
canal  route  is  greatly  superior  to  the 
Nicaragua  canal  route  in  point  of  coaling 
facilities.  Estimated  that  the  equated 
distance,  embracing  mileage,  lockage  and 
coaling  facilities,  would  be  equivalent  to 
2,000  miles  in  favor  of  the  Suez  canal  for 
trade  between  New  York  and  Manila,  and 
to  7,000  miles  for  trade  between  London 
and  Manila. 

In  a  word,  if  the  Nicaragua  canal  were 
completed  the  commerce  of  the  Atlantic 
seaports  of  the  United  States  and  of  all 
Europe,  with  Asia  and  Australasia,  in 
steam  vessels  would  for  all  time  continue 
to  pursue  the  Suez  canal  route.  The  gov- 
ernment is  now  sending  its  transports 
and  war  ships  to  Manila  by  the  way  of 
the  Suez  canal  and  would  do  so  even  if 
the  Nicaragua  canal  were  now  completed. 
Sailing  vessels  will  never  pass  through 
either  the  Suez  canal  or  the  Nicaragua 
canal  for  lack  of  wind  and  the  enormous 
cost  of  towage  by  either  of  the  canal 
routes. 

The  transcontinental  rail  lines  will,  for 
all  time,  secure  all  the  passengers,  all 
the  mails,  all  the  express  goods  and  all 
the  perishable  freights  and  fast  freights 
between  the  Pacific  coast  and  the  Atlan- 
tic and  Gulf  coasts,  leaving  to  the  com- 
petition of  the  canal  route  only  the  resi- 
duum of  low-class  freights,  and  in  all 
probability  will  beat  the  canal  route  for 
that.  If  the  Suez  canal  were  subject  to 
such   railroad    competition    it   would    at 


once  be  financially  ruined.  It  is  de- 
barred from  such  competition  by  physico- 
geographical  considerations. 

The  general  conclusion  from  the  fore- 
going and  other  facts  of  equal  significance 
is  that  the  Suez  canal  and  the  transcon- 
tinental railroads  of  the  United  States 
have  destroyed  the  commercial  possibili- 
ties of  any  American  isthmian  canal 
which  may  have  existed  thirty  years  ago. 

It  appears  to  be  a  cause  of  regret  that 
the  pending  bills  in  Congress  for  the  con- 
struction of  the  Nicaragua  canal  were 
formulated  with  no  reference  to  the  fore- 
going facts  and  in  the  light  of  no  in- 
quiry by  Congress  as  to  the  commercial 
value  of  the  proposed  Nicaragua  canal. 
This  is  contrary  to  the  fixed  policy  of  the 
Government  as  to  investigations  in  ad- 
vance of  construction.  The  military  im- 
portance of  the  work  is  also  as  much  in 
doubt.  The  canal  proponents  have  thus 
far  strenuously  opposed  such  inquiry. 
The  preponderance  of  professional  testi- 
mony is  to  the  effect  that  the  proposed 
Nicaragua  canal  would  be  a  source  of 
weakness  rather  than  of  power. 

An  apprehension  that  the 

THE  COAL  -world     may     be     within 

SUPPLY  IS  measurable    distance     of 

INEXHAUSTIBLE      the  exhaustion  of  its  coal 

supply  must  be  dismissed 
as  an  idle  fear.  One  who  has  investigated 
the  mineral  resources  of  China  reports 
that  the  whole  southwestern  part  of  the 
province  of  Hunan  may  be  called  one 
coal  field,  covering  in  all  some  21,700 
square  miles.  Over  large  areas  of  this 
territory  the  coal  measures  are  visible  on 
the  surface,  and  the  coal  is  said  to  be 
generally  of  excellent  quality.  In  the 
province  of  Shansi,  too,  there  is  another 
vast  and  easily  workable  coal  field.  At 
the  present  rate  of  coal  consumption  the 
world,  it  is  estimated,  could  be  supplied 
by  China  for  10,000  years  to  come.  Thus, 
should  the  western  coal  fields  become  in 
time  exhausted,  the  far  east  will  easily 
make  up  the  deficiency  and  keep  the 
stoves  and  furnaces  of  the  world  in  fuel 
for  as  long  a  time  as  any  one  now  living 
need  worry  about. 


GLASS  PUT 
TO  A 

NEW  USE 


Glass  is  constantly  find- 
ing new  uses.  A  firm  of 
glass  manufacturers  in 
western  Pennsylvania,  is 
making  glass  pipes  for 
the  conveyance  of  oil,  gas,  water  or  sew- 
age as  a  regular  commercial  article,  and 
an  Ohio  oil  companj'^  is  putting  in  a  line 
of  the  glass  pipe,  about  100  miles  in 
length,  which  will  afford  a  practical  test 
of  its  advantages.  As  the  glass  does  not 
corrode  and  is  unaffected  by  electrolysis 
when  in  the  vicinity  of  electric  tracks  or 
conduits,  there  seems  to  be  a  large  field 
of  usefulness  before  this  kind  of  pipe. 


The  Philadelphia  Cycle  Board  of  Trade 
was  represented  at  the  meeting  of  nation- 
al and  local  trade  organizations  held  in 
that  city  last  Monday  to  make  arrange- 
ments for  the  exposition  of  American 
manufacturers,  which  will  open  in  Phila- 
delphia next  September. 

The  Connecticut  legislature  is  consider- 
ing a  good  roads  law,  at  an  annual  cost 
ol  $250,000.  The  committee  recommends 
a  commission,  and  reports  its  belief  that 
the  state  should  pay  the  greater  part  of 
the  expense  in  improving  highways  in 
small  towns. 


While  the  public  has 
RAPID  heard  a  great  deal  about 

DEVELOPMENT  OF  the  resources  of  the  south 
THE  SOUTH  and  the  progress  which 
that  section  is  making, 
its  advantages  are  by  no  means  fully  ap- 
preciated by  the  business  people  of  the 
north.  It  should  be  remembered  that  the 
south  has  a  very  remarkable  combination 
of  advantages  not  possessed  by  any  other 
one  country  or  section  of  the  world.  It 
produces  about  three-fourths  of  the 
world's  cotton  crop,  furnishing  the  raw 
material  for  the  vast  textile  interests  of 
Great  Britain,  the  Continent  and  New 
England.  This  industry,  representing 
over  $1,500,000,000  of  invested  capital,  is 
gradually  tending  toward  the  cotton 
fields.  In  all  parts  of  the  south,  and  espe- 
cially in  the  Carolinas,  Georgia  and  Ala- 
bama, very  rapid  progress  is  being  made 
in  cotton  mill  building.  The  south  now 
has  over  $120,000,000  invested  in  cotton 
mills,  against  $61,000,000  eight  years  ago, 
and  about  $5,000,000  more  is  going  into 
new  mills  now  under  contract  and  ex- 
tensions which  are  being  made  to  exist- 
ing mills.  Throughout  the  south  the  divi- 
dends of  cotton  mills  have  averaged  for 
some  years  eight  to  ten  percent  a  year 
after  adding,  in  many  cases,  ten  to  fifteen 
per  cent  to  the  surplus  fund. 

In  pig  iron  production  the  south  is 
making  equally  as  rapid  progress  as  in 
cotton  manufacturing,  Birmingham,  Ala., 
having  exported  during  last  year  ah  ave- 
rage of  nearly  1,000  tons  per  day. 

Taking  into  consideration  the  fact  that 
the  south  seems  to  be  able  to  produce  iron 
at  a  lower  cost  than  other  sections,  and 
that  it  has  an  unlimited  supply  of  ores, 
coking  coal  and  limestone,  no  limit  can 
be  set  upon  the  probable  extension  of  the 
iron,  steel  and  coal  interests  of  that  sec- 
tion. When  we  consider  that  the  manu- 
facture of  cotton  has  enriched  England 
and  New  England,  and  that  the  produc- 
tion of  coal  and  iron  and  steel  have  made 
Pennsylvania  enormously  wealthy,  and 
that  the  lumber  interests  of  the  north- 
west have  created  great  wealth  and  de- 
veloped a  vast  business  in  that  section, 
we  can  form  some  idea  of  what  it  means 
to  the  south  and  to  the  entire  country 
that  all  these  advantages  in  practically 
unlimited  supply  and  of  superior  quality 
are  found  in  that  section  and  nowhere  else 
in  combination. 

The  south  for  the  last  fifteen  years  has 
been  passing  through  an  experimental 
period  in  which  the  mettle  of  its  people 
and  the  inherent  strength  of  its  business 
interests  have  been  undergoing  such  a 
test  as  was  never  given  to  any  other 
section  of  our  country.  That  they  have 
stood  the  ordeal  and  have  demonstrated 
to  the  business  world  the  soundness  of 
the  whole  southern  situation  is  now  uni- 
versally admitted. 

Another  fact  of  great  importance  to  the 
future  of  the  south,  and  one  which 
bears  directly  upon  the  commerce  of  our 
country,  is  the  striking  advancement  that 
is  being  made  in  the  development  of 
southern  ports.  At  Galveston,  New  Or- 
leans, Pensacola,  Mobile,  Savannah,  Nor- 
folk, Newport  News  and  other  ports  ex- 
tensive enlargements  of  terminal  facilities 
are  being  made  at  a  cost  of  some  millions 
of  dollars.  At  Newport  News  the  great 
ship  yard,  now  employing  5,000  hands, 
has  $20,000,000  of  work  under  contract. 
Though  Newport  News  is  comparatively 
a  young  place,  its  growth  being  a  matter 
of  about  ten  or  twelve  years  only,  its  ex- 
port trade  last  year  amounted  to  about 
$40,000,000. 


The  Cycle  Age  and  Trade  SevieW 


613 


By  Cbi$  Stamp 


Vou  may 

Know 

CIkiii«* 


m 


HEN  you  see  an  attrac- 
tive saddle  you  gener- 
ally look  for  the  name 
of  the  maker,  and  near- 
ly every  time  you  find  that  it 
bears  one  or  another  of  the  fa- 
miliar stamps  here  shown. 

A  saddle  to  be  satisfactory 
must  have  beauty,  style,  dura- 
bility and  correct  shape.  These 
attributes  are  absent  unless  the 
goods  are  manufactured  by  ex- 
perienced workmen  under  the 
supervision  of  men  who  make  a 
study  and  have  a  thorough 
knowledge  of  the  business,  and 
who  have  the  capital  and  the 
facilities  to  put  together  the 
finest  materials  in  the  best  man- 
ner known  to  the  art. 

The  American  Saddle  Com- 
pany makes  saddles  that  satisfy. 

The  evidence  of  it  lies  in  the 
fact  that  such  an  overwhelming 
majority  of  the  riders  buy  them, 
ride  them  and  believe  in  them. 

It  is  safe  to  trust  the  judg- 
ment that  is  so  nearly  universal 
and  be  governed  by  it  in  laying 
in  your  stock. 

Buy  the  products  of  the  Am- 
erican Saddle  Company  and  you 
will  need  few  others. 


Jftnerlcait 
Saddle  Coitipanv 

American  Trtist  Building 

Cleveland,  Obio 


614 


The  Cycle  Age  and  Trade  Review 


RENOUF'S  UNTENABLE  THEORY 


OF   FRONT  AND   REAR    WHEELS 


Small    Rear   Wheel    Will    in    No    Wise 

Assist   the    Front    Wheel    to 

Climb  Obstructions.^ 


Readers  interested  in  bicycle  design 
noticed  in  the  March  9  issue  of  this  pa- 
per an  article  in  which  the  well-known 
English  hicycle  engineer  Renouf  is  quot- 
ed as  advocating  the  reduction  of  the 
size  of  the  rear  wheel  in  bicycles  for  the 
purpose  of  raising  the  direction  of  the 
thrust  from  the  driving  wheel  to  the 
front  wheel  albove  the  horizontal  and 
thereby  facilitating  the  passage  of  front 
wheel   over  obstacles   in   the  road.     Mr. 


THECyCLC  A0£^ 


Renouf  would  rather  reduce  the  size  of 
the  rear  wheel  than  increase  the  size  of 
the  front  wheel,  because  he  holds  that 
a  28-inch  front  wheel  has  just  the  right 
dimensions  for  the  best  disposal  of  the 
handle  bar  when  the  steering  head  is  of 
the  length  which  he  prefers.  Otherwise 
his  argument  would  favor  a  large  front 
wheel.  ,    i  "  II 

He  reminds  of  the  ease  with  which  a 
barrow  is  pushed  over  a  curb  by  drop- 
ping the  hands  low  and  of  the  shock 
which  is  felt  when  the  hands  are  not 
dropped,  and  takes  it  for  granted  that 
the  thrust  by  which  the  front  wheel  is 
pushed  forward  travels  from  the  rear 
wheel  axle  through  the  rigid  frame  to 
the  front  wheel  axle.  By  dropping  the 
rear  wheel  axle  lower  he  therefore  ex- 
pects to  obtain  the  inclined  thrust  which 
he  desires. 

Bicycle  Driven  from  the  Ground. 

It  may  be  well  to  call  the  attention  of 
Cycle  Age  readers  to  the  fallacy  of  Mr. 
Renouf's  reasoning  when  he  supposes 
that  the  effect  is  the  same  whether  he 


wheel  is  caused  to  rotate  always  takes 
the  direction  from  ground  contact  of  rear 
wheel  to  axle  of  front  wheel^that  is,  it 
is  always  inclined  at  a  suflacient  angle 
upward  and  forward  to  help  the  front 
wheel  over  obstructions.  The  height  of 
the  rear  wheel  axle  makes  no  difference 
in  this  respect,  but  that  of  the  front 
wheel  does.  Mr.  Renouf  should  therefore 
on  his  own  basis  of  thought  advocate  the 
large  front  wheel  and  not  the  small  rear 
wheel  and  by  so  doing  would  be  in  ac- 
cordance with  the  time-honored  English 
design  which  prescribes  28-inch  rear  and 
30-inch  front  wheels. 

Advantage  of  l^ow  Built  Frames. 

In  his  line  of  reasoning  Mr.  Renouf  has 
left  out  of  consideration  the  forward 
thrust  caused  by  the  momentum  of  wheel 
and  rider,  although  this  thrust  under 
nearly  all  circumstances  except  such  as 
prevail  at  laborious  hill-climbing,  large- 
ly exceeds  the  thrust  of  mere  accelera- 
tion received  from  the  rear  wheel. 

Considering  the  rider  as  rigid  with  his 
mount — for  simplicity's  sake — it  is  read- 
ily seen  that  this  thrust  travels  from  the 
center  of  gravity  of  rider  and  mount 
combined  to  front  wheel  axle  and  that 
the  direction  is  one  of  a  downward  slope 
of  the  particular  kind  which  Mr.  Renouf 
desires  to  avoid  when  obstacles  are  en- 
countered. It  is  also  seen  that  the  di- 
rection is  aggravated  when  the  rider  is 
placed  unusually  high,  as  on  a  bicycle 
with  a  high  crank  hanger  and  a  corre- 
spondingly high  seat.  The  farther  back 
over  the  rear  wheel  the  rider  is  placed 
the  smaller  will  be  the  angle  of  the 
thrust,  but,  on  the  other  hand,  if  the  rid- 
er bends  forward  and  lowers  the  center 
of  gravity  the  angle  will  also  be  reduced. 
If  the  supposition  is  that  the  bicycle 
must  pass  over  the  obstacle  in  its  way 
with  both  front  and  rear  wheels  without 
changing  the  rider's  position,  the  most 
favorable  attitude  is  undoubtedly  the 
customary  scorcher's  position  on  a  low- 
hung  machine,  because  this  position  di- 
vides weight  nearly  equally  between  front 
and  rear  wheels  so  as  not  to  lose  when 
the  rear  wheel  passes  over  an  inequality 
what  was  gained  at  the  front  wheel.  This 
position  has  also  the  advantage  that  it 
pivots  the  weight  of  the  body  partly  on 
the  shoulder  joints,  so  that  the  tendency 
to  bear  down  on  the  front  wheel  caused 
by  momentum  when  an  obstacle  is  met, 
is  very  materially  lessened  by  allowing 


AN  IMPORTER'S  TRIBULATIONS 


increases  the  size  of  the  front  wheel  or 
reduces  the  rear  wheel. 

He  overlooks  that  the  point  of  ground 
contact  of  the  rear  wheel  is  in  reality  the 
point  from  which  the  forward  thrust  is- 
sues. While  revolving,  and  therefore  not 
rigidly  connected  with  the  bicycle  frame, 
the  rear  wheel  when  considered  as  a 
driver  is  held  rigidly  to  the  extent  of  the 
thrust  applied  by  means  of  the  rider's 
foot  on  the  pedal  and  the  pressure  trans- 
mitted through  the  chain.  It  is  rigid  in 
one  direction  so  long  as  it  is  used  as  a 
driver,  and  the  thrust  by  which  the  front 


7/icCyc^e.  />c£^ 


the  body  of  the  rider  to  swing  forward 
while  the  obstacle  is  scaled. 

The  various  positions  and  lines  of 
thrust  are  indicated  in  the  accompany- 
ing illustrations,  and  it  is  seen  that  a 
brief  analysis  of  Mr.  Renouf's  argument 
from  a  practical  standpoint  leads  the 
reader  back  to  the  bicycle  design  which 
is  most  in  favor  in  the  United  States — 
the  low-built  frame  with  28-inch  rear 
wheel.  There  remains  a  suspicion  that 
an  increase  in  the  size  of  front  wheel 
might  be  desirable,  but  that  is  not  what 
Mr.  Renouf  contended. 


BOYCOTTED      BY      COMPETITORS 


Danish  Manufacturers  Try  to  Make  Capi= 

tal  of  Jens  rsielsen's  Advocacy  of 

Cash  Export  Sales. 


In  the  issue  of  December  28,  1898,  of 
this  paper  there  appeared  an  article  set- 
ting forth  the  bad  experience  which  sev- 
eral of  our  manufacturers  have  had  with 
exports  of  bicycles  to  European  coun- 
tries, when  the  bills  were  not  paid  in 
full  against  shipping  documents,  and 
part  of  a  letter  from  Jens  Nielsen,  an 
importer  in  Copenhagen,  Denmark,  to 
"The  Foreign  Buyer"  of  New  Yotk  was 
reprinted  in  the  article  so  as  to  show 
that  the  better  class  of  European  import- 
ers themselves  were  opposed  to  the  prac- 
tice of  credit  sales  on  account  of  their 
tendency  to  disestablish  current  prices,  if 
the  buyer  refused  to  accept  the  goods, 
and  the  latter  were  thrown  upon  the 
market  at  sacrifice. 

Harsh  Means  to  Down  Importers. 

This  article  has  proven  the  signal  for 
the  Danish  sporting  paper  "Idraet"  to 
fall  over  the  enterprising  but  muuceui 
Jens  Nielsen  and  accuse  him  of  being  a 
traitor  to  his  country.  The  trouble  lies 
apparently  in  the  statement  made  by 
Jens  Nielsen  that  "the  home  manufac- 
turers do  not  amount  to  much"  and  an- 
other remark  to  the  effect  that  "every  re- 
spectable firm  on  this  side  pays  cash 
against  bills  of  lading." 

Considering  that  Mr.  Halberstadt  and, 
other  Danish  and  Anglo-Danish  manu- 
facturers probably  see  a  slight  in  Mr. 
Nielsen's  reference  to  the  small  capacity 
of  their  works  (which  is,  in  fact,  very 
small  for  supplying  all  of  the  territory 
contributory  to  the  free  port  of  Copen- 
hagen) ,  and  that  several  importers  in  the 
same  city  who  prefer  to  buy  on  credit 
nevertheless  consider  themselves  re- 
spectable, it  is  not  to  be  wondered  at 
that  some  bad  feeling  has  been  aroused, 
but  Idraet  and  the  Cycle  Dealers'  Asso- 
ciation of  Copenhagen  have  gone  further. 
They  have  taken  the  extravagant  meas- 
ure of  attempting  to  have  Mr.  Nielsen 
and  the  cycle  paper  "Cyclen,"  which  de- 
fends him,  boycotted  socially  and  com- 
mercially as  calumniators  of  the  Danes 
and  vipers  that  sting  the  breast  where 
they  are  coddled. 

Simple  Case  of  Enterprise. 

The  hapless  importer  whose  inclina- 
tions for  cash  transactions  have  stirred 
up  this  hornets'  nest  writhes  under  the 
accusations  and  desires  that  the  Cycle 
Age  make  a  statement  exonerating  him 
of  writing  the  fateful  article.  The  Cycle 
Age  cheerfully  acknowledges  that  he  did 
not.  He  probably  wrote  the  passage  with 
which  he  is  quoted,  but  not  to  this  paper, 
and  the  Cycle  Age  takes  it  for  granted 
that  the  worst  which  may  be  charged 
against  him  is  that  he  is  an  enterprising 
merchant  who  has  loved  not  wisely  but 
too  well  to  convince  American  manufac- 
turers that  they  should  deal  only  with 
those  who  are  situated  like  himself,  i.  e., 
who  have  the  cash  to  pay  cash  with. 

By  using  his  pen  for  this  purpose  he 
has  undoubtedly  aimed  not  solely  at  con- 
ferring a  benefit  on  American  bicycle 
manufacturers,  but  also  at  reducing  the 
number  of  his  own  competitors,  and  has 
been  actuated  by  a  laudable  desire  to 
uphold  profitable  prices.  But  his  line  of 
argument  has  not  been  malicious  or  per- 
sonal; neither  has  it  been  directed 
against  his  countrymen,  and  it  is  pre- 
posterous to  brand  him  as  a  traitor  be- 
cause he  tries  to  defend  his  own  particu- 
lar market  against  demoralized  prices. 

Evidently  the  patrons  of  Idraet  have 
discovered  in  the  importer's  correspond- 
ence to  American  papers  a  fine  chance 


The  Cycle  Age  and  Trade  Review 


615 


IWHiffWNJLDYOUDO?! 

The  only  sensible  way  to  coast  is  the  safe  way. 

The  safe  way  is  possible  only  with  perfect  control  of 
the  bicycle.  The  minute  the  feet  are  off  the  pedals  the 
control  is  lost — coasting  then  becomes  a  danger. 


Eclipse  Cycles  w 


itted 
with 


The  Morrow  Automatic 
Coaster  and  Brake 


Make    coasting 

a  safe  pleasure. 

It  enables  riders 

to  hold  the 


V'-^ 


r^^ 


^tS-^ 


Nife 


:<9j-i 


?^i3?> 


-Vfls.: 


pedals  stationary  while  coasting. 

A  slight  back  pressure  of  the  pedals  applies  the  brake. 

The  bicycle  can  be  stopped  on  the  steepest  hill  in  the 
shortest  time  and  smallest  space. 

Any  wheel  thus  equipped  can  be  sold — easily. 

All  the  particulars  if  you  want  them. 

Eclipse  Bicycle  Co.,  ^^if!V^' 


iTHE: 


HoUenbeck 

Rawhide  Saddle 


is  the  LIGHTEST,  HANDSOMEST  and  most  COM- 
FOKTABLE  Bicycle  Saddle  in  existence.     No  wood  or 

steel    base   covered  with   leather   to 

$^^^^^  hurt  or  chafe  you,  but  instead,  one 
^^^^^^k  sheet  of  molded  rawhide,  suspended 
^  ,^^g  on  a  skeleton  frame,  which  is  Flexible 
and  Conformable  to  the  rider,  and  no 
stitching  or  rivets  to  wear  the  clothes 
30  high-class  wheel  makers  use  them. 

Booklet  Free  for  the  Asking. 

Hollenbeck  Saddle  Company 

SYRACUSE,  N.  Y. 


•  DISTRIBUTERS  ■ 


C.  K.  Anderson,  164  La  Salle  St.,  Chicago,  111 
Chicago  Tube  Co.,  Chicago,  111. 
Eugene  Arnstein,  Chicago,  111. 

Von  Lengerke  &  Antolne,  Chicago,  111. 
B.  E.  Harris*  Co.,  Chicago,  111. 

Armstroiig  Bros.  Tool  Co.,  Chicago,  111. 

A.  F.  Shapleigh  Hardware  Co.,  St.  Louis,  Mo. 
Colorado  Cycle  Supply  Co.,  Denver,  Col. 

Great  Western  Cycle  Co.,  Minneapolis,  Minn. 
Deere  &  Webber  Co.,  Minneapolis,  Minn. 
Andrae  Cycle  Supply  «o.,  Milwaukee,  Wis. 

C.  J.  &  P.  E.  Smith  Cycle  Supply  Co.,  St.  Paul,  Minn. 
Baker  &  Hamilton,  San  Francisco,  Cal. 


Plain  Talks  on 
ANDRAE  Cycles 


Xin— THE  SEAT  POST  CLUSTER. 

Last  week  we  told  you  that  if  you  would  compare  the  Andrae 
tacdem  in  the  Andrae  '95  catalogue  with  other  '99  tandems  you 
would  find  the  other  '99  tandem  a  copy  in  design  of  the  Andrae 
'95.     Did  you  make  the  comparison? 

Several  makers  are  screaming  ahout  their  new  (?)  V-shaped 
seat  post  clusters. 

Let  us  get  to  comparison  again. 

Take  a  '96  catalogue  and  a  '99  catalogue  of  the  other  make, 
turn  to  seat  post  clusters  and  you  will  find  that — 

THE  OTHER  '99  NEW  (?)  SEAT  POST  CLUSTER  WAS  AN 
ANDRAE  FEATURE  WAY  BACK  IN  '96. 

We  have  had  three  yeais  to  improve  our  seat  post  cluster. 

It's  a  new  thing  with  others. 

And  still  the  other  maker  asks  as  much  for  his  '96  featured 
wheel  as  we  ask  for  the  Andrae. 

Write  for  our  paper,  ' '  The  Andrae  Agent. ' ' 


ANDRAE 
CYCLES 
NEVER 
DISAPPOINT... 


Julius  Andrae  &  Sons  Co. 

MILWAUKEE,  WIS.,  U.  S.  A. 


A  THINKINB  ABENT 


HAS, 

OR 

WILL 

OBTAIN, 

THE 


ORIENT 


AGENCY 

BECAUSE 

HE 
THINKS.. 


WALTHAM  MFG.  CO, 


WALTHAM 
MASS.  ^^^ 


616 


The  Cycle  Age  and  Trade  Review 


for  a  bit  of  patriotic  advertising  and  they 
have  made  haste  to  utilize  it  in  favor  of 
home  manufacture.  That  is  the  penalty 
of  greatness.  If  Jens  Nielsen  had  not 
sold  quite  so  many  American  bicycles  as 
he  really  has  sold  and  had  not  said  quite 
so  much  about  it,  he  would  not  have  been 
a  formidable  competitor  of  Danish  man- 
ufacturers and  nobody  would  have 
thought  of  boycotting  him  for  advocat- 
ing the  cash  principle.  But  Nielsen 
should  rise  to  still  greater  greatness.  He 
should  turn  the  joke  against  his  assail- 
ants, for  Danes  love  a  joke  as  much  as 
the  Briton  a  lord.  He  should  advertise 
the  boycott  and  make  it  clear  to  his 
countrymen  that  the  patriotic  fervor 
which  ostensibly  has  actuated  its  insti- 
gators is  only  a  thin  veneer  covering 
their  inability  to  compete  with  the  val- 
ues which  he  can  offer  in  American  bi- 
cycles bought  for  cash.  He  should  not 
get  flustered,  but  should  turn  the  adver- 
tising which  he  is  receiving  gratis  to 
good  account.  The  tempests  which  rage 
in  Copenhagen  do  not  sensibly  affect 
trade  with  the  provinces  or  with  Sweden 
or  Norway.  He  can  continue  to  sell 
American  bicycles  after  being  scored  by 
those  who  don't  like  to  see  them  sold,  as 
well  as  or  better  than  before.  A  couple 
of  slip-shod  expressions  which  have  es- 
caped his  pen  in  the  heat  of  business  en- 
deavor should  not  and  will  not  mar  his 
fortunes,  when  everybody  can  easily  dis- 
cern the  mercenary  animus  of  his  perse- 
cutors. 

Jens  ^iel8en  on  Contracts. 

While  complaining  of  the  unpleasant- 
ness of  being  misunderstood  Jens  Niel- 
sen finds  time  to  rap  American  manufac- 
turers in  a  communication  to  this  paper 
on  the  subject  of  the  hardships  of  his 
lot  as  a  cash  buyer,  aa.  follows: 

In  making  contracts  for  large  lots  of  bi- 
cycles and  paying  cash  in  advance,  the  im- 
porter on  this  side  naturally  wants  a  clause 
in  the  contract  that  he  is  sole  importer  of 
this  special  brand  for  12  months— or  one  sea- 
son. The  importer  in  reselling  the  goods  has 
to  divide  up  the  lots  among  his  agents  all 
round  in  his  particular  territory,  or  what 
you  would  call  "organize  the  ten-itory."  The 
importer,  who  is  supposed  to  make  a  little 
profit,  in  reselling  his  cycles,  allot  certain 
districts  to  his  agents,  same  as  you  do  in 
the  states,  I  suppose.  If  a  competitor  in 
some  part  of  the  district — or  if  one  of  the 
agents  apply  direct  to  the  factory  in  their 
states  it  would  seem  right  and  just  that 
such  orders  were  sent  to  the  importer,  ac- 
cording to  the  contract.  However,  I  am 
sorry  to  say,  that  so  far  most  all  the  fac- 
tories I  have  dealt  with,  have  not  kept  true 
to  this  part  of  the  contract,  but  have  not 
abstained  from  the  temptation  to  fill  direct 
orders  at  same  prices  or  a  trifle  higher,  and 
have  so  upset  the  whole  organization  and 
heavily  damaged  the  first  importer.  Now, 
how  is  the  importer,  who  pays  cash  in  ad- 
vance, to  guard  himself  against  such  trae- 
passings?  He  is  powerless;  all  his  work, 
his  trouble  and  extra  expenses  for  introduc- 
ing a  certain  brand  are  lost  and  all  he  can 
do  is  to  throw  up  that  connection  and  turn 
to  another,  but  only  to  be  treated  the  same 
way  over  again.  It  is,  of  course,  only  the 
cash  in  advance  payer  who  gets  ill  treated 
like  that;  such  things  cannot  happen  till 
"the  bill  is  paid."  Now,  why  will  the  manu- 
facturers on  your  side  make  it  impossible 
for  the  importer  on  this  side  to  pay  cash  in 
advance?  A  cash  payer  ought  to  be  placed 
on  equal  terms  with  those  not  paying  cash, 
but,  I  am  sorry  to  say,  he  is  not.  Where  is 
the  protection  for  bad  packing,  lacking 
parts,  inferior  goods,  breaking  of  contracts 
for  the  cash  in  advance  payer?  Where  the 
protection  is  for  those  importers,  who  do 
not  pay  cash  in  advance,  tlxat  we  all  know. 
The  cycle  trade  is  a  new  one  and  Is  to  be 
compared  with  a  new  rising  town  of  gold 
mines — all  kinds  of  elements  rushing  in,  bad 
elements  In  the  majority  at  the  start  till 
things  get  settled  and  the  majority  changes; 
I  think  the  cycle  trade  today  is  just  on  the 
level  point.  Jens  Neilsens. 


STEAM    VEHICLES    RIDE    EASY 


An  English  tire  firm  is  reported  to  be 
planning  the  construction  of  ten  petro- 
leum-driven pacing  machines  for  use 
with  a  selected  list  of  riders  to  secure 
the  world's  short  and  middle  distance  rec- 
ords in  the  spring. 

Three  new  motor-car  factories  have 
been  founded  in  Switzerland. 


nOTORS    FLEXIBLY    CONNECTED 


Engine  Oscillates  in  Harmony  With  Jolts 

—Wagon    Body    rioves    Freely 

on  Springs. 


From  the  unpleasant  vibration  which 
is  a  feature  of  most  of  the  French  motor 
vehicles  driven  by  gas  or  steam  engines 
many  students  and  intending  purchasers 
of  motor  vehicles  have  been  led  to  be- 
lieve that  there  were  serious  engineering 
difiiculties  in  the  way  of  connecting  the 
running  gear  of  these  two  classes  of  au- 
tomobiles to  the  driving  power  in  such  a 
manner  that  shocks  resulting  from  a  bad 
road  conld  be  absorbed  by  springs  and 
that  vibration  arising  from  irregularity 
in  the  torque  of  the  driving  shaft  would 
not  be  felt  by  the  passengers.  The  rapid 
wear  of  driving  chains  which  has  been 
observed  in  several  American  vehicles 
has  confirmed  this  supposition. 

A  Condition  of  tlie  Past. 

Nevertheless  it  may  now  be  confidently 
asserted  that  any  shortcomings  in  this 
respect  which  in  the  past  have  tended  to 
shoi'ten  the  life  of  steam  and  gas  engine 
vehicles,  increase  the  repair  bill  and  re- 
duce the  comfort  of  riding  in  them,  have 
only  been  such  as  are  liable  to  mar  the 
perfection  of  the  product  in  the  infancy 
of  any  industry,  and  that  the  steam  and 
gas  engine  wagons  of  the  future  may  be 
constructed  to  ride  as  "easy"  as  any 
electric  or  horse-drawn  vehicle. 

Mathematics  of  Sliocks. 

One  of  the   Stanley  brothers  wrote  in  . 
this  respect  concerning  their  steam  wag- 
on as  follows: 

In  our  carriage  the  connection  between 
the  boiler  and  engine  is  flexible,  so  that  the 
engine  is  free  to  oscillate.  Then,  the  engine 
bed  is  connected  with  the  rear  axle  in  such 
a  manner  that  the  chain  which  is  used  for 
transmitting  the  power  is  always  at  exactly 
the  same  tension,  and  can  be  tightened  or 
loosened  at  will  by  simply  turning  a  nut. 
The  body  of  the  carriage  is  perfectly  free  to 
move  up  and  down,  or  to  tip  from  side  to 
side  with  practically  no  resistance  excepting 
from   the  springs. 

Now,  since  our  carriage  weighs  about  one- 
quarter  as  much  as  an  electric  carriage  that 
will  run  the  same  distance  and  carry  the 
same  number  of  passengers,  we  can  use  a 
much  more  flexible  spring,  and  it  conse- 
quently rides  much  easier. 

The  crank  shaft  of  the  engine  and  the 
rear  axle  are  connected  by  a  brace  30  inches 
long.  While  the  body  of  the  carriage  moves 
up  and  down  about  4  inches  vertically,  as  a 
maximum,  the  crank  shaft  of  the  engine 
moves  on  an  arc  of  a  circle  with  a  30-inch 
radius  about  the  same  distance. 

If  the  power  of  the  engine  were  absolutely 
irresistible  and  the  crank  shaft  revolved  at 
a  uniform  speed,  the  motion  of  the  carriage 
would  vary  about  2  inches  with  a  vertical 
motion  of  4  inches  of  the  body.  But  the 
power  is  not  irresistible;  on  the  contrary  it 
is  limited  and  extremely  flexible,  as  flexible 
as  steam  is  elastic.  The  tendency  of  the 
crank  shaft  to  rotate  at  a  uniform  velocity 
depends  upon  the  momentum  of  the  fly 
wheel.  The  tendency  of  the  carriage  to  move 
at  a  uniform  velocity  depends  upon  the  mo- 
mentum  of  the   carriage. 

The  fly  wheel,  which  is  simply  a  sprocket 
wheel,  and  all  the  revolving  parts  of  our 
engine  weigh  less  than  2  lbs.  The  carriage 
fully  loaded  weighs  SCO  lbs.  The  speed  of  the 
carriage  is  fully  ten  times  the  speed  of  the 
revolving  parts  of  the  engine.  The  force  re- 
quired to  interrupt  or  change  the  speed  of 
either  conforms  to  the  law  of  the  striking 
force  of  bodies,  that  is,  it  is  proportional  to 
the  weight  multiplied  by  the  square  of  the 
velocity.  Since  the  speed  of  the  carriage  is 
ten  times  as  great  as  the  speed  of  the  re- 
volving parts  of  the  engine,  the  force  re- 
quired to  interrupt  its  motion  would  be  100 
times  as  great,  if  of  equal  weight;  but  the 
weight  of  the  carriage  being  400  times  as 
great  the  ratio  is  that  of  1  to  40,000.  It 
is  almost  as  absurd  to  suppose  that  such  a 
shock  would  be  felt  as  it  would  be  to  sup- 
pose that  you  would  feel  a  shock  if  a  fly 
should  light  upon  the  dasher. 


tory  at  Newton  and  will  at  once  lay 
down  a  plant  equal  to  the  production  of 
one  thousand  Stanley  steam  wagons  an- 
nually. 

The  Stanleys  have  just  received  their 
one  hundredth  order  for  their  steam  mo- 
tor vehicles.  Fifty  have  been  contracted 
for  by  Count  de  Jotemps  for  delivery  in 
Paris,  France,  and  the  other  fifty  have 
been  ordered  piecemeal  by  visitors  to 
Newton  who  had  an  opportunity  to  test 
the  merits  of  the  vehicles  in  actual  trial. 

Two  patterns  of  the  vehicles  will  be 
turned  out,  one  with  seats  for  two  at 
$600  and  another  to  carry  four  at  $700. 


Motor  Buses  Refused  Park  Privileges. 

The  promoters  of  a  company  formed 
for  the  purpose  of  operating  motor  omni- 
bus lines  in  Chicago  presented  a  petition 
signed  by  300  citizens  living  along  the 
boulevards  of  the  South  Side  to  the  South 
Park  board  of  commissioners  recently  re- 
questing that  permission  be  granted  to 
run  twenty  or  more  vehicles  on  the  boule- 
vards and  park  drives.  The  petition  was 
promptly  denied  by  unanimous  vote  of  the 
board,  however,  the  commissioners  refus- 
ing to  take  the  matter  into  consideration. 
The  compensation  offered  to  the  commis- 
sion was  10  percent  of  the  gross  receipts, 
if  exclusive  right  of  way  was  given.  The 
backers  of  the  company  are  Simeon  Has- 
kell and  James  S.  Shortle.  J.  E.  Otis  is 
the  attorney. 

In  refusing  the  grant  the  commissioners 
said  that  no  concessions  of  any  sort  had 
ever  been  made  by  the  board  and  the  rule 
would  not  be  broken  now.  President 
Donnersberger,  moreover,  stated  that  let- 
ters opposing  the  scheme  had  poured  into 
his  oflSce.  The  promoters  of  the  scheme 
said  they  would  bring  the  matter  up 
again,  as  they  were  confident  of  success 
and  that  the  people  were  -behind  them. 


Overman  Adopts  Steam. 

A  steam  motor  vehicle  has  been  com- 
pleted at  the  Overman  Wheel  Works.  It 
is  stated  that  the  company  has  aban- 
doned its  gas  engine  vehicle  pattern  in 
favor  of  steam,  and  that  the  new  wagon 
is  controlled  by  the  steering  lever  oper- 
ated by  the  driver's  left  hand,  while  the 
engine  is  governed  by  another  lever  op- 
erated by  the  right  hand. 


Season  Tickets  for  Inflating. 

An  English  cycle  repairer  has  inaugu- 
rated a  system  of  season  tickets  for  in- 
flating tires  and  lubricating  cycles.  The 
twelve  months'  ticket  for  the  former  costs 
only  62  cents,  a  similar  charge  being 
made  for  the  oiling,  and  for  $1  one  may 
have  his  machine  kept  in  good  running 
condition  for  one  year. 


Effective  Work  of  Washington  Police. 

The  number  of  lost  and  stolen  bicycles 
recovered  by  the  police  of  Washington, 
D.  C,  increases  each  year.  During  1896 
the  department  recovered  117  machines, 
183  in  1897,  while  in  1898,  out  of  288  bi- 
cycles reported  as  lost  or  stolen,  254  were 
recovered  and  returned  to  their  owners. 
Many  of  these  are  not  claimed  for  weeks 
or  are  held  as  evidence  in  cases  pending 
before  the  courts. 


First  Hundred  Steam  Wagons. 

The  Stanley  brothers  of  the  Stanley 
Dry  Plate  Works  of  Newton,  Mass.,  have 
purchased  the  old  "Hickory"  bicycle  fac- 


Richmond,  Va.,  will  not  impose  a  tax 
on  bicycles.  The  ordinance  introduced  in 
the  common  council  having  this  end  in 
view  has  been  rejected,  under  the  advice 
of  the  city  attorney,  who  held  that  ac- 
cording to  the  law  the  bicycle  was  a  ve- 
hicle and  could  only  be  taxed  in  common 
with  other  vehicles. 

There  are  now  in  Holland  eleven  con- 
cerns exclusively  engaged  in  the  con- 
struction of  motor  carriages,  while  the 
number  of  cycle  factories  exceed  fifty. 


The  Cycle  Age  and  Trade  Review 


617 


What  you  get 
for  your  money. 


IS  AS  IMPORTANT  AS  THE  AMOUNT  YOU  PAY. 


Have  you  ever  thought  of  that?  Follow  out  the  theory 
and  what  result  do  you  get? 

Buy  a  pair  of  shoes  for  $2.50.  They  are  shoes.  You  get 
some  wear  out  of  them.  (All  that  you  pay  for.)  Are  they 
comfortable,  well  turned  and  sightly?  Do  you  have  to  get 
them  repaired  soon? 

Add  40  per  cent,  to  that  price  and  buy  another  make. 
What  do  you  get?  As  good  a  shoe  as  Is  made,  don't  you? 
One  that  will  give  you  good  and  long  service  without  repair; 
that  Is  good  looking  and  suits  you.  You've  had  value  re- 
ceived in  both  cases,  but  isn't  the  latter  the  cheaper  in 
the  end? 

MR.  DEALER,  when  you  select  your  leading  bicycle  for 
1899  don't  be  penny  wise.  Loolc  to  your  net  results  at  the 
end  of  the  season. 


National 
Rider 
Never 
Changes 
His  riount. 

What 
Does  That 
riean? 


BASOLINE  MOTORS 

'rEl'.a'bI.'eVors  for  horseless  vehicles. 

OTTRS  can  be  ran  at  cost  of  less  than  i-a  cent  per  liour  (a 
horse  power— larger  ones  same  ratio).  SPECIAi;  MOTORS  and 
TRAXSMISSION  GSARS  for  Carriagemen  and  others  to  con- 
struct THBIR  OWN  VBHICI^BS.         .         .  .... 


c^^^ 


yy  BE  believe  this  to  be  the  very  best  Gasoline  Motor  ever  placed  on  the 
111  market  for  simplicity,  durability,  more  power  and  less  weight  than 
^%r  anything  ever  produced.  Especially  adapted  for  Motor  Wagons 
Boats,  Small  Electrical  Plants,  Elevators,  Machine  Shops,  Optical 
Works,  Printing  Presses,  Feed  Cutters,  Carpenter  Shops,  Lathes,  Emery 
Wheels,  Corn  Shellers,  Laundry  Machines,  Pumping  Water,  Ice  Cream 
Freezers,  Irrigation  Machinery,  Ventilating  Fans,  Hay  Presses,  Cream 
Separatorp,  Sewing  Machines,  Mining  Machinery,  Sawing  Wood,  etc.,  etc. 

These  Motors  are  manufactured  horizontal  or  upright. 

They  are  absolutely  safe,  and  cannot  explode  or  cause  damage,  and  are 
always  ready  for  instant  service.  They  require  no  mechanical  experience 
or  licensed  engineer. 

Our  2-horse-power  Motor  weighs  but  89  pounds,  and  occupies  a  space 
24x11  inches;  runs  at  high  speed  and  high  compression. 

Working  parts  are  all  tightly  enclosed;  one  sight  feed  oil  cup  lubricates 
all  bearings.  Our  ignition  devise  Is  perfect,  and  all  wearing  parts  are 
especially  strong  and  substantial. 

WRITE    FOB    PRICES 


THE  ST.  LOUIS  GASOLINE  MOTOR  CO. 


822    CLARK    AVE., 


ST.  LOUIS,  MO.,  U.  S.  A. 


m¥¥¥¥¥¥¥I¥¥II%%¥¥l¥¥ 


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/Y^ 


IK 


\ 


A 

i^    Word 
Concerning 

This 

Yearns 
Business 


Merely  to  see  the  Wavcrley  Bicycle  for  J  899  is  to 
create  the  desire  to  be  mounted  on  it,  to  fly  along  over  the 
smooth,  hard  roads  that  will  soon  come,    Thz^^Ji,^^ 


1899 


Waverley 
$40 


is  the  fiandsomest  and  richest  looking  bicycle  yet  produced 
— that  is  the  unanimous  testimony  of  those  who  have 
seen  it — while  those  who  have  ridden  it  (the  J899  models 
have  now  been  tested  for  months)  are  enthusiastic  over  its 
smooth,  noiseless  running. 

Combined  with  the  IVANHOE  line  of  good  lower- 
priced  bicycles,  the  Waverley  gives  the  strongest  founda- 
tion for  a  profitable  business  this  year,  Write  at  once  for 
the  agency. 

INDIANA  BICYCLE  CO. 


INDIANAPOLIS,  IND. 


We  are  ready  to  talk  about  ^^^^ 

ELECTRIC  MOTOR  CARRIAGES 

in  a  limited  way.    More  next  week. 


¥ 
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¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥ 


618 


The  Cycle  Age  and  Trade  Review 


THE  PASTiriE  AND  SPORT 


DATES  SET  FOR  BIQ  MEETS 


International  fleet  Convenes  in  Montreal 

August  7— League  Meet  Opens 

the  Week  Following. 


Last  fall  when  the  International  Cy- 
clists' Association  awarded  Canada  the 
World's  meet  for  1899,  a  strong  commit- 
tee was  organized  in  Montreal  which  im- 
mediately set  to  work  to  devise  means  of 
defraying  the  expenses  of  promoting  the 
meet,  but  the  refusal  of  Canadian  manu- 
facturers to  take  part  in  the  cycle  show 
seemed  to  have  simothered  their  enthusi- 
asm and  very  little  was  done  during  the 
past  few  months. 

But  hustling  President  Porter,  of  the 
Boston  Meet  Committee,  visited  Montreal 
last  week  by  appointment  to  meet  Presi- 
dent T.  A.  Beament  and  the  local  com- 
mittee of  the  C.  W.  A.  for  the  purpose  of 
deciding  on  the  date  for  the  internation- 
al meet,  and  after  a  very  harmonious  con- 
ference it  was  definitely  decided  to  hold 
the  big  meet  during  the  week  beginning 
August  7,  and  the  L.  A.  W.  meet  at  Bos- 
ton the  following  week. 

Outlaws  to  Be  Barred. 

The  fixture  of  dates  has  given  fresh  im- 
petus to  Canadian  interest,  and  the  Mon- 
treal and  Boston  committees  will  work 
together  from  now  on. 

The  riders  under  suspension  by  the  L. 
A.  W.  will  either  have  to  make  their 
standing  good  with  the  L.  A.  W.  or  re- 
frain from  participating  in  any  Canadian 
race  meets. 

Many  projects  are  being  considered  in 
connection  with  the  holding  of  the 
League  meet  in  Boston,  August  14  to  19. 
The  officers  and  members  of  the  Boston 
'99  Meet  Club  have,  for  a  number  of 
weeks  been  working  hard  on  the  prelimi- 
naries of  the  great  meet,  with  the  deter- 
mination of  making  it  second  to  none 
ever  held  by  the  American  wheelmen. 
During  the  month  of  August  representa- 
tive racing  men  of  Great  Britain,  France, 
and,  in  fact,  all  European  countries,  will 
be  here  to  compete  in  the  international 
contests  to  be  held  at  Montreal. 
Special  Circuit  for  Foreigners. 

The  authorities  of  Montreal  and  Boston 
have  practically  agreed  upon  the  estab- 
lishment of  a  circuit  of  races  in  which 
the  foreign  racing  men  can  compete  for 
good  prizes  previous  to  the  final  contests 
at  Montreal  and  Boston.  A  European 
steamship  line,  having  terminals  at  both 
Boston  and  Montreal,  has  agreed  to  bring 
the  foreign  racing  men  to  this  country 
at  reduced  prices.  The  object  is  to  bring 
the  men  to  this  country  at  least  a  month 
previous  to  the  holding  of  the  meets  to 
give  them  an  opportunity  to  learn  the 
ways  of  the  American  racing  men  in  com- 
petition, as  well  as  give  them  an  oppor- 
tunity of  becoming  acclimated.  Were  it 
not  for  this  special  circuit,  the  men 
would  have  to  leave  their  native  coun- 
tries some  time  before  the  holding  of 
the  meets,  in  order  to  become  acclimated 
and  waste  much  unprofitable  time  in 
training. 

This  will  certainly  have  a  tendency  to 
attract  the  foreigners,  and  there  is  every 
reason  to  believe  that  this  year  America 
will  see  more  foreign  racing  men  of  abil- 
ity than  she  has  since  the  early  '80's. 


intends  to  run  a  circuit  of  similar  meets 
in  the  south  during  the  spring.  The  races 
at  Houston  were  well  attended.  Several 
amateur  events  competed  by  local  riders 
and  two  open  professional  races  were  run. 
The  mile  open  professional  was  won  by 
Bob  Miller  in  1:53,  with  Walthour  second. 
Bert  Repine  ran  first  in  the  three-quarter- 
mile  profe&"sional.  Arthur  Stone  was  sec- 
ond and  Walthour  third. 


A.  N.  A.  RACE  MEETS  CONCLUDED 


N.  C.  A.  Activity  in  New  England. 

Springfield,  Mass.,  March  13. — Henry  E. 
Ducker,  manager  of  the  Charles  River 
park,  Boston,  and  A.  G.  Batchelder,  chair- 
man of  the  board  of  control  of  the  Na- 
tional Cycling  Association,  held  a  con- 
ference in  this  city  tonight  which  is  said 
to  be  preliminary  to  Ducker,  his  followers 
and  the  Charles  River  track  coming  into 
the  N.  C.  A.  camp,  bag  and  baggage. 
Batchelder  has  also  approached  the 
Springfield  Bicycle  Club,  which  is  under 
L.  A.  W.  suspension,  with  a  proposition 
to  run  a  tournament  under  N.  C.  A.  aus- 
pices. R.  F.  Kelrey,  a  former  L.  A.  W. 
handicapper,  is  working  in  the  interests 
of  the  N.  C.  A.  at  Hartford.  The  present 
outlook,  therefore,  is  that  about  all  the 
racing  of  consequence  in  New  England 
this  season  will  be  under  N.  C.  A.  con- 
trol. 


Urging  Anti  Six=Day  Law. 

The  Collins  bill  to  prohibit  the  running 
of  six-day  races  in  New  York  state  is  re- 
ceiving the  hearty  support  of  the  state 
division  L.  A.  W.,  which  is  urging  citi- 
zens in  all  parts  of  the  state,  through  the 
agency  of  the  daily  press,  to  write  letters 
to  their  assemblymen  and  senators  ask- 
ing them  to  aid  the  passage  of  the  meas- 
ure, which  is  said  to  be  approved  by 
Governor  Roosevelt.  The  prohibitory 
clause  in  the  bill  is  as  follows: 

In  a  bicycle  race  or  other  contest  of  skill, 
speed,  or  endurance,  wherein  one  or  more 
persons  shall  be  a  contestant  or  contestants, 
it  shall  be  unlawful  for  any  contestant,  to 
continue  in  such  race  or  contest  for  a  longer 
time  than  twelve  hours  during  any  twenty- 
four  hours.  The  proprietor,  occupant  or  les- 
see of  the  place  where  such  race  or  contest 
takes  place,  consenting  to,  allowing  or  per- 
mitting any  violation  of  the  foregoing  pro- 
visions of  this  section  is  guilty  of  a  misde- 
meanor. The  manager  or  superintendent  of 
such  a  race  or  contest  consenting  to,  permit- 
ting or  allowing  any  violation  of  the  provis- 
ions of  the  first  sentence  of  this  section  is 
guilty  of  a  misdemeanor. 

This  act  shall  take  effect  immediately. 


riay  Abandon  Chicago  Race. 

Trainer  John  West  returned  to  Chicago 
from  San  Francisco  in  advance  of  the 
racing  men  to  secure  a  suitablei  building 
as  near  the  center  of  the  Windy  City  as 
possible  for  the  running  of  a  six-day  race 
next  month.  The  Tattersall  building  is 
engaged  for  April  and  May  for  other  pur- 
poses and  it  seems  probable  that  the  plan 
may  have  to  be  abandoned. 


Ziegler's  Return  to  the  Track. 

San  Jose,  Cal.,  March  13. — The  bicycle 
races  yesterday  afternoon  were  largely 
attended,  but  a  gale  interfered  with  the 
riders.  Otto  Ziegler  formally  returned  to 
track  racing,  doing  the  half-mile  exhibi- 
tion behind  Fournier's  infernal  machine 
in  :49  3-5,  with  only  three  days'  actual 
training.  McFarland  rode  a  paced  mile 
in  1:35. 


Walne  Wins  Scratch  Event  at  Electric 

Light  Meet- Carpenter  Captures 

Australian  Cup. 


Opening  of  Texas  Circuit. 

Sunday,  March  5,  the  first  race  meet 
was  run  on  the  new  eight-lap  track  built 
at   Houston,   Tex.,  by  Jack  Prince,  who 


Munich,  the  capital  of  Bavaria,  has 
35,000  wheelmen  and  sixty  clubs,  but  the 
clubs  have  few  members. 


Sydney,  Feb.  13.— The  Australian  Na- 
tives' Association  meet  was  continued  on 
January  28  and  concluded  February  4. 
The  day  attendances  were  only  fair,  ow- 
ing to  the  uninteresting  programs  each 
day,  but  the  public  turned  up  in  large 
numbers  to  witness  the  racing  in  the 
evening  by  electric  light.  Walne  again 
demonstrated  his  superiority  by  winning 
the  scratch  race.  The  much  talked  of 
team  race  was  a  "frost"  and  disgusted  the 
public.  The  Australian  Cup  race,  run  in 
fifteen  heats,  was  won  in  great  style  by 
Carpenter  on  an  American  machine.  Sum- 
maries of  the  races : 

One-and-one-half-mile  Australian  Cup 
handicap;  final  heat— G.  Carpenter,  150  yards, 
first;  G.  Bishop,  175  yards,  second;  J.  Rob- 
ertson, 135  yards,  third.     Time,  3:14  3-5. 

Two-mile  team  handicap  race— Barker, 
Denning  and  Tame,  60  yards,  first;  R.  W. 
Lewis,  Aunger  and  P.  Beauchamp,  80  yards, 
second;  Murray,  Morgan,  and  Webster,  90 
yards,   third.     Time,  4:57  2-5. 

One-mile  scratch— R.  H.  "Walne,  first;  R. 
W.  Lewis,  second;  F.  Beauchamp,  third. 
Time,  2:29  2-5. 

Three-mile  team  race— Morgan,  Gordon, 
and  Webster,  100  yards,  first;  Lewis,  F. 
Beauchamp,  and  P.  Beauchmap,  40  yards, 
second;  Relph,  Jackson,  and  J.  Carpenter, 
65  yards,   third.     Time,   6:45. 

Australia's  JVIajor  Taylor. 

Australia  can  boast  of  a  good  colored 
rider  as  well  as  America.  S.  E.  Gordon, 
a  dusky  crack,  is  rapidly  coming  to  the 
front  and  has  won  two  big  handicaps  off 
short  marks  as  well  as  other  events  this 
season  in  Victoria.  He  is  a  splendid 
sprinter  and  gives  promise  of  developing 
into  a  champion.  Unlike  Major  Taylor, 
who  is  not  given  a  fair  deal  by  American 
riders,  Gordon  is  not  interfered  with  in 
any  way  by  other  riders  while  competing 
in  a  race.  He  is  also  popular  with  the 
public.  If  he  takes  proper  care  of  him- 
self he  has  a  great  future  before  him  as 
a  racing  cyclist.  Among  his  wins  are  the 
L.  V.  W.  Cup  $500  race  and  the  Federa- 
tion $335  Handicap. 

The  N.  C.  U.  Badly  Duped. 

Recently  an  Australian  supposed  ama- 
teur visited  England — by  name  Percy  E. 
Marsden.  While  in  England  he  lowered  a 
number  of  world's  and  British  amateur 
records,  and  was  much  boomed  by  the 
English  press.  He  also  competed  at  sev- 
eral race  meets  in  amateur  events.  Mars- 
den took  Johnny  Bull  in  very  badly.  Be- 
fore he  left  Australia  he  was  disqualified 
for  six  months  for  getting  the  Melbourne 
to  Sydney  record  "in  a  train,"  and  while 
under  this  disqualification  he  went  to 
Tasmania  and  competed  for  cash.  On  his 
return  to  Sydney  Marsden  was  disquali- 
fied for  life. 

Much  Crooked  Riding  Prevails. 

A  great  deal  of  "crooked"  riding  is  now 
indulged  in  by  the  Australian  cracks 
while  racing  in  Victoria,  and  few  races 
are  won  on  the  merits  of  the  victor.  Of 
course  the  betting  evil  is  to  blame  for 
this.  Walne,  Beauchamp,  Jackson  and 
Barker,  four  of  the  best  riders  in  Aus- 
tralia, arrange  who  is  to  win,  and  this 
man  is  backed  and  of  course  a  consider- 
able sum  of  money  is  won  from  the  book- 
maker. In  order  to  get  their  man  home, 
a  lot  of  elbowing  and  bumping  is  also  in- 
dulged in  by  these  riders.  The  Victorian 
League  officials  are  only  waiting  for  a 


The  Cycle  Age  and  Trade  Review 


619 


chance  to  suspend  them  for  a  term,  but 
they  are  so  clever  that  the  chance  will 
probably  not  come. 


Washington  Tax  Bill  Goes  Over. 

Washington,  March  13.— Wheelmen  of 
the  national  capital  are  rejoicing  over  the 
fact  that  Congress  failed  to  enact  the  law 
imposing  an  annual  tax  on  bicycles  in  the 
District  of  Columbia  as  first  proposed  by 
the  chief  of  police,  and  then  drafted  into 
a  bill  by  the  District  commissioners.  The 
wheelmen  vigorously  opposed  the  enact- 
ment of  legislation  to  tax  bicycles  while 
other  vehicles  remained  exempt,  but  the 
matter  would  have  been  taken  up  and  the 
bill  very  likely  passed  had  it  not  been 
that  appropriation  bills  and  other  matters 
of  national  importance  commanded  the 
attention  of  Congress  to  the  end  of  the 
session.  It  is  the  general  belief  that  the 
bicycle  tax  measure  will  be  presented 
early  in  the  next  session.  As  the  matter 
now  stands  the  proposed  law  will  not  be 
passed  unless  the  board  of  commissioners 
recommend  it.  One  of  the  commissioners 
is  in  favor  of  such  a  law,  another  is  bit- 
terly opposed  to  it,  while  the  third  mem- 
ber of  the  board  is  neutral.  If  he  can  be 
induced  to  join  the  opposition,  thus  mak- 
ing a  majority,  the  chances  of  the  tax 
measure  becoming  a  law  will  be  decided- 
ly slim.  

Qerlach  Going  East  Soon. 

New  York,  March  13.— George  E.  Stack- 
house,  former  secretary  of  the  New  York 
baseball  club,  was  appointed  a  member 
of  the  national  racing  board  of  the 
League  of  American  Wheelmen  this  after- 
noon by  President  Keenan.  The  appoint- 
ment was  announced  after  a  meeting  of 
the  executive  committee  of  the  League. 
President  Keenan  said  tonight  that  Fred 
Gerlach,  the  new  racing  board  chairman, 
will  leave  Chicago  for  New  York  in  a  few 
days  and  will  make  his  ofllce  either  in 
New  York  or  Philadelphia.  During  his 
absence  from  Chicago  racing  affairs  in 
the  west  will  be  looked  after  by  B.  N. 
Hines  of  Detroit,  who  will  be  appointed 
oflBcial  representative  of  the  board. 


League  Committee  Appointments. 

President  Keenan  of  the  L.  A.  W.  last 
Friday  announced  the  reappointment  of 
Otto  Dorner  of  Milwaukee,  Wis.,  as 
chairman  of  the  committee  on  highway 
improvement.  Following  is  the  balance 
of  the  committee:  H.  B.  Worrell,  Phila- 
delphia; A.  B.  Choate,  Minneapolis; 
Dixie  Hines,  New  York;  G.  Richmond 
Parsons,  Providence;  D.  B.  Luten,  La- 
fayette, Ind.;  Clarence  W.  Small,  Port- 
land, Me.  The  appointment  of  F.  R.  Van 
Valkenburg  chief  consul  of  Wisconsin, 
and  Herbert  W.  Knight  of  Newark,  N. 
J.,  completes  the  committee  on  rights  and 
privileges.  The  committee  on  rules  and 
regulations  is  entirely  from  the  west,  and 
consists  of  D.  J.  O'Brien  of  Omaha,  Doug- 
las W.  Robert  of  St.  Louis  and  Charles 
W.  Lloyd  of  Detroit. 


Chicago  to  Refund  Wheel  Tax. 

The  firsit  act  of  Chicago's  new  comp- 
troller after  being  confirmed  in  his  new 
office  in  the  council  was  to  notify  the  cy- 
clists of  the  city  and  the  owners  of  ve- 
hicles who  paid  licenses  to  the  city  two 
years  ago  under  the  wheel-tax  ordinance, 
that  the  amounts  thus  paid  by  them 
would  be  refunded  upon  presentation  of 
their  license  certificates  and  tags  at  the 
city  hall.  The  tax  on  bicycles  for  the 
first  season  was  75  cents  and  on  other  ve- 
hicles from  $1  up.  The  law  was  declared 
unconstitutional. 


ing  the  ensuing  year:  Thomas  Hare,  Cen- 
tury Wheelmen,  president;  Madison 
Rush,  Centaur  Wheelmen,  vice-president; 
John  L.  Carson,  Pennsylvania  Bicycle 
Club,  treasurer;  Joseph  Estoclet,  Quaker 
City  Wheelmen,  secretary. 

Through  the  efforts  of  the  A.  C.  C. 
committees  the  tolls  on  the  old  Lancaster 
pike  have  been  reduced  to  one  cent  at 
each  gate,  which  means  a  saving  of  40 
per  cent,  to  local  cyclists.  A  balance  of 
$1,776.49,  with  no  liabilities,  was  reported 
by  the  treasurer.  On  motion  it  was  de- 
cided to  hold  a  fall  race  meet  on  the  L. 
A.  W.  National  circuit. 


Cycle  Path  Activity  in  Ohio. 

The  Montgomery  County  Cycle  Path 
Association  of  Dayton,  O.,  has  been  or- 
ganized for  the  purpose  of  constructing 
a  bicycle  path  from  Dayton  to  Miamis- 
burg  and  eventually  to  connect  with  the 
proposed  path  between  Cincinnati  and 
Hamilton,  for  which  purpose  the  West 
End  Cinder  Path  Association  of  Cincin- 
nati was  some  time  ago  organized.  It  is 
the  dream  of  wheelmen  of  that  section  of 
Ohio  to  connect  Cincinnati,  Hamilton  and 
Dayton  by  cinder  cycle  ways. 


Hears  to  Go  to  Montreal. 

President  Keenan  of  the  L.  A.  W.  has 
appointed  Chas.  W.  Mears  of  Cleveland 
to  act  as  the  League's  representative  to 
the  annual  meeting  of  the  International 
Cyclists'  Association  to  be  held  next  Au- 
gust in  Montreal. 


Philadelphia  A.  C.  C.  Shows  Life. 

At  the  annual  meeting  of  the  A.  C.  C. 
of  Philadelphia  last  Friday  night  the  fol- 
lowing officers  .were  elected  to  serve  dur- 


NEWS  IN  BRIEF. 

A  $10,000  track  is  to  be  built  at  Bideford, 
Devonshire,  England,  this  year. 

A  $16,000  cement  track  is  being  erected  at 
Frankfort  by  a  German  bicycle  firm. 

One  of  the  first  events  of  the  coming  rac- 
ing season  in  England  will  be  a  match  be- 
tween human  and  mechanical  pacemaking. 

Palmer,  the  English  stayer,  announces  that 
he  will  go  for  all  records  from  50  to  100 
miles  and  50  to  100  kilometers,  paced  by 
motocycle,  this  season. 

Palmer,  Chinn,  Gascoyne  and  Green,  with 
the  possible  addition  of  Platt-Betts,  will  be 
retained  as  a  team  by  one  of  the  prominent 
English  tire  firms  this  season. 

Tom  Liinton  has  signed  a  new  contract  to 
race  in  America,  but  will  not  leave  Paris 
until  he  is  in  perfect  condition  and  has  won 
a  few  good  races  or  matches. 

H.  B.  Plant,  who  built  the  Belleaire  bicy- 
cle track,  has  a  New  York  agent  looking  up 
traclc  architects  for  the  purpose  of  getting- 
estimates  for  a  cement  track  to  be  built  at 
Havana. 

There  were  only  ninety-nine  arrests  in 
New  Yorli  city  last  year  of  cyclists  for  rid- 
ing faster  than  the  law  allows,  while  the 
previous  year  there  were  1,127  arrests  for 
that  ofEense. 

Few  big  race  meets  were  given  in  Italy 
last  year,  notwithstanding  the  country  has 
very  good  tracks.  The  Italian  riders  have 
plenty  of  places  in  which  to  train,  but  they 
lack  a  sufficient  number  of  pacing  machines. 

The  Melbourne  Bicycle  Club  which  an- 
nually promotes  the  Austral  wheel  race  in 
Australia  ds  reported  to  have  $25,000  in  the 
treasury.  The  net  profits  of  the  last  meet, 
which  was  held  in  December,  amounted  to 
$7,500. 

The  Bordeaux-Paris  road  race  is  expected 
to  be  unusually  interesting  this  year  becausfe 
Huret,  Cordang,  Rivierre  and  Walters  have 
each  declared  their  intention  to  win  the 
event,  and  the  rivalry  between  them  is  well 
known  to  be  intense. 

Platt-Betts,  the  English  record  breaker 
who  was  seriously  injured  by  a  collision 
with  his  pacemaking  team  which  fell  on  the 
track  in  a  record  trial  last  year,  says  he 
will  not  follow  pace  any  more,  but  will  en- 
ter unpaced  sprint  conteists. 

Jimmy  Michael  complains  that  the  expense 
of  pace  making  for  middle-distance  compe- 
tition and  record  breaking  is  so  heavy  that 
there  is  but  little  profit  for  the  rider,  even 
though  he  wins  a  number  of  large  purses. 
Michael's  plea  shows  the  importance  of  de- 
veloping motor  cycle  pacing  for  the  purpose 


of  reducing  expenses  in  large  match  races 
and  record  trials.  It  has  been  estimated 
that  the  cost  of  motor  pacing  properly  car- 
ried out  will  be  about  one-fifth  of  that  of 
human  pacemaking. 

The  government  of  motor  vehicle  racing 
will  be  looked  after  by  the  English  N.  C.  U. 
A  clause  reading,  "Any  cycle  wholly  or  par- 
tially driven  by  any  other  power  than  that 
of  the  rider"  was  added  to  the  existing  de- 
scription of  bicycles. 

The  legislation  and  reception  committee  of 
the  Toronto  city  council  has  appropriated 
$300  for  the  purpose  of  giving  a  luncheon  to 
the  delegates  to  the  approaching  annual 
Good  Friday  convention  of  the  Canadian 
Wheelmen's  Association  in  that  city. 

C.  W.  Miller,  who  is  now  in  Chicago,  will 
do  no  competition  riding  until  he  goes  to 
Paris  to  enter  the  50-hour  race  to  be  run 
there  next  May.  He  hopes  that  after  a 
good  rest  he  will  be  in  shape  to  come  out  of 
the  race  winner  as  he  did  in  last  year's 
event. 

The  chief  of  police  of  the  depar.tment  of 
the  Seine,  in  which  is  included  Paris,  has 
notified  the  cycling  clubs  of  the  department 
that  because  of  the  frequency  of  accidents 
at  the  municipal  track  at  Vincennes  it  has 
been  decided  to  have  a  doctor  in  permanent 
attendance  at  the  track  during  race  meets. 

Tom  Eck  has  issued  a  challenge  on  behalf 
of  John  S.  Johnson  to  race  Angus  McLeod, 
the  Canadian  bicycle  champion,  a  match 
race,  one  mile,  best  two  in  three  heats.  The 
heats  must  be  ridden  inside  of  1:50.  The  race 
is  to  be  held  in  June  for  the  largest  purse 
offered  in  Canada  and  $500  a  side.  McLeod 
said  he  would  accept  the  challenge. 

Permission  has  been  granted  to  the  South 
Side  C.  C.  of  Chicago  by  the  South  Park 
commissioners  to  hold  its  annual  road  race 
to  Pullman  on  July  4.  Owing  to  the  oppo- 
sition that  has  arisen  to  the  running  of  road 
races  on  the  boulevards  of  the  city,  some 
doubt  was  entertained  as  to  the  possibility 
of  running  the  time-honored  event  over  the 
historical  course  this  year. 

Harry  Elkes  is  reported  as  saying  that 
when  the  expense  of  pacemaking  is  taken 
out  there  is  not  much  profit  left  in  middle 
distance  riding  even  though  the  rider  be  suc- 
cessful throughout  a  season.  He  further 
states  that  unless  he  can  make  some  very 
satisfactory  business  arrangements  before- 
hand for  next  season  he  will  return  to  sprint 
racing  and  may  go  to  Europe. 

Harry  Gibson  has  arranged  match  races 
for  May  with  John  S.  Johnson,  Floyd  Mc- 
Farland  and  perhaps  with  Elkes.  All  three 
contests  will  be  decided  on  the  Chester  Park 
track,  Cincinnati,  the  first,  with  Johnson, 
on  May  30.  Gibson  will  enter  strict  training 
early  in  May  at  Chester  Park,  where  a  num- 
ber of  the  prominent  men  intend  to  prepare 
for  the  season. 

The  racing  season  of  1899  will  be  opened  In 
Paris  on  March  26  by  a  meet  at  the  Prince 
track.  The  manager  announces  that  all 
short  distance  races  will  be  run  with  a  sin- 
gle pacemaker,  to  start  a  short  distance 
ahead  of  the  tape,  after  the  American  meth- 
od. Paced  races  and  matches  will  be  num- 
erous, but  human  pacing  will  be  rarely 
seen.  Whether  petroleum  or  electric  ma- 
chines will  be  used  will  be  decided  after 
the  first  one  or  two  meets.  Motocycle  races 
will  be  a  prominent  feature  of  the  season. 

A  contingent  of  six-day  men  have  an- 
nounced that  they  will  stay  in  San  Fran- 
cisco until  they  receive  a  better  reward  for 
their  services  in  the  recent  six-day  race  run 
in  the  Mechanics'  Pavilion,  claiming  that 
money  is  still  due  them  from  Manager  J.  C. 
Kennedy.  The  riders  who  paced  the  Elkes- 
McFarland  match  are  also  indignant,  their 
grounds  for  complaint  being  that  thougii 
they  were  promised  $15  each  for  pacing,  they 
received  but  $5.  One  of  them  stated  that 
had  not  Brady  been  called  to  New  York  on 
account  of  the  death  of  his  son,  all  of  the 
accounts  would  have  been  squared.  Another 
bill  that  Kennedy  has  failed  to  liquidate  is 
that  of  the  handicapper  of  the  California 
Associated  Cycling  Clubs,  which  organiza- 
tion is  very  indignant. 

Fournier,  the  Frenchman,  now  on  the  Pa- 
cific coast  with  his  famous  motor  tricycle, 
was  for  years  one  of  the  best  racing  men 
not  only  of  France,  but  of  all  Europe,  and 
now  wears  upon  his  watch  chain  a  heavy 
gold  medal  denoting  the  championship  of 
France.  Fournier  has  made  a  fortune  in 
bicycle  racing  and  is  now  a  partner  in  a 
French  firm  representing  American  makers 
of  bicycles  in  Paris.  He  has  two  petroleum 
motocycles  here  with  him  which  he  is  try- 
ing to  introduce  in  the  United  States.  Seat- 
ed on  his  buzzing  cyclone,  the  Frenchman 
scorches  around  the  tracks  without  the  aid 
of  pedals,  while  his  long  brown  locks  stick 
straight  out  behind.  When  Henri  trots  out 
his  demon  motor  tricycle  and  takes  the  in- 
clined curves  with  one  wheel  in  the  air  he's 
a  terror. 


620 


The  Cycle  A©e  and  Trade  Review 


RETAIL  niSCELLANY 


General  Information  Concerning  Cycle  Agents  an$l  Repair- 
men Throughout  the  Country 


■-  Arizona. 

Dorris  Brothers,  of  Phoenix,  have  dis- 
solved.    They  handle  furniture  and  bicycles. 

Arkansas. 

W.  M.  Graham  succeeds  Graham  &  Orr  in 
the  hardware  and  bicycle  business  at  Clar- 
endon. 

J.  C.  Barlow  has  sold  out  his  hardware 
business  in  Helena.  He  carried  bicycles  as  a 
side  line. 

California. 

The  San  Diego  Cycle  &  Arms  Co.  has 
fitted  up  attractive  salesrooms  at  the  cor- 
ner of  Fourth  and  E  streets.  The  company 
consists  of  F.  W.  Garrettson,  George  G. 
Garrettson,  D.  F.  Garrettson,  J.  S.  Acker- 
man  and  Frank  Bcker,  well-known  business 
men.  A  full  line  of  bicycles  will  be  car- 
ried. 

Bridges,  Greever  &  Co.,  of  Azusa,  have 
been  succeeded  by  H.  S.  Rodgers  &  Co.  in 
the  har<i-^!\rare  and  bicycle  business. 

Canada. 

Gordon  Duncan  has  been  appointed  agent 
in  Stouffville,  Ont.,  for  the  Racycle. 

Colorado. 

Bert  Gartin  is  busy  getting  his  bicycle 
shop  in  shape  for  business.  He  will  be  bet- 
ter prepared  than  ever  to  give  his  attention 
to  repairing.  He  will  handle  Rambler  and 
other  well-known  bicycles. 

Connecticut. 

The  enterprising  firm  of  Brunner  &  Co., 
198  Pearl  street,  Hartford,  has  prepared  for 
a  larger  business  than  ever  this  year.  The 
store  has  been  refitted  throughout  with 
handsomely  tinted  paper,  new  carpets,  rugs, 
furniture,  etc.  They  handle  both  chain  and 
chainless  models. 

Harry  E.  Fay,  the  well-known  bicycle 
rider,  has  opened  up  a  bicycle  repairing  de- 
partment in  William  Carr's  harness  shop  in 
the  Park  building,  Hartford. 

The  Mystic  Bicycle  Agency  has  opened  in 
the  Buckley  block.  Mystic,  with  a  line  of 
bicycles,  including  the  Keating,  Iver  John- 
son, Columbia,  Monarch,  Remington,  Wolff, 
American  and  White.  A  full  line  of  sun- 
dries Is  carried,  and  the  repair  shop  is  fit- 
ted with  the  latest  and  most  modern  means 
of  repairing  wheels.  Souvenir  spoons,  china 
and  flowers  were  presented  to  all  the  ladies 
who  attended  the  opening,  and  to  the  gen- 
tlemen cigars  were  given.  Nelson  J.  Baker 
is  the  manager  of  the  agency. 

Delaware. 

v.  V.  Harrison,  who  was  for  a  number  of 
years  connected  with  McLear  &  Kendall, 
has  taken  the  agency  for  Remington  bicy- 
cles and  other  well  known  machines  and 
has  opened  a  store  and  fully  equipped  re- 
pair shop  at  215  West  Seventh  street,  Wil- 
mington. 

District  of  Columbia. 

Doremus  &  Just,  Washington,  have  dis- 
solved partnership.  They  were  repairers  of 
bicycles. 

Illinois. 

The  Hazard-Doubet  company,  of  Peoria, 
has  been  granted  incorporation  papers.  The 
capital  stock  is  $15,000.  The  incorporators 
are  Samuel  B.  Hazard,  Sylvester  Doubet 
and  Charles  A.  Myers.  This  firm  will  con- 
duct an  Implement  and  bicycle  business. 
Much  of  the  stock  is  already  in  and  more  is 
arriving. 

F.  Sierp,  of  Aurora,  has  removed  his  re- 
pair shop  to  7  North  River  street. 

C.  E.  Crandall  &  Co.  will  on  March  25  open 
a  first-class  bicycle  livery  and  repair  store 
in  Dwight.  They  will  have  the  best  ma- 
chines for  sale  and  rent  and  will  do  all 
kinds  of  repairing  on  short  notice. 

McCarty  Bros.,  of  Mason  City,  have  sold 
their  stock  of  bicycle  repair  tools,  etc.,  to 
B.  C.  Rickard.  Mr.  Rickard  will  have  his 
bicycle  repair  shop  in  his  furniture  store 
and  keep  a  competent  man  to  do  the  work. 
Mr.  Rickard  does  not  intend  to  sell  bicycles, 
but  will  keep  a  full  stock  of  supplies  and 
sundries. 

J.  E.  Keener,  who  says  he  is  a  real  estate 
man,  was  arrested  in  Chicago  and  charged 
with  obtaining  goods  by  false  pretenses. 
Henry  R.  Follow,  a  bicycle  merchant  at  238 
Lake  street,  says  that  Keener,  in  company 
with  another  man,  bought  $500  worth  of  bi- 
cycle tires,  giving  in  exchange  a  check 
signed   "R.    E.   Dent."  Dent   is  a  prominent 


merchant  In  Des  Moines,  la.  At  the  bank 
on  w^hich  the  check  was  drawn  the  signa- 
ture was  declared  a  forgery. 

F.  E.  Schroeder  succeeds  Schroeder  Bros, 
in  the  hardware  and  bicycle  business  at 
Warrensburg. 

H.  F.  Olmstead  &  Co.,  Evanston,  who  han- 
dle bicycles  as  a  side  line,  contemplate  mov- 
ing to  Marinette,  Wis. 

David  Fife  succeeds  Bussard  &  Fife  in  the 
bicycle  and  hardware  business  at  Palestine. 

Mr.  Wortham  has  sold  his  interest  in  the 
firm  of  Wortham  &  Cox,  who  handle  hard- 
ware, bicycles,  etc.,  at  Tuscola. 

Arthur  J.  North  is  ready  for  business  at 
his  new  store,  316  East  State  street.  Rock- 
ford.  Last  season  Mr.  North  started  to  sell 
bicycles  at  a  cigar  store  and,  despite  the 
fact  that  he  was  In  the  field  late,  the  ex- 
cellence of  his  line  gave  him  a  fine  business. 
He  will  sell  Hurd,  Rockford,  Syrian  and 
Halladay  models. 

Indiana. 

The  Meyer  Cycle  Co.,  of  Fort  Wayne,  has 
branched  out  and  recently  removed  from 
last  year's  quarters  to  39  West  Berry  street. 
The  Viking  and  Orient  bicycles  are  their 
leaders  this  year.  Bicycle  sundries  can  be 
found  at  this  establishment  In  more  gener- 
out  variety  than  at  any  other  supply  house 
in  the  city.  A  guarantee  of  perfect  work- 
manship will  be  given  with  every  job  turned 
out  from  the  repair  department. 

Jack  Banta,  who  has  been  engaged  as 
salesman  for  the  National  Bicycle  Mfg.  Co., 
has  finished  his  trip  and  returned  to  Terra 
Haute,  where  he  will  continue  his  North 
Sixth  street  bicycle  agency. 

L.  S.  Wheeler  has  opened  up  a  bicycle  re- 
pair business  at  359  South  Calhoun  street, 
Fort  Wayne. 

Clark  C.  Tuttle,  formerly  salesman  for  the 
Hay  &  Willits  Mfg.  Co.,  of  Indianapolis, 
has  taken  charge  of  the  retail  department 
of  the  H.  T.  Hearsey  Cycle  Co.,  216-218  North 
Pennsylvania  street,  the  oldest  and  largest 
bicycle  house  in  that  city. 

A  new  bicycle  shop  will  be  opened  at  23 
North  Seventh  street,  Terre  Haute,  under 
the  management  of  Messrs.  Jenny  and  Sing- 
hurst,  of  Chicago.  They  will  manufacture 
cycles  to  order  and  will  also  rent  and  re- 
pair bicycles. 

Harvey  &  Little,  of  Waynetown,  have 
placed  a  bicycle  repair  shop  in  their  hard- 
ware store. 

Tom  Hay,  the  well-known  wheelman  of 
Indianapolis,  has  opened  a  new  bicycle  store 
at  39  Monument  place. 

A  large  crowd  was  In  attendance  at  the 
opening  of  Shirley  Carrell's  bicycle  store  in 
Hartford  City  last  week.  The  Dayton  quad 
attracted  much  attention,  as  well  as  the 
Columbia  chainless.  Mr.  Carrell's  store 
would  do  credit  to  a  city  several  times 
larger  than  Hartford  City. 

Will  Lamberson,  of  Greenfield,  will  shortly 
open  up  a  bicycle  store  In  the  rear  of  his 
drug  store,  and  will  keep  a  good  supply  of 
.  machines. 

Indian  Territory. 

Jas.    K.   Mulock   has   taken    a   partner   In 
I  his  hardware  and  bicycle  business,  and  the 
firm  name  Is  now  Smith  &  Mulock. 

Iowa. 

N.    S.   and  M.   H.   Harter  have  gone  into 
I  the  bicycle  business  In  the  McCarthy  build- 
ing, Sac  City,  where  they  will  sell,  rent  or 
repair. 

The  friends  of  John  R.  Vosburgh,  the  pop- 
ular bicycle  dealer,  are  welcoming  his  ar- 
rival home  from  Syracuse,  where  he  has 
been  passing  the  winter  gaining  additional 
knowledge  of  bicycle  construction  In  one  of 
the  large  factories  in  that  city.  Mr.  Vos- 
burgh will  again  conduct  a  bicycle  business 
in  that  city  during  the  coming  season,  but 
has  not  yet  decided  upon  a  store  location. 

Buser  &  Son,  Cedar  Rapids,  have  opened  a 
store  for  the  sale  of  bicycles. 

P.  Williams  &  Son  have  succeeded  Blake- 
stad  Brothers  In  the  hardware  and  bicycle 
business  at  Bode. 

H.  L.  Traub's  bicycle  shop  at  Clinton  has 
undergone  many  improvements  and  there  is 
a  competent  workman  in  charge  of  the  re- 
pair department. 

The  Cedar  Rapids  Cyclery,  Des  Moines, 
was  Incorporated  last  week  by  articles  filed 
with  the  secretary  of  state  by  Harry  K. 
Smith.    The  capital  Is  JIO.OOO. 

Kentucky, 

A  bicycle  show  was  held  In  Owensboro  for 


three  days.    The  show  was  under  the  man- 
agement of  W.   A.   Guenther  &  Sons,   who 
handle  several  high-grade  machines. 
Louisiana. 

The  Abbott  Cycle  Co.,  Limited,  of  New 
Orleans,  has  secured  an  admirable  space  at 
the  state  fair  and  is  the  only  bicycle  estab- 
lishment which  has  been  allotted  a  position 
on  the  ground  fioor  of  the  main  building. 
R.  W.  Abbott,  the  head  of  the  company, 
purposes  making  a  handsome  display  of  bi- 
cycles and  sundries.  The  firm  is  engaged  In 
a  modest  way  in  the  manufacture  of  bicy- 
cles and  is  one  of  the  few  such  concerns  in 
New  Orleans. 

Massachusetts. 

John  J.  Guthrie,  Worcester,  has  hired  the 
news  room  In  J.  S.  Llvermore's  hall,  which 
he  is  fitting  up  as  a  bicycle  salesroom. 

Horace  Partridge  &  Co.,  Boston,  makers 
of  athletic  goods,  anticipate  moving  from 
their  present  location  to  the  corner  of 
Franklin  and  Arch  streets,  where  they  ex- 
pect to  have  an  opening  about  the  middle  of 
March.  The  firm  will  giv.e  Its  undivided 
attention  to  the  sale  of  bicycles,  sundries 
and  athletic  goods. 

J.  Leonard  Tattersall  has  withdrawn  from 
the  firm  of  Freeman  &  Tattersall,  the 
Broadway  bicycle  dealers  and  repairers  of 
Lawrence,  Mass.  The  business  will  be  con- 
ducted by  Mr.  Freeman,  as  it  was  prior  to 
his  taking  a  partner. 

F.  E.  Wing  will  open  his  bicycle  store  at 
74  Washington  street,  Salem.  Mr.  Wing'  has 
had  ten  years  'experience  In  the  bicycle 
business.  Last  season  he  managed  the  bicy- 
cle department  of  Dame  Stoddard  &  Ken- 
dall, of  Boston.  He  will  handle  Peerless, 
Barnes,  chain  and  chainless,  Sager  roller 
gear  chainless,  Duquesne  and  other  makes. 

Fred  Harper  will  open  a  bicycle  store  In 
Salem. 

H.  O.  Curtis  has  bought  out  the ''bfcycle 
business  of  James  B.  Barnes,  at  Gardner. 
Mr.  Barnes  has  done  a  good  business  for 
three  years.  The  agency  bought  out  is  for 
the  White  bicycle  only,  but  Mr.  Curtis  ex- 
pects to  secure  other  agencies. 
flichigan. 

Burnett  Stevenson  and  Will  Hendershott 
have  opened  a  bicycle  repairing  store  under 
Deery's  art  store.  Port  Huron. 

Aleck  Ericson  has  reopened  his  bicycle 
livery  and  repair  shop  in  Marquette. 

Mr.  Holmes,  of  the  Holmes  Cycle  Co., 
Lansing,  states  that  their  wholesale  trade 
In  Michigan  and  Indiana  has  been  over 
four  times  greater  so  far  this  year  than  for 
the  same  period  in  1898.  At  their  formal 
spring  opening  they  will  display  the  New 
Fox  and  Climax  models  manufactured  by 
the  Holmes  Co.  and  also  a  complete  stock 
of  Dayton  and  Trinity  bicycles. 

A  bicycle  opening  was  held  at  Bements  re- 
tail store,  Lansing.  Men  from  the  Butler 
Wheel  Co.,  of  Butler,  Ind.,  and  the  White 
Sewing  Machine  Co.,  of  Cleveland,  O.,  were 
on  hand  to  introduce  the  machines  made  by 
their  respective  companies. 

Bert  Smith  is  traveling  in  the  Thumb  in- 
troducing new  machines  before  opening  his 
bicycle  store  in  Caro. 

B.  A.  Isbell  is  reopening  his  bicycle  store 
in  Mount  Pleasant.  He  will  deal  exclusive- 
ly In  bicycles  this  season,  and  has  a  first 
class  repairer  engaged. 

Al.  Gulchard,  of  Walla  Walla,  who  has 
opened  a  bicycle  and  repair  shop  in  the  Bes- 
serer  building,  recently  received  a  lathe  of 
the  latest  pattern. 

Clint  C.  Allen,  the  bicycle  manufacturer 
on  Columbus  avenue.  Bay  City,  has  placed 
an  air  tank  In  his  shop  for  the  use  of 
customers. 

The  Huron  Cycle  &  Electrical  Co.,  Port 
Huron,  has  reopened  its  bicycle  works  in  the 
Sanborn  building. 

C.  H.  Bartholomew  has  removed  his  repair 
shop  in  Tecumseh  to  the  table  factory  office 
with  Leon  Rosacrans  on  Chicago  street,  and, 
with  increased  facilities.  Is  better  prepared 
than  ever  to  do  work  in  the  bicycle  repair 
line. 

Gurdon  Edgerton,  of  Holly,  has  moved  his 
bicycle  repairing  establishment  to  a  building 
recently  purchased  of  I.  W.  Mitchell. 

C.  E.  Lancaster,  of  Petoskey,  has  sold  his 
bicycle  livery  to  Geo.  E.  Mills,  and  will  de- 
vote all  his  time  to  the  bicycle  repair  shop. 

J.  Sullivan  has  sold  out  his  interest  of  the 
firm  of  Chandler  &  Sullivan,  Dundee. 

Frank  H.  Wixson  succeeds  Gibbs  WIx- 
son  In  the  bicycle  and  hardware  business  at 
Coleman. 

Brown's  Detroit  Bicycle  Exchange  suc- 
ceeds the  Detroit  Bicycle  Exchange  In  busi- 
ness. 

Minnesota. 

The  agency  for  Victory  bicycles,  manufac- 
tured by  Hawkins  &  Co.,  has  been  placed  in 
the  hands  of  Frank  Hunt,   of  Crookston. 

C.  A.  Zabel,  of  New  Paynesville,  has  gone 
out  of  business.  Hardware  and  bicycles 
were  the  goods  handled. 

Mississippi. 

J.  W.  Hooge  of  Jackson,  Miss.,  has  con- 
solidated with  the  Jackson  Cycle  Co.,  of  the 


The  Cycle  Age  and  Trade  Review 


621 


SHELBY  STEEL  TUBE  CO 


.MAKERS    OF.... 


SHELBY 

Seamless  Tube 


.ALSO.. 


*   FORK  SIDES,  D  REAR  FORKS 
AND  STAYS,  BENT 
TUBES   AND  CONTINUOUS   FORKS,  AND 
CROWNS,  BOTH  FRONT  AND  REAR. 

WRITE  FOR  CATALOGUE 


SHELBY  STEEL  TUBE  CO. 


GENERAL   SALES    OFFICES: 

CLEVELAND,   OHIO,    U.    S.    A. 


BRANCH   offices: 

No.  144  Chambets  Strwt,  No.  J35  Lake  Street, 

NEW  YORK,  N.  Y.  CHICAGO,  ILL. 

No.  29  Constitution  Hill, 

BIRMINGHAM,  ENG. 


622 


The  Cycle  Age  and  Trade  Review 


same  place.  A  complete  stock  of  everythmg 
requisite  to  a  first  class  and  strictly  up-to- 
date  bicycle  establishment  will  be  kept  on 
hand. 

Missouri. 

Bradley,  Alderson  &  Co.  succeeded  the 
firm  of  Bradley,  Wheeler    Co.,  Kansas  City. 

Louis  Riggs  succeeds  the  firm  of  Louis 
Riggs  &  Co.,  dealers  in  hardware  and  bi- 
cycles at  Kennett. 

James  B.  Hart  will  succeed  the  firm  of 
Hart  &  Sailor  in  the  hardware  and  bicycle 
business  at  Montgomery  City. 

Montana. 

Rodgers  &  Co.  succeed  Sam  Crockett  in 
the  bicycle  business  at  Bozeman. 

Nebrasl(a. 

Jeff.  "Van  Debergh  &  Son  have  sold  out 
their  bicycle  and  hardware  ba.siness  at  Tal- 
mage. 

New  Hampshire. 

The  Laconia  Hardware  Co.,  Laconia,  has 
burned  out.  They  handled  bicycles  as  a 
side  line. 

New  York. 

Jacob  Seigel  is  talking  very  strongly  of 
putting  up  a  bicycle  repair  shop  on  Man: 
street,  Hornellsville. 

H.  F.  Flint,  of  Clifton  Springs,  has  con- 
cluded to  open  bicycle  stores  in  both 
Phelps  and  Shortsville  as  well  as  Clifton 
Springs. 

Peter  W.  Sitterly  will  soon  go  into  the  bi- 
cycle and  repairing  business  in  F.mda. 

Jno.  F.  Shaughnessy  will  succesd  the  firm 
of  Shaughnessy  Brothers  in  (.he  hardw.are 
and  bicycle  business  at  Utica. 

New  Jersey. 

Chas.  S.  Taylor,  of  New  Monmouib,  has 
started  in  the  bicycle  business. 

The  firm  name  of  James  Sweeten  &  Son, 
Pedrickstown,  who  carry  bicycles  as  a  side 
line,  has  been  changed  to  James  Sweeten' s 
Sons. 

North  Dakota. 

James  Coulter,  of  Grand  Forks,  will  use 
a  part  of  the  Carter  confectionery  store  for 
a  bicycle  shop. 

The  Fargo  Typewriter  Exchange  succeeds 
R.  E.  Young  Co.  in  the  bicycle  sundry 
business   at   Fargo. 

Ohio. 

Clyde  McKee  and  W.  A.  Thomas  have 
leased  a  portion  of  the  old  rink  on  East 
Market  street,  Warren,  and  will  engage  in 
the  bicycle  business. 

F.  E.  Low,  Steubenville,  has  reopened 
his  bicycle  repair  shop. 

Will  Ludwig,  of  Bellaire,  has  removed  his 
bicycle  repair  shop  from  opposite  the  park 
to  the  Gorby  building. 

J.    B.   Clark   &   Co.   is  the  name   of  a  new    / 
firm    which    will     handle     bicycles,     bicycle  f 
sundries  and  conduct  a  repair   shop  in  Jef- 
ferson. 

J.  M.  Lakin  &  Co.  succeed  Jas.  Martin  & 
Co.  at  Manchester.  The  goods  handled  are 
hardware   and  bicycles. 

Charles  H.  Krug,  of  Dayton,  has  brought 
suit  against  Edward  Boderwisch,  in  which 
he  asks  the  court  to  dissolve  the  partner- 
ship of  the  bicycle  firm  of  Boderwisch  & 
Krug  and  makes  a  motion  to  have  a  receiv- 
er appointed  to  take  possession  of  the  prop- 
erty and  collect  outstanding  debts.  He 
claims  that  they  have  been  losing  money 
and  that  he  is  unable  to  agree  with  his 
partner.  Plaintiff  places  the  assets  at  SSOO 
and  liabilities  at  $225. 

Pennsylvania. 

The  Jersey  Shore  Cycle  Co.,  of  which  Mr. 
John  C.  Irvin  was  manager,  has  changed 
hands.  It  will  hereafter  be  managed  by  B. 
F.  Nurtnett  and  known  as  the  Jersey  Shore 
Cycle  Co.,  Limited. 

William  Harris  will  open  a  bicycle  store 
and   repair   shop   at    Montoursville. 

Snyder  &  McFall  have  opened  a  bicycle 
store  on  South  Beaver  street,  York  City, 
for  the  sale  of  Columbia  and  Hartford  bi- 
cycles. They  have  also  equipped  a  complete 
repair  shop.  Mr.  Snyder  is  a  well  known 
and  experienced  repairman. 

The  Enterprise  Mfg.  Co.  is  the  name  of  a 
new  concern  that  has  gone  into  the  bicycle 
business  at  25  West  Seventh  street.  Erie. 
The  company  will  build  and  repair  bicycles. 

W.  A.  Stouck  has  opened  up  a  bicycle  store 
at  219  West  Fourth  street,  Williamsport. 
where  he  will  handle  the  Demorest  bicycle, 
a  full  line  of  bicycle  repairs,   etc. 

Frank  R.  Calder,  a  bicycle  dealer  of  Har- 
risburg,  has  gone  out  of  business. 

J.  Wesley  Johnson,  of  Philadelphia,  has 
gone  out  of  the  bicycle  business. 

Rhode  Island. 

E.  R.  Darling,  of  Woonsocket,  dealer  in 
bicycles,  etc.,  has  installed  a  new  four  horse 
power  gas  engine  made  in  Garrett,  Ind.,  at 


a  cost  of  about  one  cent  an  hour  when  in 
use.  Mr.  Darling  contemplates  lighting  his 
store  with  electricity,  the  plant  necessary 
to  be  run  by  the  gas  engine. 

South  Carolina. 

C.  D.  Nesbitt  has  sold  his  interest  in  the 
firm  of  Nesbitt,  Trowbridge  &  Co.,  Pied- 
mont.    They    carry   bicycles   as   a   side  line. 

South  Dakota. 

W.  S.  Piggott  succeeds  Cuppei.t  .t  .Alex- 
ander in  the  jewelry  and  bicycle  business 
at  Hudson. 

Schneider  Bn-hers  Co.  succeeds  the  firm 
of  L.  V.  Schneider  &  Brothers  at  Salem. 
They  handle  bicyclos  as  a  side  line. 

Tennessee. 

E.  A.  Banfield  and  J.  W.  Clouse,  two 
young  men  from  Toledo,  will  open  a  bicycle 
store  in  Chattanooga  in  a  few  days.  Both 
are   experienced   in  the   bicycle  business. 

Texas. 

The  West  Texas  Supply  Co.,  Seymour, 
succeeds  the  firm  of  Finn,  Fowlkrs  &  Co. 
They  sell  hardware  and  bicycles. 

Wisconsin 

Claude  Shepard  will  open  a  bicycle  store 
in  Rhinelander  the  coming  summer. 

Frank  Trist  has  opened  a  bicycle  and  re- 
pair shop  at  1507  West  Sixth  street,  Racine. 
He  will  keep  a  full  line  of  supplies  and 
sundries. 

The  Kolsch  Hdw.  Co..  Menasha,  has 
added  bicycle  enameling  to  its  bicycle  re- 
pair shop.  George  DeWolf  has  charge  of 
the   ■work. 

Earl  Van  "Vliet  will  open  a  Dicj'cle  repair 
shop  at  917  State  street,  Racine.  He  will 
carrjr  a  full  line  of  bicycles  and  supplies 
and  also  have  machines  for  rent. 

Emery  Reed  has  opened  a  bicycle  repair 
shop  in  Elkhorn. 

A  H.  Johnson  will  open  a  bicycle  livery 
in  Rhinelander.  He  will  handle  Stearns  bi- 
cycles. 

The  A.  J.  Lucia  Bicycle  Co.  will  soon  open 
their  bicycle  emporium  and  repair  shop  in 
the  Flatley  building,  Adams  street.  Green 
Bay. 

Mueller  &  Mann  are  making  a  number  of 
improvements  in  their  store  on  Fine  street. 
Green  Bay.  In  the  future  the  second  floor 
■will   be   used   as    a   store  room   for   bicycles. 

L.  W.  King,  of  La  Crosse,  has  taken  the 
retail  bicvcle  agency  of  the  J.  S.  Medary 
Saddlery   Co. 

BORROWING  TO  CLAIM  DISCOUNTS 


Important  Source  of  Profit  Frequently  Neglected- 
Advantages  of  Borrowing  from  Banks. 


It  is  frequently  discovered  that  a  mer- 
chant, ■while  progressive  in  most  matters, 
still  fails  to  perceive  the  profits  to  be 
made  from  discounts.  Some  time  ago  a 
customer  of  a  certain  house  was  found  to 
be  very  tardy  in  his  payments  Investiga- 
tion of  his  statements  made  to  the  com- 
mercial agencies  showed  that  he  was  in 
good  financial  condition,  having  a  surplus 
of  some  $20,000  over  all  indebtedness.  He 
carried  a  stock  of  about  $10,000.  His  an- 
nual sales  -were  about  $30,000,  which 
would  indicate  that  he  turned  his  stock 
three  times  a  year.  In  other  words,  with 
a  capital  in  use  of  only  $10,000  he  was  do- 
ing a  business  three  times  that  volume  in 
amount.  This  is  an  important  fact  to 
bear  in  mind.  It  was  found  further,  upon 
investigation,  that  this  merchant,  in  com- 
mon with  many  others,  had  gained  the 
idea  that  he  could  place  his  money  in 
outside  investments  to  better  advantage 
than  would  follow  from  using  it  in  his 
business. 

In  some  lines  of  goods  which  he  carried 
he  received  a  discount  of  6  percent  on 
bills  paid  in  ten  days.  In  other  lines  the 
discounts  varied,  grading  down  to  2  per- 
cent for  the  minimum.  The  average  dis- 
count allowed  for  prompt  settlement  was 
4  percent.  It  was  soon  made  clear  that, 
inasmuch  as  the  capital  employed,  say 
$10,000,  was  used  for  purchases  three 
times  a  year,  and  each  time  by  claiming 
discounts  was  entitled  to  4  percent,  it  was 
possible  to  make  a  profit  of  12  percent  per 
annum  upon  the  investment  through  this 
means  alone.  The  merchant  at  once  per- 
ceived that  a  yearly  income  of  $1,200  upon 
a  capital  of  $10,000  is  a  much  better  re- 
turn than  he  could  expect  from  amy  out- 


side operations  that  are  absolutely  safe. 
Such  a  return  for  prompt  payments  will 
go  far  toward  making  any  business  an  un- 
qualified success. 

The  question  arises  in  many  cases  how 
to  take  advantage  of  discounts  when 
ready  cash  is  not  at  hand.  This,  however, 
is  a  problem  of  no  very  great  diflaculty, 
provided  the  business  is  in  good  condi- 
tion and  shows  by  the  relation  of  live 
assets  to  liabilities  that  the  merchant  is 
entirely  solvent  and  in  possession  of  a 
reasonable  surplus.  Money  is  plentiful  in 
the  banks,  and  bankers  are  al-ways  ready 
to  lend  a  responsible  borrower.  The  rate 
of  discount  at  which  money  can  be  se- 
cured from  the  bank  is  rarely  above  6  per- 
cent per  annum.  Accordingly,  the  mer- 
chant who  occasionally  borrows  from  his 
bank  for  the  purpose  of  claiming  dis- 
counts which  net  him  12  percent  per  an- 
num is  enabled  to  make  a  clear  profit  of 
6  percent  upon  the  transactions.  Or  where 
he  borrows  for  all  his  payments,  with  a 
business  of  the  size  mentioned  above, 
there  is  still  a  gain  of  $600  in  discounts. 

These  facts  clearly  show  that  every 
merchant  who  does  not  arrange  to  dis- 
count his  purchases  is  neglecting  a  very 
important  source  of  profit. 


ery       f 


Advertising  Cheap  Machines. 


Did  you  ever  remark  how  much  easier 
it  is  to  write  advertisements  intended  to 
help  the  sale  of  cheap  machines  than  it 
is  to  prepare  announcements  which  will 
arrest  the  attention  of  those  who  may  be 
expected  to  have  a  lurking  fondness  for 
high  priced  goods?  Just  notice  hO'W 
smoothly  the  following  advertisements, 
prepared  by  a  Harrisburg  dealer,  read, 
how  forceful  they  are  in  expression,  how 
adroitly  they  are  worded: 


Bicycle  Talks 

FRIDAY,  March  3rd,  1899. 
Good  Bicycles  at  $16.50  are  not  plenty; 
never  will  be  any  where  but  here.  $25  to 
$75  will  be  the  range  of  prices  for  wheels 
this  year — nobody  thinks  of  paying  less  or 
more  than  these  sums. 
Here's  where  I  get  my  fine  work  in;  right 
at  the  very  beginning  of  the  season,  I  am 
selling  good,  all  'round  wheels — wheels 
and  tires  guaranteed;  and  both  equally  as 
good  as  to  be  had  in  any  $35  wheel  on  the 
market— 500  of  them  for  $16.50  each! 
$5  more;  or  for  $21.50  I  give  you  a  wheel 
that  is  better — every  way  better  than  most 
$50  wheels.  Come  and  look  at  the  wheels, 
take  them  apart — see  for  yourself.  I  want 
you  to  do  that  before  you  buy  them. 
Salesroom — 4  S.  flarket  Square. 


John  N.  McCulloch. 

Bicycle  Talks 

SATURDAY,  March  4th,  1899. 
Paying  a  big  price  for  a  wheel  is  like  riding 
down  town  in  a  cab  when  you  could  go  in 
a  car.  Looks  more  elegant,  to  be  sure — 
costs  more.  too. 

All  right  if  you  can  afford  it.  For  all  prac- 
tical purposes  the  bicycles  I  am  selling  for 
$16.50  are  as  good  as  any. 
They'll  ride  as  easy  and  carry  you  as  far 
as  the  average  $50  wheel — not  so  fancy, 
perhaps,  but  just  as  much  wear. 
1  guarantee  every  part  of  these  wheels  and 
the  tires  and  will  make  good  any  thing  that 
proves  defective  in  material  or  making. 
500  wheels;  men's  and  women's  models  at 
$16.50  each.  See  them.  Salssroom,  4  S. 
Market  Square. 


John  N.  McCulloch. 


The  Cycle  Age  and  Trade  Review  623 

S       111         ^^*^  ^^^*^  ^'^'^  ^"^^^  ^°°^'  ^^^^^^^^m  S 

S                       He  wore  a  cow-bell  'round  his  neck  ^^^^^^^~ -"^^^  * 

*                              And  tagged  the  girl  to  school.                                                 fi^ "^W  ^ 


l|  The  jangling  of  that  awful  bell  j^^^^!-S  M 

j|  Made  such  unearthly  noise^  jKii        Vl|  ^ 

The  teacher  could  not  teach  her  class 
Of  little  girls  and  boys. 

Peerless,  No.  80 


1 


y^^^^^p-^^^m.  What  did  that  clever  schoolma'am  do? 

«         i^H^F    ^%  She  bought  a  PEERLESS  bell  € 

i!|^    ^M  -^"^  hung  it  'round  the  lambkin's  neck  9, 

It       p^i'^^^t         ^^  ^^^  strange  it  is  to  tell —  |^ 


¥ 
¥ 


¥ 
¥ 


¥ 

¥ 


¥ 
¥ 


1^  JKr^'^^-m.  ^^*  ^^^  *^^^  ^°^^  *°  ^^^'^  *^^  Iamb  |C 

2  l^f  I        ^  l|  Come  tinkling  into  school,  2 

¥f\\\    y  jJM  '^^^  The  bell  makes  such  sweet  music,  v 

\.ijr''    '"/iW  BRISTOL  /'XU-,+  ..^U««T*v,^^^«,  ,„.,c  «^  f^^Tf  ^  • 


BELL  (That  schoolma'am  was  no  fool !  ) 

Peerless,  No.  50  CO Bristol,  Conn. 


¥ 

¥ 


¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥¥ 


«$? 


Trouble=less  Transfers 


What  is  the  use  of  having  a  hand-stripe  artist  in  every  village,  when 
the  best  of  them  who  are  employed  by  large  manufacturers  and  only 
for  special  work,  cannot  compete  in  beauty  of  design  and  fineness  of 
execution  with  our  transfer  work  at  one-tenth  cost  ? 

We  are  the  centralized  Decoration  Artists  of  the  Cycle  Trade.     Our 

high-paid  artists  put  consummate  skill  and  talent  into  designing  and 
color  distribution.  The  rest  is  automatic.  The  hand  striper  makes 
blunders  at  every  turn.     He  is  not  automatic. 

Enamelers,  Cycle  Retail  Dealers  and  Jobbers — Write  us  for  full  information, 
samples,  trial  designs,  directions  for  use,  electros,  etc. 

N.  B. — Remember  stock  designs  in  lots  of  fifty,  especially  intended  for  cycle  agents. 


The  rieyercord  Company,  Inc. 

American  Manufacturers  Guaranteed  Decalcomania  Transfers, 
'^'^  SJ^LTmes^Baiiding.        MAIN  OFFICE:     CHAMBER  OF  COMMERCE  BUILDING,  CHICAGO,  ILL.         '^-  "SlS^^nEnMinz. 


^^^(^^^i:^f^<^^i^t^^^^^^^^^^f^^^f^(^^f^^^^^^^f^(^t^f^f^f^<^^f^f^t^f^^^^ 


624 


The  Cycle  Age  and  Trade  Review 


INFORflATION    FOR    BUYERS 


JOCKEY  CYCLOnETER  AND  CYCLE  WATCH. 

The  New  England  Watch  Co.,  of  Water- 
bury,  Conn.,  claims  that  a  cyclometer  Which 
can  be  reset  and  chang'ed  at  will  does  not 
keep  accurate  records  and  hence  in  making- 
its  Jockey  cyclometer  it  uses  a  geared  mech- 
anism every  part  of  which  is  locked  in  posi- 
tion and  is  only  released  as  it  comes  into 
action  and  cannot  be  moved  except  by  re- 
volving- the  -wheel.  The  cyclometer  thus  can- 
not be  reset  and  it  is  practically  impossible 
for  the  figures  to  jump  or  be  falsified.  Tlie 
action  is  direct,  there  being  no  springs  or  ec- 
centrics. No  oiling  is  required.  The  register 
continues  to  10,000  miles,  -when  the  cyclom- 
eter instantly  returns  to  zero  antl  repeats. 
The  parts  are  rust  proof  and  the  casing  Is 
rain-tight.     The   cyclometer  is   made   for  26, 


28  or  30  inch  -wheels.  The  company  also 
makes  the  Jockey  bicycle  watch,  which  has 
a  genuine  four-jeweled  watch  movement 
-with  duplex  escapement.  It  fastens  to  the 
handle  bar  by  a  light,  secure  holder  and  Is 
not  affected  by  jars  and  jolts.  It  winds  and 
sets  from  the  stem  and  both  can  be  readily 
done  without  removing  the  -watch  from  the 
holder.  The  construction  of  the  holder  im- 
parts a  spring  action  to  the  -watch  -which 
prevents  all  rattling. 


SAFE  SUNDRIES  FOR  DEALERS. 

Special  efforts  are  being  made  to  acquaint 
the  dealers  -with  the  virtue  of  Cole's  Tire 
Fluid  which  has  been  added  to  G.  W.  Cole 
&  Co.'s  line  of  bicycle  specialties,  the  other 
principal  compounds  of  which  are  the  fa- 
miliar "3  to  1"  lubricating  oil,  R.  R.  rust 
remover  and  nickel  polish,  and  Pacemaker 
chain  lubricant.  The  tire  fluid  is  a  punc- 
ture curing  compound  which  is  put  up  in 
four-ounce  collapsible  tubes  having  thread- 
ed nozzles  which  screw  directly  on  to  the 
valve.  Thus  no  pump  is  required  for  forcing 
the  fluid  into  the  tire,  and  a  thoroughly 
clean  an<3  agreeable  method  of  Injecting  the 
compound  without  soiling  the  hands  or  any- 
thing else  is  furnished.  For  the  purpose  of 
thoroughly  and  effectively  introducing  this 
sundry,  the  makers,  G.  W.  Cole  &  Co.,  Ill 
Broadway,  New  Tork  city,  are  making  a 
special  offer  elsewhere  in  this  issue  to  send 
one  full  sized  sample  tube  of  the  tire  fluid 
weighing  four  ounces  to  any  dealer  or  re- 
pairman upon  application  accompanied  by 
10  cents  to  pay  expressage. 

Notice  has  been  sent  to  every  jobber  of 
cycles  and  cycle  sundries  in  the  United 
States  by  G.  W.  Cole  &  Co.  of  Ne-w  Tork 
city  that  every  jobber  cataloguing  tlieir  tire 
fluids  -would  be  indemnified  against  loss  and 
protected  against  suit  for  infrlng-ement  of 
patent  on  the  puncture  closing  compound. 
The  announcement  was  called  forth  because 
of  the  action  of  certain  parties,  -who  made 
it  a  point,  according  to  Cole  &  Co.,  to  pro- 
cure jobbers'  catalogues,  and  if  they  discov- 
ered any  other  puncture  healing  compound 
but  their  own  advertised  therein  to  notify 
the  jobbers  that  they  held  the  only  valid 
patent  and  would  hold  all  infringers  liable. 

Cole  &  Co.  -went  into  the  tire  fluid  business 
innocently,  having  no  knowledge  of  any 
patents,  as  various  compounds  had  been  on 
the  market  for  years.  They  are  making  and 
selling  a  tire  fluid  and  state  that,  having 
secured  the  advice  of  their  attorneys,  they 
will  defend  themselves  and  their  customers 
against  any  action  brought  by  others  claim- 
ing infringement.     

ALL  KINDS  OF  RliVlS. 

The  Fairbanks-Boston  Rim  Co.  of  Brad- 
ford, Pa.,  manufactures  so  extensively  that 
it  is  impossible  to  list  and  describe  all 
of  its  various  styles  and  sizes  of  rims."  Its 
line  of  laminated  rims  ranges  in  sizes  for 
tires  from  10x1  inch  to  38x4  inches,  and  in 
this  class  of  rim  the  company  furnishes  rim® 
suited  to  any  p-urpose  to  which  a  suspension 
spoke  wheel  is  adapted. 

Its  line  of  single-piece  rims  does  not  com- 
prise so  great  a  variety  as  the  laminated,  it 
having  been  found  impossible  to  produce 
satisfactory  rims  for  all  purposes  in  the  one- 
piece  pattern.  Some  of  the  rims  furnished 
iDy  this  company  have  been  used  for  motor 
vehicles    weighing    nearly    2,000   pounds   and 


carrying  tires  4  inches  in  cross  section.  The 
company  also  owns  the  patents  covering, 
and  is  now  engaged  in  manufacturing  the 
aluminum  lined  rims  for  Continental  and 
Dunlop  tires. 

Counting  the  total  number  of  styles  of 
rims  made  by  this  company  and  multiplying 
by  the  various  sizes  in  each  style,  the  vari- 
ous purposes  for  which  the  different  sizes 
are  designed  and  the  entire  list  of  standard 
rims  -which  it  is  equipped  to  furnish,  the  ag- 
gregate amounts  to  almost  3,000  specifica- 
tions. The  accompanying  cut  shows  four 
of  the  various  sizes.  Other  sizes  are  figured 
by  the  company's  expert  to  withstand  the 
strains  to  which  the  rim  may  be  subjected, 
the  weight  it  is  to  carry,  and  the  style  of 
tire  it  Is  to  be  fitted  to. 


HARTLEY  &  QRAHAfl'S  SUNDRY  STOCK. 

An  extensive  line  of  standard  cycle  sun- 
dries and  supplies  is  catalogued  by  Hartley 
&  Graham,  313  Broadway,  N.  Y.,  and  though 
the  goods  shown  constitute  one  of  the  larg- 
est jobbers'  lists  in  the  east  the  firm  has 
taken  care  not  to  catalogue  anything  which 
it  does  not  actually  have  on  its  shelves. 
Hence  orders  placed  with  Hartley  &  Gra- 
ham are  sure  to  be  filled  quickly.  The  firm 
aims  to  sell  only  products  of  standard  man- 
ufacture, desiring  to  have  its  patrons  feel 
that  they  are  buying  reliable  goods  from  a 
responsible  house.  The  follo-wlng  list  of 
firms  for  which  Hartley  &  Graham  are  ex- 
clusive export  and  metropolitan  distributing 
agents  is  ample  proof  of  this:  Bridgeport 
Gun  Implement  Co.,  pedals;  Wheeler  Sad- 
dle Co.,  saddles;  Bevin  Bros.  Manufacturing 
Co.,  bells;  National  Cement  &  Rubber  Man- 
ufacturing Co.,  cements,  etc.;  Coe  Manu- 
facturing Co.,  toe  clips  and  coasters;  Mat- 
thews &  Willard  Manufacturing  Co.,  lamps; 
Badger  Brass  Co.,  lamps;  Claus  Handle  Bar 
Co.,  handle  bars;  J.  B.  Young,  sprocket 
rims;  Whaley-Dwyer  Co.,  stirrup  toe  clips; 
New  England  Cycle  Supply  Co.,  shop  tools; 
Bristol  Bell  Co.,  bells;  P.  W.  Tillinghast, 
vulcanlzers;  Morgan  &  Wright,  tires,  and 
the  Morse  Chain  Co.,  chains. 


FRONT  FORK  SPREADER. 

Repairmen  and  riders  have  had  frequent 
trouble  in  the  past  when  removing  and  re- 
placing front  wheels  on  account  of  the  de- 
cided inward  spring  of  the  fork  blades.  The 
A.  J.  Kapp  Sons'  Ivory  Co.,  114  East  Four- 
teenth street.  New  York  city,  is  marketing 
a  small  appliance  called  an  expansion  jack 
which  relieves  the  person  handling  the  ma- 
chine of  the  work  of  pulling  apart  the  fork 
sides  so  that  the  -wheel  may  be  readily 
slipped  in  or  out  of  place.  It  comprises  a 
hardwood  turn-buckle  on  the  outer  end  of 
each  bolt  section  of  which  is  a  segmental 
socket   that   matches    the   sectional   contour 


of  the  fork  blade.  When  it  is  desired  to  re- 
move the  front  wheel  the  expansion  jack  is 
placed  between  the  fork  sides  about  four 
inches  above  the  hub  and  the  central  nut 
turned  until  the  forks  have  opened  suf- 
ficiently to  allow  the  wheel  to  easily  slip 
from  the  forks.  In  replacing  the  wheel  the 
operation  is  repeated.  The  socket  faces  of 
the  jack  ends  are  covered  with  felt  to  pre- 
vent the  appliance  from  marring  the  enamel 
on  the  forks.  The  jack  is  made  in  two 
forms,  one  being  longer  than  the  other  and 
intended  for  use  in  -wide  forks.  In  the  wide 
pattern  the  central  nut  has  two  axial  pro- 


jections, to  one  of  which  the  end  socket  is 
revolubly  secured  and  in  the  other  of  which 
a  tapped  hole  is  provided,  into  which  screws 
the  threaded  extension  from  the  socket  on 
that  side.  The  nut  in  the  narrow  pattern  Is 
provided  with  a  threaded  axial  shank  on 
each  side,  these  shanks  sere-wing  into  the 
clamping  sockets.  The  jacks  are  made  of 
box  -wood  and  are  well  finished  and  strong. 
Selling  at  a  very  reasonable  figure,  they 
ought  without  much  diificulty  to  find  their 
way  into  the  majority  of  repair  shops. 


BRIDGED  ARCH  CROWN. 

The  accompanying  illustration  shows  the 
new  forged  fork  crown  made  by  the  Indian- 
apolis   Drop    Forging    Co.    of     Indianapolis. 


The  crown  combines  the  strong  features  of 
the  double  plate  and  arch  crowns  and  is  a 
novelty  in  front  fork  crown  design.  The 
distance  between  the  two  arches  of  the 
bridge  permits  large  brazing  surface  for 
the  forkstem  and  braces  the  latter  in  the 
same  manner  as  did  the  once  popular  flat 
double  plate  cro-wn.  The  company  is  ready 
to  furnish  the  crowns  either  machined  or  in 
the  rough  forgings  and  will  be  glad  to  fig- 
ure on  the  special  requirements  of  manu- 
facturers. 

HANDLES  ENGLISH  STEEL  TUBING. 

The  catalogue  of  John  S.  Leng's  Son  Co.,  4 
Fletcher  street.  New  York  city,  is  one  of 
the  most  complete  lists  of  bicycle  material, 
sundries  and  tools  recently  issued.  Nearly 
200  pages  are  filled  with  illustrations,  brief 
specifications  and  prices  of  standard  goods 
of  all  description.  Complete  bicycles  are 
also  catalogued,  the  machines  '>eing  those 
which  comprise  the  line  of  the  Snell  ('yc!e 
Fittings  Co.  The  company  acts  as  Ameri- 
can agent  for  the  Weldless  Steel  Tube  Co., 
of  Birmingham,  Eng.,  whose  tubing  is  kept 
in  stock  in  all  sizes.  This  brand  of  tubing 
has  been  manufactured  for  twenty-four 
years  and  is  claimed  to  be  absolutely  accj- 
rate  both  in  diameter  .md  gauge.  Though 
the  line  of  sundries  handled  Is  very  broad, 
including  popular  articles  of  jnany  makes,  a 
specialty  Is  being  made  of  the  "Arc  Light" 
acetylene  gas  lamp  which  the  company  is 
jobbing  and  -which  is  attracting  much  favor 
in  the  east.  The  lamp  Is  small  and  has 
many  features  which  render  it  a  very  con- 
venient gas  lamp  to  operate.  The  work- 
manship is  guaranteed  to  be  of  the  highest 
class  and  the  price  Is  reasonable. 


TRUING  LINES  ON  VIM  TIRES. 

Notwithstanding  various  rumors  to  the 
contrary,  the  Boston  Woven  Hose  &  Rub- 
ber Co.  of  Boston  Is  still  making  V'm  tires 
under  the  control  of  the  assignees  and  trus- 
tees, and  expects  to  continue  in  the  busi- 
ness. While  the  factory  is  not  running 
twenty-four  hours  a  day,  It  is  running  six 
days  a  -week,  as  many  hours  as  the  law  of 
the  state  allows.  Neither  are  any  members 
of  the  company  standing  on  the  front  steps 
and  shouting  to  all  passersby  to  come  up 
and  get  tires  for  nothing,  as  the  southern 
darky  gets  "  'llgion."  The  business  Is  being 
conducted  on  business  principles  with  satis- 
factory results. 

A  simple  but  effective  Innovation  in  tire 
construction  has  been  adopted  by  this  con- 
cern, which  now  makes  its  Vim  tires  with  a 
truing  line  on  either  side  of  the  Inner  peri- 
phery, just  about  where  the  edges  of  the  rim 
will  come.  These  lines  make  It  an  easy  mat- 
ter for  the  person  who  cements  the  tire  to 
the  rim  to  get  it  on  straight  every  time 
without  having  it  twisted  or  lop-sided,  the 
lines  showing  instantly  any  variation. 


ANOTHER  nODEL  IN  THE  DAYTON  LINE. 

The  Davis  Sewing  Machine  Co.  of  Dayton, 
O.,  manufacturers  of  the  Dayton  cycles,  has 
added  another  model  to  its  '99  line,  -which  Is 
fully  described  In  a  supplement  to  its  cata- 
logue, recently  Issued.  This  supplemental 
model  is  built  on  racing  lines  and  has  three- 
inch  drop  of  the  crank  hanger.  The  Dayton 
two-plate  fork  crown,  handsomely  nickeled, 


The  Cycle  Age  and  Trade  Review 


625 


is  used.  "While  this  model  is  designed  for 
racing  purposes,  it  is  adaptable  to  and 
guaranteed  by  the  company  for  general  use. 
The  same  options  in  equipment  provided  for 
any  of  the  other  models  are  allowed.  The 
new  model  is  designated  as  Model  22  and  the 
list  price  is  ?60.        

RIDERS  SATISFIED  WITH  WOOD  FRAMES. 

The  M.  D.  Stebbins  Mfg.  Co.  of  Spring- 
field, O.,  states  that  owners  of  its  Chllion 
resilient  wood  frame  bicycles  constitute  a 
better  satisfied  class  of  riders  to-day  than 
did  its  patrons  during  the  seven  years  in 
which  the  company  manufactured  high 
grade  bicycles  with  steel  frames.  It  further 
states  that  the  rigid  test  of  use  under  all 
conditions  has  proven  that  the  joints  em- 
ployed In  the  Chilion  wood  frame  do  not 
work  loose  and  that  the  frame  bars  do  not 
warp  nor  give  trouble  in  any  manner  even 
under  outrageous  abuse.  In  designing  and 
constructing  Chilion  bicycles  the  company 
has  guarded  against  falling  into  that  rut 
common  to  makers  who  have  something  dis- 
tinctive to  introduce,  which  is  to  neglect  the 
general  construction  of  the  machine  in  de- 
veloping the  particular  distinguishing  feat- 
ure. The  Chilion  bicycle  is  made  by  builders 
who  have  had  long  experience  in  the  manu- 
facture of  steel  bicycles  and  the  entire  ma- 
chine is  designed  with  that  care  and  erected 
with  that  skill  which  insures  high  grade 
product. 

The  Chilion  is  offered  in  two  standard  pat- 
terns, a  man's  and  a  woman's,  and  each 
has  incorporated  in  it  popular  ideas  in 
frame  lines,  etc.  The  finish  has  an  antique 
wood  effect  and  the  connections  are  nickel 
plated.  The  company's  recently  issued  cata- 
logue tells  all  about  the  claimed  advantages 
of  the  wood  frame  and  the  reasons  why  it 
was  adopted  by  the  makers  of  Chilion  bi- 
cycles.   

FEATURES  OF  RUSH  DETACHABLE  TIRE. 

The  Rush  detachable  tire  made  by  tho 
Rush  Tire  Co.,  of  Williamsport,  Pa.,  was 
given  hard  tests  last  year  and  under  vary- 
ing conditions  and  on  all  kinds  of  rims,  by 
different  road  riders,  and  the  result  showed 
that  even  under  the  most  adverse  circum- 
stances the  tire  would  not  creep  on  the  rim 
nor  loosen  in  its  fastening  while  being  rid- 
den. The  molding  of  the  rubber  and  the 
making  of  the  fabric  is  such  that  the  tend- 
ency of  the  rim  side  under  air  pressure  is 
to  hug  the  rim  as  closely  as  possible.  The 
company  is  now  ready  to  fill  orders  in  all 
quantities  and  a  profitable  business  is  ex- 
pected. Locking  upon  itself  as  it  does  and 
being  designed  to  fit  the  standard  crescent 
shape  rim,  the  tire  should  be  greeted  favor- 
ably by  advocates  of  double  tube  detaeh- 
ables  and  especially  by  those  dealers,  re- 
pairers and  manufacturers  who  would  often 
supply  detachable  tires  if  they  could  do  so 
without  changing  rims.  The  ample  lapping 
of  the   under   edges   of   the  tire   casing  pre- 


the  trouble  of  figuring  out  discounts  on  va- 
rious articles  is  thus  avoided.  The  firm  an- 
nounces that  after  July  1  its  name  will  be 
the  E.  H.  Hall  Co.,  Inc. 


vents  pinching  of  the  inner  tube  and  makes 
the  work  of  slipping  it  back  into  place  after 
a  repair  a  matter  of  but  a  second  or  two. 
The  tire  is  said  to  be  extremely  lively  and 
resilient.  

HALL-SHONE  CO.'S  SUNDRY  LINE. 

The  Hall-Shone  Co.,  of  Rocher.ter,  N.  Y., 
mails  its  catalogue,  the  latest  edition  of 
which  has  just  been  published,  only  fo  deal- 
ers, agents  and  repair  men,  and  is  accord- 
ingly able  to  publish  prices,  terms  and  dis- 
counts that  are  intended  to  procure  and 
keep  trade.  By  fair  and  liberal  dealing 
with  patrons  the  company  has  maao  a 
steady  growth  during  the  last  five  years 
and  now  occupies  fifteen  tirot^a  the  amouiit 
of  space  used  at  the  commencemont  yf  its 
business.  The  firm  prides  itself  on  its  ability 
to  keep  abreast  of  the  market  and  to  buy 
from  manufacturers  at  low  net  prices  and 
thus  be  able  to  sell  correspondingly  low. 
The  catalogue  is  so  complete  and  shows 
such  a  large  line  of  material,  fittings  and 
sundries  that  it  has  been  found  that  it  am- 
ply takes  the  place  of  traveling  salesmen. 
Hence  the  saving  in  selling  expenses  en- 
ables the  making  of  prices  which  in  some 
instances  are  but  little  more  than  those 
paid  to  manufacturers  by  small  jobbers.  As 
a  convenience  to  customers  a  complete  net 
price   list   accompanies   each  catalogue   and 


THE  AHERICAN  CYCLE  "CHAIN-STALL." 

This  device  is  self-contained  and  consists 
of  a  tube  of  pure  rubber  of  suitable  cross 
section  to  conform  to  the  shape  of  the  bi- 
cycle chain  on  four  sides,  completely  cover- 
ing the  same  except  that  a  slight  opening 
is  left  on  the  inner  or  working  side  by 
which  means  it  passed  by  the  sprocket 
teeth.  This  tube  is  passed  over  and  around 
the  chain,  its  ends  being  attached  together 
in  an  exceedingly  quick  and  simple  manner, 
and  travels  with  the  chain   continually,   di- 


£  /fCX^ 


viding  in  passing  the  sprockets,  and  has  no 
attachment  to  any  other  part  of  the  ma- 
chine. 

To  attach  or  detach  the  "Chain-Stall"  for 
examination  or  repair  of  the  chain,  it  is 
sprung  over  the  latter  as  simply  as  a  rub- 
ber band  is  slipped  over  a  packa,5e.  No 
tools  are  used,  the  hand  alone  in  a  simple 
movement  performing  the  necessary  opera- 
tion in  a  few  seconds.    ■ 

The  device  has  been  called  the  "chain- 
stall"  by  the  makers  because  it  is  an  at- 
tachment to  the  chain  pure  and  simple  as 
distinguished  from  all  gear  cases  and  chain 
covers  which  attach  to  the  bicycle  frame. 
It  is  the  acme  of  simplicity,  does  not  de- 
tract from  the  appearance  of  the  machine, 
being  scarcely  noticeable,  and  weighs  but 
four  ounces.  It  is  made  by  the  American 
Cycle  Chain-Stall  Co.,  P.  O.  box  2525,  New 
York  city,  which  makes  the  following 
claims  for  it:  That  it  makes  the  machine 
run  easier  by  protecting  the  chain;  saves 
wear  on  chain  and  sprockets;  is  simple,  neat 
and  handsome;  is  light,  noiseless  and  abso- 
lutely without  friction;  is  a  complete  pro- 
tection to  trousers  or  dresses,  perfect  in  ac- 
tion, and  costs  but  a  trifie;  that  it  reduces 
friction,  saves  power,  improves  the  appear- 
ance of  the  machine,  adds  no  complication, 
weighs  practically  nothing,  never  gets  out 
of  repair,  and  saves  strength,  temper  and 
money.  

LUTHY  "LINE  OF  BEAUTY"  CRANKS. 

The  S  curved  crank  is  still  a  distinctive 
feature  of  the  Luthy  bicycle,  manufactured 
by  Luthy  &  Co.,  of  Peoria,  111.  These 
cranks  together  with  the  outside  fishmouth 
nickeled  joints  which  have  characterized 
the  Luthy  for  some  time  have  proven  so 
popular  and  have  gained  such  a  reputation 
for  the  machine  that  the  makers  see  no 
reason  for  discontinuing  them,  especially 
when  their  mechanical  worth  has  been  long 
since  demonstrated  to  the  satisfaction  of 
Luthy  riders.  While  Luthy  &  Co.  do  not 
hire  racing  men  nor  in  any  way  stand  be- 
hind track  teams  financially,  the  I;uthy 
racer  is  by  no  means  a  stranger  to  fast 
tracks  nor  to  national  circuit  race  meets, 
for  the  string  of  world's  records  made  in 
America  on  Luthy  bicycles  is  large  and  in- 
cludes both  short  and  middle  distance 
events.  At  the  last  national  L.  A.  W.  meet 
held  in  Indianapolis  the  Luthy  carried  off 
four  of  the  most  prominent  amateur  events. 
•The  company  has  lately  issued  a  small 
booklet  containing  illustrations  of  the  two 
leading  Luthy  models,  lists  of  track  records 
made  and  races  won  on  Luthy  bicycles  and 
testimonials  from  satisfied  Luthy  owners. 
Besides  the  ?75  Luthy  the  company  also 
make  the  Fairy  King  and  Fairy  Queen,  sel- 
ing  at  popular  prices  and  bidding  fair  to  be 
favorites  in  their  classes. 


AGGRESSIVE  REMINGTON  AGENT. 

The  Veru  Bicycle  &  Rubber  Co.,  160 
Orange  street.  New  Haven.  Conn.,  which 
has  been  very  successful  in  the  past  in  sell- 
ing Remington  bicycles  and  which  enthusi- 
astically upholds  the  merits  of  the  Reming- 
ton nonstretchable  chain,  is  unwilling  to 
abide  by  ordinary  selling  methods  in  the 
scramble  for  business  this  season.  It  has 
accordingly  collected  from  among  its  num- 
erous patrons  of  last  year  testimonials  re- 
garding the  efficiency  of  the  Remington 
chain  and  has  compiled  these  declarations 
of  satisfaction  into  a  small  pamphlet,  which 
is  being  used  to  create  a  Remington  reign 
in  New  Haven  this  season.  Many  of  the 
persons  quoted  in  the  booklet  are  professors 
in  Yale  college.         

FIND  FAVOR  IN  CACTUS  COUNTRY. 

The  Milwaukee  Patent  Puncture-Proof  Tire 
Co.  of  Milwaukee  states  that  the  demand 
for  its  non-puncturable  tires  is  increasing 
and  exceeds  its  expectations.  The  tires  have 
been  thoroughly  tested  in  Mexico  and  Texas, 
where  riders   are   troubled  with   cactus   and 


orange  thorns.  The  tests  have  been  very 
severe  and  proved  the  great  efficiency  of 
the  tires  among  cactus  thorns.  Large  or- 
ders are  being  received  from  the  territory 
named  and  testimonials  are  coming  In  to 
the  makers  from  San  Antonio  and  El  Paso, 
Tex.  Orders  from  South  Africa  and  the 
Hawaiian  Islands  have  also  been  received, 
as  well  as  a  great  many  inquiries  from 
Germany,  France,  Russia,  Sweden  and  other 
foreign  countries.   

TRADING  ON  J.  &  D.  REPUTATION. 

Jarvis  &  Daniels,  makers  of  bicycles,  sun- 
dries and  sporting  goods  in  Grand  Rapids, 
Mich.,  state  that  they  have  been  advised 
by  certain  legitimate  jobbers  that  the  Wil- 
lis Company  of  Park  place.  New  York  City, 
is  offering  J.  &  D.  leather  grips  at  10  cents 
per  pair.  In  justice  to  the  many  large  job- 
bers who  are  handling  their  goods  exclu- 
sively and  in  justice  to  themselves,  Jarvis  & 
Daniels  assert  that  they  have  never  sold 
the  Willis  Company  any  grips  whatever  nor 
had  any  correspondence  with  the  firm 
Moreover,  they  feel  very  certain  that  the 
concern  has  none  of  their  grips,  because  no 
one  in  the  country  has  ever  bought  them  in 
any  quantity  at  the  low  price  of  10  cents 
for  which  the  Willis  Company  is  offering 
them. 

BAY  STATE  WOOD  RIM  CO.  PURCHASED. 

The  K.  &  C.  Mfg.  Co.  wliich  manufactures 
wood  rims  in  Ayer,  Mass.,  announces  that 
it  has  purchased  the  plant  formerly  owned 
and  operated  by  the  Bay  State  Wood  Rim 
Co.  and  will  devote  its  efforts  solely  to  the 
manufacture  of  the  K.  &  C.  lock-joint,  one- 
piece  wood  rim.  The  factory  is  being  re-ar- 
ranged and  additional  machinery  put  in,  and 
the  compay  will  be  in  position  to  make  de- 
liveries early  this  month.  It  is  intended  to 
make  these  rims  as  perfect  in  finish  and  ap- 
pearance a;s  the  joint  is  perfect  in  strength, 
and  the  company  offers  to  put  the  rims  in 
competition  with  any  on  the  market.  Prices 
will  be  based  upon  existing  trade  conditions. 


STEADY  TRADE  IN  CHILDREN'S  SEATS. 

The  Kozy  baby  seat  continues  to  meet 
with  a  growing  demand  and  George  Hilsen- 
degen,  of  Detroit,  who  supplies  it  to  the 
trade  direct,  expects  to  sell  nearly  5,000  dur- 
ing the  present  year.  The  particular  points 
of  advantage  possessed  by  the  Kozy  seat 
are  that  it  is  light  and  strong,  will  fit  any 
bicycle,  is  readily  attached  and  detached, 
inexpensive  and  can  be  retailed  at  a  low 
price.  It  can  be  instantly  converted  into  a 
luggage  carrier  by  removing  the  dust  flaps 
and  drawing  them  back  over  the  handle 
bar. 

The  trade  can  secure  these  through  any  of 
the  leading  jobbers,  as  A.  G.  Spalding  & 
Bro.  of  New  York  and  Chicago;  Simmons 
Hardware  Co.,  of  St.  Louis;   Excelsior  Sup- 


ply Co.,  and  Hibbard,  Spencer,  Bartlett  & 
Co.,  of  Chicago;  Farwell,  Ozmon,  Kirk  & 
Co.,  of  Minneapolis,  and  Shone-Hanna  Co., 
of  Rochester. 

FIBRE-BUCKSKIN  HAILING  CASES. 
Large  quantities  of  mailing  cases  such  as 
are  used  for  sending  liquids  through  the 
mail  are  being  manufactured  from  fibre- 
buckskin  by  the  Bascarman  Manufacturing 
Co.,  of  Maiden,  Mass.,  which  produces  the 
well  known  fire-buckskin  bicycle  grip.  The 
absorbent  feature  of  the  material  has  been 
so  well  brought  out  that  it  seems  to  be  par- 
ticularly adapted  for  packages  of  this  sort. 
A  letter  from  the  postoffice  authorities  of  a 
very  complimentary  nature  led  the  company 
to  make  some  of  these  cases  up  for  the 
trade.  They  are  very  much  lighter  and 
stronger  than  anything  now  in  use,  so  that 
they  cost  the  purchaser  less  in  the  matter 
of  postage,  and  at  the  same  time  they  serve 
the  government  better  in  preventing  all  risk 
of  the  liquid  going  through  the  .'^ail  mat- 
ter in  case  of  leakage  of  the  inner  recep- 
tacle.   

NEW  HANDLE  BAR  AND  SEAT  POST  CO. 

The  League  Specialty  Mfg.  Co.  has  been 
organized  bv  Arthur  J.  Keating.  John  Col- 
lins  and   J.   C.    Church   of  Chicago   to  begin 


t'.26 


The  Cycle  Age  and  Trade  Review 


the  manufacture  of  handle  bars  and  seat 
posts  at  215  South  Clinton  street.  Offices 
■will  be  located  at  84  LaSalle  street,  Chicago, 
and  Monroe  Mitchell  will  act  as  g-eneral 
sale®  agent.  

POPE  TIRE  TESTING  HACHINE. 

Almost  the  first  result  of  scientific  study 
of  the  resistance  of  a  bicycle  was  the  reve- 
lation of  the  supreme  importance  of  the 
tire.  Racing  men  and  some  manufacturers 
had  known  for  years  that  there  was  much 
difference  between  a  •■fast"  lire  a-id  one 
which  "dragged,"  yet  few  realized  how 
great  a  part  of  the  total  resistance  was 
that  due  to  the  constant  flexure  of  the  ma- 
terials of  the  pneumatic  tire. 

One  well  known  professor  conducted  an 
elaborate  series  of  tests  and  published  some 
surprising  statements  before  discovering 
that  the  difference  in  tire  resistances,  due 
to  variations  in  construction  and  in  degree 
of  inflation,  were  so  great  as  to  render 
quite  worthless  his  conclusions  as  to  the 
relative  merits  of  different  forms  of  driving 
mechanism. 

Of  course  any  good  dynamometer  may  be 
used  for  testing  tires.  The  Pope  Mfg.  Co., 
however,  has  designed  and  for  some  time 
had  in  use  a  novel  dynamometer  specially 
adapted  to  this  work. 

In  principle  it  is  simply  a  large  Atwood 
machine.  A  w^eight,  which  in  practice  varies 
from  225  to  350  pounds,  suspended  by  piano 
wire,  descends  about  60  feet,  unwinding 
from  a  drum  like  a  clock  weight.  The  mo- 
tion of  the  drum  is  communicated  by  a  spur 
gear  to  the  crank  shaft  of  a  bicycle.  The 
bicycle  has  a  prescribed  load  on  the  saddle 
and  its  rear  wheel  rests  on  the  rim  of  a 
light  pulley  called  the  track  pulley,  which  it 
rotates.  This  pulley  in  turn,  by  a  spur 
gear  and  drum,  winds  up  a  weight  of  from 
50  to  150  pounds,  as  may  be  found  desirable. 

The  accompanying  drawing  gives  a  clear 
idea   of  the    working   parts,    though    no   at- 


tempt has  been  made  to  indicate,  except  in 
a  general  way,  the  relative  sizes  of  the 
toothed  wheels  and  the  drums.  A  is  the 
driving  drum,  W  the  driving  weight,  B  the 
driven  drum,  w  the  w^eight  that  is  raised  by 
the  bicycle,  C  the  track  pulley,  S  the  sad- 
dle load. 

In  order  to  steady  the  mechanism  and  to 
secure  substantially  uniform  velocity  as 
soon  as  possible  after  starting,  fans  were 
Inserted  between  the  spokes  of  the  track 
pulley.  The  parts  are  so  proportioned  that 
the  bicycle,  if  of  70  gear  or  higher,  may  bs 
allowed  to  run  one  mile.  The  operator 
simply  notes,  with  a  stop  watch,  the  time 
required  for  this  run. 

The  dynamometer  has  given  great  satis- 
faction in  comparative  work.  It  "checks" 
itself  admirably  and  seems  never  to  get  out 
of  order.  All  the  shafts  run  on  ball  bearings 
and  the  work  done  by  the  bearings  of  the 
bicycle  itself  is  so  slight,  owing  to  the 
small  load  wound  up,  that  the  resistance 
overcome  is  little  except  that  of  the  tire  and 
that  of  the  fans.  Its  sensitiveness  is  very 
great,  the  times  for  the  run  of  a  mile  with 
different  tires  recently  tested  having  varied 
from  2  minutes  23  seconds  to  21  minutes  29 
seconds. 

As  showing  the  reliability  of  the  instru- 
ment, the  records  of  the  performance  of  a 
single  standard  tire,  given  a  run  every 
morning  for  a  week,  may  be  of  interest. 
They  were  as  follows:  2:12,  2:12,  2:13,  2:12, 
2:14,  2:12.  Twelve  days  afterward,  the  work 
having  been  meanwhile  discontinued,  the 
standard  tire  was  tried  again  and  ran  its 
mile  In  2:14.  

SUCCESSFUL  OPENING  DAY  IN  MONTREAL. 

R.  &  W.  Kerr  of  Montreal,  Can.,  dealers 
in  bicycles  and  sporting  goods  and  Montreal 
agents  for  Cleveland  bicycles,  held  an  open- 
ing day  at  their  store  March  4.  The  store 
room,  was  handsomely  decorated  and  many 
attractions  were  arranged  to  obtain  the 
good  will  of  visitors.    The  firm  reports  that 


it  was  one  of  the  most  successful  opening 
days  ever  held  in  Montreal,  a  great  amount 
of  interest  having  been  displayed  in  the 
goods  shown. 

FEATHERSTONE  DOUBLE  EXPANDER. 

A  patent  was  last  week  granted  to  An- 
thony Jerome  of  Chicago  on  an  expander 
which  accomplishes  a  double  purpose.  It 
not  only  binds  the  handle  bar  stem  within 
the  fork  stem,  but  secures  the  handle  bar 
to  its  stem.  By  this  construction  the  bar  is 
made  readily  reversible.  The  stem  is  split 
and  provided  with  a  taper  seat  at  each  end 


and  the  expander  drawbolt  caries  an  ex- 
panding shoe  at  each  end,  the  bolt  passing 
clear  through  the  upper  expansion  shoe  and 
being  provided  with  a  squared  end  for  the 
reception  of  a  wrench.  An  annular  flange 
around  the  bolt  just  below  the  counterbore 
at  the  upper  end  of  the  stem  prevents  the 
bolt  from  rising  when  being  turned  in  the 
releasing  direction  and  thus  causes  the  low- 
er expander  to  automatically  loosen  from  its 
binding  position  in  the  taper  seat.  The 
threadings  in  the  upper  and  lower  expander 
are  of  course  rights  and  lefts  so  that  the 
two  will  be  drawn  down  into  binding  posi- 
tions together.  The  expander  patent  Is  as- 
signed to  A.  Featherstone  &  Co.  of  Chicago. 


THREE  VEEDER  CYCLOMETERS. 

The  Veeder  was  the  first  small  barrel- 
shaped  cyclometer  extensively  marketed 
and  in  the  three  years  that  it  has  been  be- 
fore the  public  its  maker,  the  Veeder  Mfg. 
Co.  of  Hartford,  Conn.,  has,  it  states,  profit- 
ed by  the  sale  of  moye  than  500,000  of  the 
little  distance  recorders.  The  Veeder  is  now 
made  in  three  patterns.  The  first  is  the 
regular  10.000  mile,  one  ounce  cyclometer 
which  is  known  everywhere.  The  second  is 
a  10,000-mile  repeating  cyclometer  with  100- 
mile  trip  attachment,  and  the  third  is  a  10,- 
000-mile  pattern  similar  to  the  regular  model 
but  gold  plated  and  engraved  and  furnished 
in  an  individual  satin  lined  leatherette  case. 
It  is  a  handsome  present  and  is  suitable  for 
those  riders  who  desire  their  bicycles  and 
equipments  to  be  more  than  ordinarily  at- 
tractive. The  Veeder  catalogue  contains  an 
illustrated  list  of  parts  and  serves  the  dual 
purpose  of  demonstrating  the  simplicity  of 
the  little  instruments  and  furnishing  a  guide 
for  parties  ordering  duplicate  parts. 


THE  NEW  NATIONAL  HUB. 

The  new  hub  fitted  to  all  bicycles  made  by 
the  National  Cycle  Manufacturing  Co.,  of 
Bay  City,  Mich.,  has  an  extremely  wide 
spread  to  the  bearings  and  Is  composed  of 
the  fewest  possible  number  of  parts.  The 
cones  have  broad,  fiat  backs  that  fit  fiat 
against  the  inner  faces  of  the  fork  ends. 
The  barrel  ends  and  ball  cups  are  thus 
brought  quite  close  to  the  forks,  giving 
more  space  than  is  usual  between  the  rows 
of  balls.  The  seats  into  which  the  cups  are 
pressed  are  accurately  machined  so  that  the 
cups    may   align    properly   with   each    other. 


Liability  of  the  cones  tilting  on  the  axle 
and  thus  causing  the  bearings  to  bind  Is 
greatly  reduced  by  the  broad  binding  sur- 
face of  the  cone  faces  against  the  fork 
sides.  The  locking  of  the  bearings  Is  also 
made  quite  secure  by  this  construction  of 
the  cones. 

WANTS  TRADE  LITERATURE. 

The  Cleveland  Cycle  Co.  has  been  formed 
in  Los  Angeles,  Cal.,  with  headquarters  at 
332  South  Main  street,  for  the  purpose  of 
doing  a  wholesale  and  retail  business  In  bi- 
cycles and  cycle  sundries  and  accessories. 
The  company  would  like  to  get  Into  com- 
munication    with     eastern     manufacturers. 


The  firm  consists  of  R.  C.  Lennie,  well 
known  the  country  over  as  representative 
for  Morgan  &  Wright  for  five  years,  and  J. 
A.  Ostendorf,  who  has  been  connected  with 
H.  A.  Liozler  &  Co.  in  San  Francisco  for 
five  years  and  was  manager  of  the  Lozier 
branch  house  there  for  three  years.  The 
new  company  will  make  the  Cleveland  bi- 
cycles Its  leaders  in  Los  Angeles. 


PIERCE  &  CO.  OPEN  NEW  BRANCH  STORE. 

Another  of  the  leading  manufacturers  of 
bicycles  has  opened  a  branch  store  in  Forty- 
second  street.  New  York  city,  just  west  of 
the  Grand  Central  depot.  This  latest  addi- 
tion to  the  new  "bicycle  row"  Is  Geo.  N. 
Pierce  &  Co.,  Buffalo,  which  is  now  display- 
ing the  Pierce  bicycles  prominently  to  the 
gaze  of  commuters  and  the  volume  of  other 
travel  along  the  well  trodden  pavement  be- 
tween the  railroad  quarter  and  the  west 
side  elevated  and  surface  roads. 

On  Saturday  afternoon  the  new  store  had 
its  formal  opening,  with  E.  B.  Ryder  of  the 
Pierce  forces  in  charge  of  the  ceremony. 
Invitations  had  been  sent  out  to  a  large 
number  of  riders,  and  the  establishment 
was  crowded  during  both  the  afternoon  and 
evening  hours.  The  prominence  of  the  lo- 
cation and  handsome  fittings  and  many 
models  of  bicycles  displayed  were  favorably 
commented  on. 

The  other  cycle  stores  along  Forty-second 
street  have  already  had  their  openings, 
more  or  less  formal,  and  the  selling  season 
in  that  locality  may  be  regarded  as  fairly 
under  way. 

THE  BERKEY  EXPANDER.  V 

In  last  week's  Issue  of  this  paper  an  illus- 
tration of  the  Berkey  Expander  was  shown 
without  the  split  in  the  tube  which  permits 
the  wedge-piece  or  tongue  to  expand  it 
against  the  seat  mast  or  handlebar  stem. 
The  error  is  corrected  in  the  accompanying 
illustration.  The  expander  is  marketed  not 
by  Berkey  &  Gay  as  stated  but  by  the  Berk- 
ey Spring  Seat  Post  company  of  Grand  Rap- 
ids, Mich.     It  is  manufactured  in-  sizes  rang- 


Thc  CrcLt  Aoc-^ 


ing  from  %-inch  inside  and  %-inch  outside 
dimensions  to  1-Inch  inside  and  1 3-16-Inch 
outside. 


RECORD  BREAKER  FOR  MILWAUKEE  rtFO.  CO. 

The  principal  difference  between  the  old 
machines  and  the  latest  improved  models  of 
bicycles  made  by  the  Milwaukee  Mfg.  Co. 
of  North  Milwaukee,  Wis.,  is  the  doing 
away  with  fiush  joints  and  the  change  In 
the  two-piece  hanger,  whereby  the  hexagon 
lock  nut  is  dispensed  with.  This  Improve- 
ment has  been  thoroughly  tested  by  the 
company's  men  in  actual  road  use  during 
the  entire  past  riding  season,  and  the  mak- 
ers guarantee  its  effectiveness.  There  are 
no  complicated  parts  and  nothing  to  get  out 
of  order,  thereby  causing  the  jobber  and 
manufacturer  trouble. 

The  Milwaukee  Mfg.  Co.  finds  the  demand 
for  its  machines  beyond  Its  expectations. 
The  plant  is  being  operated  with  a  full 
force  of  300  men  and  is  running  full  time 
and  until  9  o'clock  four  nights  each  week, 
yet  the  company  is  still  behind  on  deliv- 
eries. During  December,  January  and  Feb- 
ruary 14,000  bicycles  were  shipped,  and  the 
company  Is  averaging  275  per  day  in  March. 
Numerous  Inquiries  for  bicycles  are  being 
received  every  day  and  the  company  states 
that  it  looks  as  if  this  year  is  going  to  be  a 
record  breaker. 

ARNSTEIN  SECURES  nALCOM'S  SERVICES* 

Robert  Malcom,  secretary  and  treasurer 
of  the  Chicago  Cycle  Supply  Jobbers'  As- 
sociation, has  severed  his  relation  with  the 
Excelsior  Supply  Co.  and  will  hereafter  be 
connected  with  the  bicycle  department  of 
Eugene  Arnstein,  86  West  Lake  street,  Chi- 
cago.   

CONFINES  ITS  LINES  TO  SUNDRIES. 

Clark,  Horrocks  &  Co.,  of  Utica,  N.  T., 
have  just  issued  an  extensive  bicycle  sun- 
dries catalogue.  In  selecting  its  lines  of 
stock  the  firm  has  endeavored  to  cover  the 
sundry  field  broadly,  and  in  order  to  be  able 


The  Cycle  Age  and  Trade  Review 


627 


At  Times... 


it  is  hard  for  a  man  to  think  of  just  what  he 
wants.  At  other  times  he  knows  what  he 
wants  but  can't  think  where  he  can  get  it. 
Between  times  he  uses  a  substitute  that 
does  for  the  time  being  but  in  the  end  doesn't 
pay.  Our  catalogue  does  the  thinking  for 
you  and  our  facilities  supply  you  on  call  with 

Everything  for  Bicycle 

Builders  and  Dealers 


EXCELSIOR  SUPPLY  CO. 


ESTABLISHED  J876. 


88  and  90  Lake  St.,  CHICAGO. 


628 


The  Cycle  Age  and  Trade  Review 


at  all  times  to  supply  dealers  and  repair- 
men with  desired  articles  of  this  character 
the  company  has  excluded  parts  and  fittings 
for  building-  bicycles  from  the  list  of  goods 
catalogued  and  handled.  The  sundries  list- 
ed include  both  high  and  moderate  priced 
standard  articles.  Dealers  writing  to  the 
company  for  sundry  catalogues  should  spe- 
cify catalogue  IIB,  which  is  accompanied 
by  a  separate  circular  giving  dealers'  dis- 
counts.   

BRASS  LINED  CYCLE  TUBING. 

The  Wilmot  &  Hobbs  Mfg.  Co.,  of  Bridge- 
port, Conn.,  has  found  that  a  brass  lining 
within  cycle  tubing  greatly  assists  in  secur- 
ing a  perfect  braze  between  tubes  and  con- 
necting lugs,  especially  for  flush  joint  work. 
They  are  now  making  brass  lined  fifty  car- 
bon and  also  nickel  steel  tubing  of  the 
Clincher  kind  as  well  as  brass  lined  rear 
forks,  rear  stays,  front  forks,  head  tubes, 
loop  tubes,  etc.,  and  are  in  receipt  of  flat- 
tering testimonials  from  leading  manufac- 
turers in  regard  to  the  advantages  of  the 
brass  lining.  It  is  stated  that  the  brass 
coating  which  is  so  thin  that  it  does  not 
add  materially  to  the  weight  of  the  tubing, 
prevents  frames  from  rusting  from  within 
and  thereby  losing  strength,  and  that  the 
enamel  is  not  liable  to  peel  off  on  frames 
made  from  this  tubing.  All  Clincher  tubing 
is  thoroughly  polished  exteriorly,  present- 
ing a  fine  surface  for  enameling  work.  The 
company,  however,  also  sells  seamless  tub- 
ing with  brass  lining  in  order  to  demon- 
strate to  all  the  advantages  of  this  new 
feature.  The  brass  lining  is  produced  by 
dip  brazing,  a  process  which  the  Wilmot  & 
Hobbs  company  claims  to  have  brought  to 
a  higher  degree  of  perfection  than  any  oth- 
er concern,  and  this  manner  of  producing 
the  deposit  adds  a  density  to  the  brass 
which  could  not  be  obtained  from  electric 
plating.  The  firm  will  send  samples  of  any 
style  of  brass  lined  tubing  to  manufacturers 
who  desire  to  satisfy  themselves  of  its  mer- 
its. The  brass  lined  is  said  to  be  especially 
well  adapted  for  manufacturers  who  em- 
ploy the  dip  brazing  process. 


IDEAL  BARS  FINELY  FINISHED. 

Success  in  securing  contracts  for  the  bulk 
of  its  output  and  the  necessity  of  working 
night  and  day  on  orders  has  not  caused  the 
Ideal  Plating  Work  Co.,  3  Appleton  street, 
Boston,  Mass.,  to  slight  the  workmanship 
and  finish  on  its  large  line  of  well  known 
Ideal  adjustable  handle  bars.  At  the  pres- 
ent time  the  company  has  sold  nearly  two- 
thirds  of  its  output  and  expects  to  turn  out 
more  than  twice  as  many  bars  this  year  as 
in  previous  years.  The  factory  is  running 
two  shifts  of  men,  yet  better  work  than 
ever  before  is  being  put  on  the  product.  All 
bars  are  given  a  heavy  copper  plate  and  are 
then  scratch  brushed  and  heavily  nickeled, 
making  them  what  the  company  claims  to 
be  the  finest  finished  bars  in  the  market. 


CYCLE  SUPPLY  CO.'S  SUNDRIES. 

The  policy  of  the  Cycle  Supply  Co.  of 
Hartford.  Conn.,  Is  not  to  quote  in  Its  cata- 
logue job  lot  or  bankrupt  stock  prices  on 
standard  goods,  but  to  list  articles  of  recog- 
nized merit  at  prices  which  include  cost  and 
a  moderate  margin  of  profit.  Hartford  sun- 
dries have  been  sold  for  six  years  with  in- 
creasing popularity  and  the  firm's  old 
watchword  of  "Good  goods  at  fair  prices  " 
will  be  adhered  to  in  the  future.  The  cata- 
logue is  neatly  compiled,  and  printed,  being 
free  from  long  used  and  poorly  executed 
cuts  and  from  close  crowding  of  reading 
matter  and  Illustrations.  The  line  of  sun- 
dries handled  is  supplemented  by  a  carefully. 
selected  stock  of  parts,  fittings  and  supplies. 


BAILEY  AUTOMATIC  BRAKE  PATENTED. 

Herbert  Li.  Bailey  of  Chicago  has  been 
granted  a  patent  on  improvements  in  the 
automatic  rear  tire  brake  manufactured  by 
the  Bailey  Manufacturing  Co.,  also  of  Chi- 
cago. The  Bailey  brake  is  of  the  spoon  pat- 
tern and  operates  by  means  of  a  roller 
which  Is  raised  by  the  lifting  of  the  under 
side  of  the  chain  in  back  pedaling.  The  im- 
provements in  this  patent  relate  to  means 
for  automatically  maintaining  the  snoon  in 
its  proper  normal  relation  to  the  tire  and 
the  roller  In  its  correct  relation  to  the  bi- 
cycle chain. 

HORSELESiS  AGE  NOW  A  WEEKLY. 

The  Horseless  Age,  whose  offices  are  lo- 
cated in  the  American  Tract  Society  build- 
ing. New  York  city,  was  established  in  1S9.5 
and  is  the  first  motor  vehicle  journal  pub- 
lished in  the  Knglish  lan°-uage.  It  was 
formerly  a  monthly  journal  but  has  just 
been  changed  by  its  publishers  to  a  weekly 
This  chans-e  is  not  only  a  nleqsing  indica- 
tion of  prosneritv  for  the  Horseless  Age.  but 
shows  as  well  the  rapidlv  increasing  inter- 
est in  automobiles  in  the  United  States 


TOO  BUSY  TO  DO  ANY  "SHOUTING." 

The   Indianapolis  Chain   and   Stamning  Co 
of   Indianapolis   does   very   little    talking   for 
publication.     This  year  has  seen   no   change 


in  this  policy  and  the  company  states  that 
it  ha^  been  too<  busy  to  do  any  "shouting," 
and  is  glad  to  report  that  it  hasi  sawed  a 
large  quantity  of  wood.  Frvjm  present  indi- 
cations it  anticipates  that  this  will  be  the 
banner  year  in  the  trade,  so  far,  at  least,  as 
the  manufacture  of  chains  by  the  Indian- 
apolis company  is  concerned. 


HAS  BEEN  "SAWING  WOOD"  VIGOROUSLY. 

Such  a  heavy  demand  for  both  single  piece 
and  Dunlop  laminated  rims  has  been  made 
upon  the  Olds  Wagon  Works  of  Port 
Wayne,  Ind.,  that  the  company  has  literally 
been  "sawing  wood"  this  winter  instead  of 
making  a  lot  of  noise  to  attract  attention. 
It  has  produced  large  quantities  of  strips 
and  finished  rims.  It  is  such  quiet  activity 
as  this  that  verifies  the  dealers'  predictions 
of  a  large  trade  tliis  season. 


BUSY  ON  CROWNS  AND  EXPANDERS. 

The  two  articles  which  are  just  now  most 
in  demand  among  the  large  list  of  special- 
ties made  by  the  Racine  Malleable  & 
Wrought  Iron  Co.  of  Racine,  Wis.,  are  Its 
fork  crowns  and  expanders.  Orders  for 
these  are  coming  in  very  fast  at  present. 
The  company's  new  works  are  running  full 
time  on  these  ana  on  seat  post  clusters, 
frame  connections,  hangers,  etc. 


WANTS  AGENCY  FOR  GOOD  SUNDRIES. 

The  Coe  Mfg.  Co.,  50  Warren  street.  New 
York  city,  is  desirous  of  adding  to  its  well 
known  brand  of  "Round  Edge"  toe  clips, 
coasters,  etc..  a  number  of  good  selling  sun- 
dries as  sidelines.  Among  the  eastern  agen- 
cies now  held  by  this  concern  are  those  of 
the  Whaley-Dwyer  Co.  of  St.  Paul;  James 
E.  Plew  of  Chicago,  and  the  Mossberg  tire 
bells    for   the  entire  United    States. 


HANDSOriE  FRONTENAC  RETAIL  STORE. 

Frontenac  progress  is  in  evidence  through- 
out the  country,  but  perhaps  more  particu- 
larly in  Syracuse,  where  the  makers  of 
"bicycles  that  are  built  right"  have  recently 
opened  one  of  the  prettiest  retail  cycle 
stores  seen  in  many  a  day.  This  retail  sales- 
room is  in  charge  of  George  Potter,  one  of 
the  most  popular  bicycle  salesmen  in  cen- 
tral and  northern  New  York. 


USES  NON-LEAKING  VALVES. 

One  of  the  most  obstinate  problems  the 
tire  maker  has  to  contend  with  is  the  leaky 
valve.  Many  a  good  tire  has  gone  wrong 
because  of  leaky  valves.  The  New  Bruns- 
wick Rubber  Co.  of  New  Brunswick,  N.  J., 
has  hit  upon  a  new  method  of  construction 
which  is  claimed  to  absolutely  obviate  all 
leakage  at  the  valve.  It  is  using  this  new 
method  on  all  grades  of  its  tires. 


BALDWIN  RACING  CHAINS  POPULAR. 

Business  for  season  of  1899  is  much  in  ex- 
cess of  that  of  1898  with  the  Baldwin  Cycle 
Chain  Co.  of  Worcester,  Mass.  Manufactur- 
ers have  specified  in  advance  and  enabled 
the  company  to  fill  orders  promptly.  The 
Baldwin  special  racer  chain  in  both  3-16 
inch  and  1-8  inch  sizes  has  found  great  favor 
and  bids  fair  to  be  very  popular. 


The  Salesman  Was  too  Fresh. 

A  salesman  for  a  big  Chicago  concern 
recently  called  upon  a  firm  of  cycle  deal- 
ers in  a  prosperous  town  in  the  western 
part  of  Kentucky  and  was  not  aware  that 
the  three  brothers  composing  the  firm 
bear  a  marked  resemblance  to  each  other. 
One  of  the  brothers  is  himself  a  cycle 
salesman  during  the  winter  months.  The 
Chicago  man  bragged  a  good  deal  about 
the  business  which  he  had  done  on  the 
road  and  how  he  was  making  life  a  bur- 
den for  his  rivals.  He  chattered  about 
the  different  agents  whom  he  had  per- 
suaded to  cancel  orders  given  to  other 
traveling  men  and  which  were  eventually 
placed  with  him.  To  hear  him  tell  it, 
one  would  have  imagined  that  he  was  the 
only  salesman  who  was  earning  his  sal- 
ary and  his  concern's  machines  were  the 
only  ones  which  were  being  sold  in  the 
state  of  Kentucky.  All  the  forenoon  was 
occupied  in  this  sort  of  conversation. 

In  the  afternoon  the  Chicago  man 
called  to  get  the  order  and  without  know- 
ing it  entered  into  conversation  with  the 
brother  who  took  a  turn  at  traveling.  He 
was  easily  persuaded  to  grow  voluble 
over  his  success  with  agents  and  the  luck 
he  had  been  having  in  causing  orders  to 
be  canceled.    In  detail  he  explained  how 


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Vol.  XXII.    No.  20. 


THE  CYCLE  AGE  OFFICE. 


March  16,  1899. 


READY  FOR  DELIVERY! 


nODERN  CYCLE  REPAIRS 


One  Hundred  and  Thirty  Pages  and  One 

Hundred  Illustrations  of  All  Sorts 

<^f  Repairs  of  Cycles — A  List 

of  Its  Contents. 


CHAPTER  I— Repairs,  or  Replacetnetit. 

First  eauipment  of  the  Shop.  A  study  of 
economical  methods.  Illustrations  of  good 
and  bad  methods.  List  and  cost  of  tools 
and  fittings.    Use  of  assembling  jacks. 

CHAPTER  a— Wheels  and  Compoaent  Parts. 

Purchase  of  spokes,  sizes  to  buy  and  ho-w 
to  keeo  them.  Rims;  tool^  for  spacing 
and  drilling.  Inexpensive  truing  jigs.  To 
repair  broken  spoke  holes  in  hubs.  Nip- 
ple grips.  Replacing  cups  and  cones.  To 
braze  a  split  cone. 

CHAPTER    3— Frame  and  Forks,   Bracers 
and  Bracing. 

To  braze  without  spoiling  fenarai el.  Thjtee 
ways  to  repair  broken  tubfe.  Broken  Ipgs, 
fork  ends  and  fork  sterris.  Dangers  or 
twisted  forks.  Truing  a  f ramie.  Selection 
of  a  brazer.   '  <" 

CHAPTER  4— Remodeling  pf  Pramies. 

Oomouting  the  cost.  Cutting  down 
frames.  Changes  of  all  sor^  in  singles 
and  tandems.  "* 

CHAPTER  5— The  Crank  'Aa.nge.t. 

Remodeling.  Loose  cranks.  Buckled 
tandem  sprockets.  Two-piece  construc- 
tion. 

CHAPTER  6^The  Steering  Head. 

Broken  crown  cones.  A  question  of  solder. 


Fixing  loose  cones.  Squeaking  steering 
heads.    Rust  on  nickel. 

CHAPTER  7— Seat  Posts  and  Handle  Bars. 

Broken  parts.  Internal  expanders.  The 
flashing  of  tubing.  Ways  of  bending  bars. 

CHAPTER  8— Hints  on  the  Art  of  Enamel- 
i*ig. 

Necessary  equipment.  Keeping  of  enam- 
els. Coating  and  baking.  Two  and  three 
color  work. 

CHAPTER  9— Saddles  and  Pedals. 

Springs  and  clamps.  Repairing  pneumiatio 
saddles.  Rattan  lacing.  To  make  pom- 
mel clip.,  Broken  springs.  Diflioulties  of 
pedal  repairs  and  bow  to  overcome  them. 

CHAPTER  lo— Building  Frames  from  Com- 
ponent Parts. 

Sliould  be  undertaken  iby  men  of  experi- 
ence only.     A  variety  of  patterns.     Cor- 
[  reot    angles.      Dimensions.     Cheap    man- 
drels and  thear  uses. 

[CHAPTER  II— Purchasing  Parts  for  Special 
Work. 

Ingenuity  of  great  value;  examples. 
Methods  by  which  many  parts  may  be 
made  of  unexpected  value. 

CHAPTER  la  — Experimenting    With    Con- 
struction. 

Repairmen'  best  suited  to  devise  practical 
improvements.     Value  of  their  ideas. 

CHAPTER   13  —  Mechanical    Power    in    the 
Shop. 

Practical  advantages.  Cheapest  forms  of 
motors.    Installation.    Floor  plan. 

CHAPTER  14— Miscellaneous   Repairs   and 
Suggestions. 

CHAPTER  15    Tire  Repairs. 

According  to  tire  construction.  Method 
for  each  kind  described. 


INTERESTING  FACTS 


If  you  want  ^  ^  ^ 

PICTURES 
DRAWINGS 
CUTS  OR 
ELECTROS 

The  Cycle  Age  will  be  glad  to 
supply  them  at  cost.^  ^  ^  ^ 


ALL  OF  THE  ADS.  IN  THIS 

PAPER  WERE  PICTURES 

Wouldn't  you  look  through  them  every  week  ? 

If  they  were  clever  pictures  wouldn't  they  impress  you  more 
quickly  than  a  lot  of  reading  matter? 

Wouldn't  you  get  better  returns  for  your  outlay  if  your  ads. 
c  ntained  pictures? 

If  you  can't  afford  pictures — -though  they  don't  cost  much — 
why  don't  you  change  that  copy  which  has  been  running  a 
month  or  more? 

Do  you  know  that  many  an  advertiser  becomes  dissatisfied  with 

a  medium  solely  because  he  doesn't  use  the  right  matter? 
Everything  wears  out.     Why  do  you  buy  a  new  overcoat  and 

continue  to  wear  that  out-of-date,  threadbare  ad.? 
It  costs  The  Cycle  Age  money  to  change  ads.     But  we  live 

for  something  beyond  today.  We  want  you  to  be  satisfied. 

Then  you'll  come  again  next  season. 

Satisfy  yourself  and  satisfy  us  by  satisfying  the  reader  that 
there  is  something  new  which  he  must  read  in  the  advertis- 
ing pages  every  week. 


Concerning  the  I/ists  From  Which  the  Cycle 
Age  Is  Mailed. 


Mexican  agents  are  a  wide-awake  lot. 
One  in  every  four  is  a  subscriber  to-  The 
Cycle  Age. 

New  York  has  the  largest  number  of 
actual  subscribers.  Of  3,607  agents  20  per- 
cent are  on  The  Cycle  Age's  paid  list. 

Michigan  is  second  on  the  list  although 
five  states  are  ahead  of  her  in  the  number 
of  agents.  Then  comes  Illinois,  Pennsyl- 
vania and  Ohio  in  the  order  named. 

On  March  1  there  were  on  The  Cycle 
Age  list,  55,568  bicycle  agents,  of  whom 
36,243  were  in  the  United  States.  The 
work  of  correcting  and  adding  to  the  lists 
gives  employment,  all  the  time,  to  not  less 
than  three  persons. 

Asepairate  record  is  kept  of  every  agency. 
It  shows  the  length  of  time  the  agent  has 
been  in  business,  what  wheels  and  acces- 
sories he  handles,  his  commercial  agency 
rating,  and  in  what,  if  any,  other  business 
he  is  engaged. 

The  result  of  all  this  work  is  that  The 
Cycle  Age  places  its  advertisers  in  con- 
tact with  all  the  agents  who  are  up-to- 
date  and  worth  cultivating. 


PRI;^E  FOR  A  PROCESS 


Of  Case-Hardening  on  a  Small  Scale  to  Beat 
the  Cyanide  Method. 


The  repairman  needs  to  turn  up  a  cone, 
cup  or  pedal  spindle  with  fixed  cup  from 
machinery  steel  and  to  case  harden  it 
economically.  He  does  not  want  to  wait 
till  he  has  a  large  lot  to  harden,  or  to 
lose  money  by  heating  a  large  case  for 
the  sake  of  a  single  piece.  He  is  forced  to 
use  the  cyanide  of  potassium  method, 
which  hardens  only  a  very  thin  shell.  He 
is  looking  for  something  better. 

Manufacturers  have  no  trouble.  They 
case  harden  a  thousand  cups  and  cones  at 
the  same  time.  Suitable  devices  are  in 
U'se  by  chain  makers  for  hardening  parts 
of  chains  on  a  revolving  arrangement  and 
edge  tool  makers  use  similar  methods  by 
which  they  harden  the  edge  of  saws, 
hatchets,  plough  shears,  etc.  A  system  for 
doing  the  work  by  electricity  was  recent- 
ly described  in  The  Cycle  Age. 

But  the  repairman  is  left  in  the  lurch 
with  his  cyanide  method. 

Who  has  a  better  method? 

The  Cycle  Age  will  pay  $10.00  for  a  de- 
scription of  the  best  method  by  which  the 
repairman  may  harden  a  single  piece  of 
machinery  steel  economically  and  dur- 
ably. 

Any  method  suggested  will  be  tested 
before  the  prize  is  awarded.  Subsequent- 
ly it  will  be  described  in  The  Cycle  Age. 


"Every  bicycle  dealer  should  take  The 
Cycle  Age  as  it  is  a  business  educator." — 
XJnger,  Harrmann  &  Co.,  Norristown,  Pa. 


630 


The  Cycle  Age  and  Trade  Review 


Experience  teaches  that  the  best  is  the  cheapest 

TiriE  IS  MONEY — our  fittings  save  you  time.  Orders  are  filled  same  day  as 
received — builders  should  consider  this.  Our  prices  are  right— our  Stock  of 
Fittings  and  Sandries  is  complete.     Catalogue  on  application. 


Long  Distance  Phone 
Western  Union  Telegraph 
in  Connection..., 


GEO.  HILSENDEGEN 


Detroit, 


nich. 


AN  EXTRACT 


"  Of  all  the  bicycles  made  and  sent  from  the 
Chicago  market  the  greatest  bargains  are  those 
offered  by  the  Chicago  Tube  Co.  Their  28-inch, 
30-inch  and  3-crown  wheels  with  Fauber  one- 
piece  hangers  beat  them  all.  They  are  up  to 
date  in  design  and  equipment  and  are  exceed- 
ingly highly  finished,  and  their  agents  control 
the  market  with  them  in  their  respective  terri- 
tories." 


IN  ADDITION  to  bicycles  referred  to  in 
this  extract  from  a  letter  by  a  prominent 
dealer  we  make  and  sell  frame  sets  and  frames 
and  also  all  material  to  build  or  to  repair  or 
to  equip  a  bicycle,  and  have,  for  the  past  six 
years,  a  constantly  increasing  business,  and 
are  in  a  position  to  give  the  best  for  the  least 
money.  Particulars,  catalogue,  etc.,  to  any 
address. 

CHICAGO  TUBE  CO. 


217  East  Washington  St. 


CHICAGO,  ILLS. 


he  ran  down  the  goods  of  every  concern 
except  his  own.  Then  the  traveling 
dealer  disclosed  his  identity  and  read  that 
glib  young  man  such  a  lecture  as  he  is  not 
likely  to  forget  in  a  hurry.  The  discom- 
fited Chicagoan  lost  the  order  and  is  said 
to  be  wearing  a  muzzle  when  he  roams 
through  Kentucky. 


Old  Qag  in  New  Dress. 

It  is  storied  that  an  English  cyclist  one 
day  last  year  punctured  his  tire  near 
Sandringham,  and  found  tC'  his  dismay 
that  he  was  minus  a  repair  outfit.  An 
elderly  gentleman  who  happened  to  be 
riding  past,  seeing  him  in  distress,  dis- 
mounted and  placed  his  tool-bag  at  his 
disposal.  The  joyful  cyclist  set  to  work, 
the  good  Samaritan  looking  on,  "in  case," 
as  he  jocosely  put  it,  "he  should  have  to 
do  a  repair  himself  some  day."  The  re- 
pair finished  the  young  fellow  handed  his 
benefactor  a  card,  and  asked  him  when 
"in  town"  to  give  him  a  call.  The  other 
replied  that  he  would  certainly  do  himself 
the  honor,  and  then  with  a  quiet  smile 
gave  him  his  own  card  in  return,  bearing 
the  simple  inscription,  "The  Prince  of 
Wales."  

The  Indian  Cycle  and  General  Engi- 
neering Company  has  contracted  with 
the  imperial  government  for  the  convey- 
ance of  mails  on  bicycles  in  British  In- 
dia. 

It  was  a  cyclist  messenger  who  was 
sent  to  bring  the  priest  to  the  death-bed 
of  Felix  Faure. 

CI^OSIKG  OUT  SAI^E— Until  closed  out.  we 
shall  offer  the  following:  600  pairs  finished,  flatcranks, 
retrular  thread,  rights  and  lefts,  at  20c  per  pair,  6  in.; 
2200  pairs  brazed  forksides  1%  in.,  lOc;  350  pairs  brazed 
forksldes^ln.,  10c;  4360  seat  post  foreings,  2c  each; 
630  crown  forglngs,  2c  each;  2700  pairs  upper  back 
stay  forgings,  Ic  each;  2200  lower  adjustment  forg- 
lngs, 134c  each.  CoBTLi-TD  Carriage  Goods  Co., 
Cortland,  N.  Y, 


MISCELLANEOUS. 

Advertieements  under  this  head  5  cents  per  word  first 
insertion;  3  cents  per  word  each  insertion  the"6after. 
Cash  with  order.  Express  orders,  postoffice  ordere  or 
Btamps  received. 


VST  ANTED. 

WANTED— Already  establisbed  wholesale  bi- 
cycle dealer,  in  ihe  Netherlands,  will  take  on  a  few 
more  choice  American  lines  of  sundries  to  job  in  con- 
nection with  regular  trade.  Mail  catalog  and  export 
quotations.  Satfsfactory  American  references  eiven 
if  business  results.  J.  C.  Van  Oudenallin,  From- 
bergstraat  No.  2,  Arnhem,  Holland. 

SII>:B  I,IN:B— Salesmen  in  the  bicycle  and  hard- 
ware trades  wanted  to  sell  standard  bicycle  sundry  on 
commission.  Quick  seller  and  liberal  commission. 
Samples  carried  In  vest  pocket.  B.  H.  DrviNB,  Utlca, 
New  York. 

■WANTED — \  good  lire  of  cheap  wheels  or  bank- 
rupt stock.    Merrill,  1457  Blake  St.,  Denver  Col. 

WANTED  -Bicycles;  must  be  tomethingthat  will 
make  competition  howl;  quote  prices.  Wm.  Van 
Derpool,  Indianapolis,  Ind. 


FOR  SALE. 


FOR  SAI<E— 500  up-to-date  '98  wheels  In  lots  of  25 
or  more.  Bargain  for  spot  cash  buyers.  Address  Box 
472,  Canton,  Ohio. 

FOR  SAI/F— An  Arnstein  enameling  oven,  cheap. 
RoBT.  L.  Thompson,  Muscatine.  la.  1 

FOR  SAI/E— Good  double  (diamond  tandem; 
cheap.    E.  L.  Kebfoot,  Sterling,  Kan.     , 

FOR  SAI^F— At  a  bargain— Three  Commercial 
Graphophones  and  complete  equipment.  Grapho- 
phone  care  Cycle  Age. 


&.  J." 

Single.  Tan- 
dem, Triplet, 
Quad. .. . 

Hangers 

We  make  Hangers  for  only 
high  grade  wheels. 

Park  City  Mfg.  Co., 

N.  W.  Cor.  Jacksnn  &  Clinton 
Streets,  CHICAGO. 


^ 


A  NEW  PROPOSITION: 


Wheels  Built  to  Order  $12 

upwards.  FROM  HIGH  GRADE  MATER- 
IAL and  fittings  of  your  own  selection. 

SEND   FOR   CATALOGUE  of  the 

Famous  TEMPLE  3  CROWN  Frames 

and  all  standard  makes  of  bicycle  parts 
and  fittings.  Make  your  Selection.  We 
build  the  bicycle  accordingly.  LOWEST 
PRICES  GUARANTEED. 

8@=  WRITE  TO=DAY  =^a 

and  send  for  Catalogue  of   "MAQIC" 

$2.00  GAS  LAMP— BEST  MADE. 

Oraphophones  and  Cameras. 

RALPH  TEflPLE  CO. 

81  Lake  Street,  CHICAGO. 


Mr.Jobber 


Did  you  ever  wonder  t% 
why  the   "BUNDY"  "J 
acetylene   gas   lamp   | 
is  so  often  specified   ■ 
You'd  better  Investigate. 

THE  FRANK  E.  BUNDY  LAMP  CO., 
Elmira,  N.  Y. 


in 


aiOfcyEA( 


Vol.  XXII— No.  21. 


CHICAGO,  MAKCH  23,  1899. 


New  Series  No.  70. 


BICYCLE  MAKERS  TO  COMBINE 


Supported  By  a  Powerful  Syndicate  of  Bankers,  A.  G.  Spalding   is   Obtaining  Options 
on  Every  Plant  of  Importance — Unlimited  Money  at  Command — 

Will  Control  Foreign  Markets. 


PLEDGE  PROM  A.  G.  SPALDING. 


To    the    Editor:    Please   assure  yovir 
readers  that  the  proposed  bicycle  alliance 
will  have  no  effect  on  this  season's  prices, 
agency  arrangements  or  anything  else. 
A.  G.  SPALDING. 

New  York,  March  20. 


For  a  week  past  everyone  in.  the  trade, 
however  humble  or  great,  has  been  indus- 
triously hazarding  or  swapping  opinions 
concerning  the  substantiality  and  proba- 
ble effects  of  the  giant  enterprise  now  in 
process  of  formation  in  New  York  city 
for  the  purpose  of  consolidating  the  large 
bicycle  factories.  The  daily  papers  have 
let  loose  such  a  flood  of  misinformation 
concerning  the  subject  that  the  Cycle  Age 
and  other  trade  papers — ^all  of  which  were 
pledged  to  the  suppression  of  the  intelli- 
gence until  this  issue' — are  mow  assigned 
the  distasteful  work  of  tardily  but  cor- 
rectly presenting  the  whole  matter.  These 
are  the  facts': 

The  Facts  in  the  Case. 

1.  An  invitation  has  been  sent  by  A.  G. 
Spalding,  representing  a  group  of  New  York 
financiers,  to  a '  majority  of  the  important 
manufacturers  of  bicycles,  asking  them  to 
submit,  in  confidence,  proposals  for  the  sale, 
for  cash,  of  their  plants  and  goodwills. 

2.  There  is  no  truth  in  the  story,  widely 
circulated  by  the  daily  papers  and  corrobo- 
rated in  great  measure  by  the  Bicycling 
World,  that  a  trust  or  combination  of  Inter- 
ests of  all  the  important  manufacturers  of 
bicycles  in  the  United  States  has  already 
been  consummated. 

3.  There  is  no  limit  to  the  number  of  con- 
cerns that  will  be  taken  in,  provided  they 
have  progressive  and  prosperous  businesses 
to  sell  at  a  fair  cash  valuation.  The  success 
of  the  enterprise  is  dependent  on  the  ability 
of  the  promoter  to  secure  the  plants  at  a 
fair  price. 

4.  The  man  at  the  head  of  the  project  at 
present  is  A.  G.  Spalding.  His  share  of  the 
work  consists  in  securing  the  options.  That 
done,  the  matter  will  pass  into  the  hands  of 
the  attorneys  for  the  financiers. 


5.  The  attorneys  ate  Alexander  &  Green, 
with  whom  is  connected  Col.  McCook.  The 
accountant  selected  to  make  the  necessary 
investigations  is  Mr.  Simpson,  well  known 
to  many  of  the  leading  makers  and  who,  at 
one  time,  undertook  similar  work  for  the 
cycle  board  of  trade. 

6.  The  statement  that  the  necessary  capi- 
tal is  to  be  underwritten  by  a  huge  New 
York  financial  institution  is  mere  guess- 
work, probably  growing  out  of  the  fact  that 
Col.  McCook  is  one  of  its  directors. 

7.  The  capital  of  the  proposed  combination 
has  not  been  fixed.  It  is  dependent  entirely 
upon  the  amount  necessary  to  make  desir- 
able purchases.  The  $50,000,000  story  is  more 
guesswork. 

8.  All  options  and  the  figures  accompany- 
ing them  will  be  examined  by  the  account- 
ants and  submitted  to  the  syndicate  of 
financiers,  who,  as  usual  in  such  cases,  will 
make  only  such  purchases  as  business  pru- 
dence warrants. 

9.  The  business  head  of  each  concern  Is  re- 
quired, as  part  of  the  bargain,  to  sign  an 
agreement  to  retain  his  position  for  five 
years. 

10.  No  agreement  has  been  made  with  any 
manufacturer,  or  set  of  manufacturers,  to 
purchase  their  business;  nor  is  it  likely  that 
any  such  agreement  will  be  made  in  the 
near  future. 

11.  The  lists  printed  of  makers  included  are 
purely  speculative.  There  have  been  many 
good  guesses— nothing  more.  No  list  of  con- 
cerns affiliated  with  the  combination  will 
be  given  out  until  it  is  certain  that  they  will 
be  purchased. 

12.  Under  no  circumstances  will  the  pro- 
posed combination  affect  the  business  of  any 


CONTENTS. 


Editorial     .       -       =       -       . 
Repair  Price  Schedules 
Public  Refuses  the  Bait 
Competing  With  the  Special 
Experimental  Store  Lighting 
Commerce  in  Foreign  rtarkets 
Sager  Gear  and  Fittings 
Changeable  Bevel  Gear 
The  Pastime  and  Sport 
Retail  niscellany 
Information  for  Buyers 


Page 

635 
636 
641 
641 
642 
645 
646 
648 
652 
655 
656 


concern  participating  in  it,  during  the  pres- 
ent season. 

13.  No  change  whatever  will  occur  in  the 
matter  of  prices,  during  1899,  as  a  result  of 
the  proposed  combination. 

14.  The  combination  is  not  based  on  chain- 
less  patents.  They  cut  no  figure  in  the  nego- 
tiations. 

15.  The  negotiations  have  been  in  progress 
less  than  a  month.  Mr.  Spalding's  Euro- 
pean trip  had  nothing  to  do  with  the  mat- 
ter, 

16.  It  is  not  likely  that  the  combination 
will  be  completed  and  prepared  to  take  defi- 
nite action  as  to  plans  of  action  for  several 
months.  The  deal  is  too  stupendous  to  be 
pushed  through  hurriedly.  Hence  all  state- 
ments as  to  plans  are  mere  surmises.  Even 
the  men  who  are  most  prominently  identi- 
fied with  it  are  unable  to  indicate  definitely 
any  plan  of  action.  No  one  will  be  able  to 
talk  with  authority  until  the  company  has 
been  floated,  the  capital  subscribed  and  the 
directors,  officers  and  committees  selected. 

Well  Founded  Impressions. 

The  Cycle  Age  hazards  no  guess  on 
any  of  the  questions  involved,  but  pre- 
sents herewith  the  gist  of  impressions 
gained  from  a  number  of  persons  inter- 
ested: 

A.  There  will  be  no  change  in  the  princi- 
pals of  any  concern  for  the  present  and,  so 
far  as  is  known,  none  for  five  years. 

B.  The  closing  of  factories  is  not  contem- 
plated; on  the  contrary,  it  is  expected  that 
outputs  will  be  increased  in  view  of  an  ex- 
pected increase  of  foreign  trade. 

C.  There  will  be  no  changes  of  agencies,  or 
of  existing  arrangements,  for  the  present. 

D.  The  combination  will  not  seek  to  an- 
tagonize or  decrease  the  number  of  reputa- 
ble agents. 

E.  The  strict  maintenance  of  advanced 
prices  will  be  one  of  the  first  rules  of  the 
combination. 

F.  The  names  of  well  known  machines  will 
be  retained  and  advertised  as  fully  as  here- 
tofore. 

G.  It  is  likely  that,  should  this  effort  suc- 
ceed, the  makers  of  parts  and  sundries  will 
be  similarly  combined. 

No  Menace  to  Dealers  Contemplated. 

The  authenticity  of  the  foregoing 
statements  is  guaranteed.  They  indicate 
clearly  that,  no  matter  what  the  ultimate 


632 


The  Cycle  Age  and  Trade  Review 


outcome,  the  proposed  "concentration  of 
brains  and  energy"  is  at  present  in  its 
infancy.  Alarmist  reports  may  be  safely 
disregarded  by  agents  for  the  present  for 
three  reasons:  First,  there  is  no  certain- 
ty that  the  combination  will  succeed;  sec- 
ond, the  promoters  offer  assurance  that 
no  menace  is  intended  to  legitimate  deal- 
ers; third,  months  must  elapse  before  the 
combination  takes  definite  shape,  so  that 
dealers  will  have  abundant  time  to  con- 
sider the  matter  in  all  its  bearings. 

The  Cycle  Age  will  present  details  of 
developments  as  they  occur,  direct  from 
headquarters,  avoiding  statements  which 
are  mere  guesswork. 

Unlimited  Capital  at  Command. 

There  is  a  practically  unlimited  amount 
of  capital  behind  the  movement.  Mr. 
Spaldiing's  headquarters  are  at  the  Wal- 
dorf hotel  in  New  York  city.  That  he 
has  been  a  busy  individual  for  a  week  or 
two  past  may  be  easily  imagined.  For 
three  days,  up  to  last  Saturday  night,  he 
did  not  leave  the  hotel.  He  was  just  be- 
ginning to  gather  in  the  loose  ends  with 
a  view  to  the  completion  of  the  first 
chapter  of  the  most  interesting  event  in 
the  history  of  the  cycle  trade. 

But  wild  rumors  were  set  afloat  last 
week.  They  told  of  a  capitalization  of 
$50,000,000;  of  a  proposal  to  kill  off  80 
per  cent,  of  the  agents;  of  a  decision  to 
close  many  of  the  factories,  and  of  other 
matters  equally  wide  of  the  truth.  The 
facts  are  here  given  for  the  first  time  as 
a  result  of  interviews  with  Mr.  Spalding 
and  a  number  of  gentlemen  associated 
with  him  in  the  project. 

Talk  With  Mr.  Spalding. 

"Please  do  not  bear  too  heavily  on  my 
connection  with  the  matter,"  suggested 
Mr.  Spalding.  "I  have  been  selected  to 
undertake  this  work  more  from  chance 
than  dediberate  selection. 

"During  the  past  year  I  have  been  ap- 
proached at  various  times  by  different 
manufacturers  as  to  the  advisability  of 
some  kind  of  an  alliance  or  combination 
being  formed  that  would  be  in  the  gen- 
eral interest  of  the  bicycle  trade.  These 
various  conferences  convinced  me  that 
the  leading  manufacturers  were  favora- 
bly inclined  towards  some  kind  of  a 
business  alliance  on  the  lines  of  other  in- 
dustrial enterprises,  and  several  urged 
me  to  take  the  initiative  in  the  matter. 
I  hesitated  for  some  time  in  taking  it  up, 
hoping  that  it  would  be  brought  about  in 
some  other  way  or  by  some  other  per- 
son, but  finding  that  nothing  was  being 
done,  and  being  continually  urged  by  dif- 
ferent makers  to  proceed  in  the  matter, 
I  put  myself  in  communication  with  the 
leading  financiers  of  New  York  who  take 
an  interest  in  matters  of  this  kind,  and 
found  a  ready  willingness  to  provide  the 
necessary  funds  to  carry  out  such  a  deal 
based  on  conservative  cash  values. 

"Having  satisfied  myself  that  the  nec- 
essary money  for  such  an  enterprise 
would  be  supplied,  I  then  communicated 
with  the  principal  bicycle  manufaoturers 
of  the  country  and  found  the  idea  met 
with   a   hearty   and  favorable   response. 


which  has  resulted  in  a  definite  proposi- 
tion being  made  by  all  the  leading  bi- 
cycle m.anufacturers  for  the  sale  of  their 
various  plants  on  a  cash  basis. 

Thirty  Concerns  Ready  to  Sell. 

"Up  to  the  present  time  over  thirty  of 
the  prominent  bicycle  manufacturing  con  ■ 
cerns  have  expressed  a  willingness  to 
consolidate,  and  have  made  a  definite 
proposition  for  the  sale  of  their  various 
properties. 

"It  is  the  desire  of  those  financing  this 
enterprise  to  take  in  as  many  of  the  go- 
ing bicycle  concerns  whose  past  record, 
present  condition  and  future  possibilities 
would  make  desirable,  to  join  in  and  add 
strength  to  the  combination.  Therefore 
an  invitation  has  been  sent  out  very  lib- 
erally to  nearly  all  the  smaller  as  well 
as  the  large  American  bicycle  makers, 
and  negtotiations  are  now  pending  that 
would  indicate  the  probabilities  that  90 
per  cent,  of  the  entire  bicycle  manufac- 
turing plants  of  this  country  will  be 
brought  into  this  combination." 

Origin  of  the  Combination. 

More  specific  details  have  been  learned 
from  a  reliable  source.  It  appears  that 
some  time  during  December  last  three 
of  the  largest  manufacturers  in  America 
were  approached '  with  an  offer  to  com- 
bine their  plants.  All  were  agreeable, 
but  the  preliminaries  dragged  to  such  an 
extent  that  the  deal  was  eventually  de- 
clared off. 

Colonel  McOook  happens  to  be  a  neigh- 
bor of  Mr.  Spalding's,  and  during  a  con- 
versation, one  day  in  January,  let  drop 
this  remiark: 

"Now  that  money  is  so  plentiful,  and 
combinations  are  in  the  air,  it  seems  to 
me  that  a  bicycle  combine  would  be  a 
splendid  thing  to  float." 

The  real  significance  of  this  utterance 
did  not  strike  Mr.  Spalding  at  the  mo- 
ment. It  was  only  after  telephonic  con- 
versation a  few  days  later  that  he  gave 
serious  thought  to  the  proposition.  A 
few  days'  work  showed  that  it  would  be 
a  comparatively  easy  matter  to  secure 
the  necessary  capital  to  carry  out  such  a 
stupendous  deal.  That  part  satisfactorily 
arranged,  the  next  move  in  the  game 
was  a  talk  with  one  of  the  largest  of 
western  makers,  who  was  so  favorably 
impressed  that  he  prepared  a  proposal 
for  the  sale  of  his  business  the  next  day. 
A  second  and  a  third  western  concern 
fell  in  lime  as  quickly. 

Another  Syndicate  at  Worlc. 

Strangely  enough,  there  was,  at  the 
same  time,  a  representative  of  another 
syndicate  at  work  on  a  similar  scheme. 
He  called  on  at  least  two  Chicago  houses, 
but  was  not  heard  of  afterward. 

There  had  been  such  ready  acquies- 
cence on  the  part  of  all  the  persons  ap- 
proached that  it  was  decided  to  offer 
'every  reputable  maker,  whose  business 
was  considered  sound,  an  opportunity  to 
come  in.  A  letter  was  pretty  generally 
circulated,  inviting  proposals  to  sell  for 
cash,  Mr.  Spalding  offering  his  personal 
pledge  of  absolutely  confidential  treat- 
ment of  all  facts  and  figures  submitted. 


All  this  has  occurred  inside  of  a  month. 
Options  are  now  coming  in  by  every  mail. 

Mr.  Spalding  is,  as  has  been  stated,  the 
representative  of  a  syndicate  of  bankers. 
It  is  his  part  of  the  work  to  provide,  for 
their  inspection  and  acceptance  or  rejec- 
tion, options  on  all  or  as  many  as  possi- 
ble of  the  paying  bicycle  factories  of  the 
United  States.  Each  applicant  is  re- 
quired to  present  facts  concerning  the 
earnings  of  his  business,  his  plant  and 
the  amount  asked,  and  to  agree  to  con- 
tinue in  the  employ  of  the  new  company 
for  five  years.  As  the  options  come  in 
they  are  handed  to  Mr.  Simpson,  an  ex- 
pert accountant  selected  by  Messrs.  Alex- 
ander and  Green,  attorneys  for  the  capi- 
talists, for  examination.  All  of  the  work 
is  done  at  the  rooms  at  th©  Waldorf,  in 
strict  accordance  with  the  promise  of  se- 
crecy made  at  the  outset. 

Examination  of  the  Books. 

When  all  are  in  the  accountant  will 
visit  each  of  the  houses,  make  an  exami- 
nation of  books  and  verify  the  state- 
ments. Then  the  whole  matter  will  be 
referred  to  the  capitalists  who  will  pass 
judgment  upon  the  fairness  of  the 
amounts  asked. 

This  shows  just  how  near  the  combina- 
tion comes  to  completion.  The  promoter 
is  unable  yat  to  state,  with  certainty,  the 
name  of  a  single  participant  in  the  en- 
terprise. 

Most  of  the  concerns  interested  feel, 
now  that  the  news  has  been  given  to  the 
public,  that  it  is  unnecessary  to  remain 
silent.  One  of  them  talked  freely  with  a 
Cycle  Age  man  and  gave  interesting  in- 
formation concerning  his  ideas. 

To  Control  Ninety  Per  Cent  of  Product. 

"We  expect  to  obtain,"  said  he,  "90  per 
cent,  of  the  successful  bicycle'  factories, 
large  and  small,  and  to  control  at  least 
that  percentage  of  the  output  of  the  Unit- 
ed States." 

"la  it  true  that  some  of  the  factories 
will  be  closed?" 

"I  think  not.  On  the  contrary  I  believe 
their  capacity  will  be  increased.  The 
work  of  some  of  them  may  be  changed, 
however.  Some  may  be  employed  on  a 
particular  style  of  machine,  some  on  ped- 
als, chains  and  other  parts.  There  will 
probably  be  little  change  in  the  factories 
of  the  well  known  makers,  however." 

"On  what  do  you  base  your  expecta- 
tion that  the  output  will  increase?" 

Possibilities  in  Foreign  riarkets. 

"On  the  possibilities  of  foreign  trade. 
Our  relations  with  other  countries  are 
constantly  improving.  With  the  capital 
at  our  command  we  may  be  able  to  cover 
the  markets  of  the  entire  world.  The 
saving  of  expense  in  that  direction  alone 
will  be  enormous.  When  we  go  into  a 
foreign  country  now,  who  is  the  competi- 
tor we  find  there?  Not  the  English, 
French  or  German,  but  our  next-door 
neighbor.  The  result  is  such  competi- 
tion in  the  matter  of  price  that  there  is 
no  margin  left.  We  can  produce  more 
cheaply  than  ajiy  other  nation  and  can 
probably  sell  foreign  buyers  all  the  bi- 
cycles they  need." 


The  Cycle  Age  and  Trade  Review 


633 


"In  what  other  direction  do  you  expect 
to  economize?" 

"In  selling  expenses,  advertising,- avoid- 
ajnce  of  price  cutting,  purchasing,  collec- 
tions and — well,  the  possibilities  are  be- 
yond expression  at  the  moment.  These 
are  matters  of  detail  which  it  is  impossi- 
ble to  discuss  until  the  thing  has  been 
completed  and  we  settle  down  to  a  con- 
sideration of  ways  and  means." 

Possible  Control  of  Parts  Factories. 

"Is  the  control  of  parts  factories  con- 
templated?" 

"Possibly;  we  are  in  this  thing  to  make 
it  as  complete  as  possible." 

"How  will  the  present  employes  be  af- 
fected?" 

"If  you  look  over  the  list  of  similar 
comibinations  you  will  find  a  well  satis- 
fied lot  of  men.  The  tendency  of  a  combi- 
nation like  this  is  to  enable  the  maker 
to  increase  wages  and  decrease  prices  by 
reason  of  the  decrease  in  expenses  in 
other  directions.  There  will  be  plenty  of 
room  for  every  man  with  brains  and  en- 
ergy." 

"But  what  of  the  concerns  from  whom 
you  purchase  supplies?  Will  not  their 
business  be  injured?" 

"J  think  not.  Suoh  orders  as  we  can 
give  them  will  enable  them  to  run  under 
lower  expense  because  they  will  run 
steadily  the  year  round." 

Protection  for  Legitimate  Agents. 

"If  you  succeed  will  not  the  number  of 
agents  be  largely  reduced?" 

"If  some  of  them,  who  might  be  doing 
better  in  some  other  line,  were  forced 
out  it  would  be  doing  them  a  kindness. 
For  the  curbstone  agent  we  have  no 
thought.  It  is  far  from  our  intentions  to 
hurt  legitimate  dealers,  however.  We 
can't  afford  to.  We  shall  cultivate  their 
friendship  and  strengthen  their  positions. 
We  shall  insist  on  maintenance  of  adver- 
tised prices  and  stop  cut-throat  competi- 
tion." 

"Will  the  combination  exert  a  tend- 
ency to  fix  patterns  and,  to  some  extent, 
eliminate  the  necessity  of  a  shut-down  in 
summer  and  a  rush  in  winter?" 

No  Shut-Down— Fewer  Patterns. 

"To  some  extemt,  yes.  In  the  northern 
countries  there  is  bound  to  be  a  quiet 
■time.  But  In  the  southern  and  some  for- 
eign markets  the  riding  season  is  at  its 
height  while  our  winter  is  on.  The  culti- 
vation of  those  markets  will  enable  us 
to  run  our  factories  instead  of  piling  up 
losses  because  of  idle  machinery,  unpro- 
ductive rent,  insurance  and  many  other 
fixed  charges." 

What  nanufacturers  Thinlc  Of  It, 

Following  are  some  opinions  received 
by  the  Cycle  Age  concerning  the  proposed 
combination: 

Heartily  Favors  a  Combination. 

I  am  heartily  in  favor  of  a  combination  on 
the  right  kind  of  a  basis.  In  my  judgment 
there  could  be  a  very  great  saving  in  ex- 
penses and  in  manufacturing.  "We  could 
sell  goods  at  what  they  cost  now  and  pay  10 
percent  dividends  on  the  capital  required  to 
form  the  combination.  I  think  it  would  not 
only  make  bicycles  cheaper  than  they  are 
today,  but  that  it  would  be  much  more 
profitable  to  all  the  bicycle  makers  to  form 


such  a  combination.  From  the  raw  material 
to  the  closing  of  the  sale,  at  every  step, 
there  could  be  a  large  saving  made  by  cen- 
tralization of  all  the  bicycle  plants.  Such  a 
combination  would  control  the  business,  as 
no  maker,  singlehanded,  could  attempt  to 
fight  so  large  a  combination.  I  believe  that 
everybody  would  make  more  money,  be  hap- 
pier, and  the  public  would  get  their  goods 
for  less  money  than  they  pay  for  them  to- 
day. 

I  am  opposed  to  trusts  which  are  started 
to  raise  prices,  but  I  am  not  opposed  to 
trusts  where  their  object  is  to  reduce  the 
cost  and  at  the  same  time  give  the  public 
goods  cheaper  than  ever  before. 

In  conclusion,  will  say  I  am  heartily  in 
favor  of  the  effort  now  being  made  to  form 
a  combination,  and  hope  it  will  be  success- 
ful. H.  A.  LOZIER. 

Cleveland,  O. 

Would  Benefit  Makers  and  Dealers. 

Our  opinion  of  the  proposed  combination 
of  bicycle  manufacturers  is  that  it  would  be 
a  very  desirable  thing  if  properly  handled. 
The  benefit,  in  our  opinion,  would  be  felt 
alike  by  the  manufacturer  and  the  dealer. 
If  one  big  combination  were  handling  the 
whole  bicycle  business,  the  general  expense 
could  te  made  much  smaller.  The  selling 
expense  in  the  bicycle  business  has  always 
been  much  too  large.  The  cost  of  manufac- 
turing could  also  be  reduced  by  the  right 
kind  of  a  combination.  We  would  be  decid- 
edly in  favor  of  such  a  combination. 

Fulton  Machinji  Works 

Chicago. 

Advantages  of  Organization. 

In  the  absence  of  any  definite  information 
as  to  the  methods  proposed  by  the  trust, 
and  as  the  question  covers  such  a  wide 
range,  it  is  difficult  to  make  a  candid  and 
unbiased  statement.  The  condition  of  the 
bicycle  trade  at  the  present  moment  is  a 
peculiar  one.  From  the  close  of  last  season 
up  to  within  a  short  period,  the  prospects 
for  an  unusually  successful  season  were 
never  more  promising.  All  Indications  point- 
ed to  an  early  as  well  as  large  demand  from 
the  jobbers,  and,  based  upon  this,  many  of 
the  manufacturers  ran  their  plants  to  their 
full  capacity,  making  wheels  ahead  in  an- 
ticipation of  this  demand.  Nearly  all  the 
manufacturers  of  standard  goods  have  or- 
ders booked  ahead  of  their  capacity,  but  we 
find  with  perhaps  some  few  exceptions  that 
orders  so  placed  are  held  for  specifications, 
tying  up  the  capital  invested,  and  in  view 
of  the  near  opening  up  of  the  small  trade 
(which  Is  most  profitable),  creating  fears  of 
a  congested  and  unsatisfactory  condition  to 
the  manufacturer  later  on.  Those  who  have 
ample  capital  can  stand  this,  but  others 
must  suffer  either  In  strained  financial  con- 
ditions in  extending  loans,  or  by  forcing 
goods  on  the  market  In  order  to  realize, 
thus  not  only  Injuring  themselves,  but  also 
weakening  others  through  the  forced  cuts 
in  values. 

Under  these  conditions,  and  this  latter  has 
been  a  weak  feature  of  the  business  for  the 
past  few  seasons,  any  combination  formed 
that  will  control  and  protect  the  general 
trade  would  be  of  undoubted  advantage,  and 
we  believe  none  appreciate  these  conditions 
more  than  the  makers  of  the  so-called  high 
grade  wheels.  The  trade,  both  makers  and 
sellers,  want  stability  in  prices  and  output; 
otherwise  we  have  a  constantly  disorganized 
condition. 

But  will  the  creation  of  a  pool  or  combina- 
tion Secure  the  golden  results?  The  making 
of  wheels  has  reached  a  point  where  small 
profits  and  good  workmanship  are  the  prin- 
cipal factors,  and  the  public  has  been  edu- 
cated up  to  the  knowledge  that  first-class 
wheels  can  be  made  and  sold  at  a  price  that 
will  reach  the  public's  ability  to  buy.  There 
are  a  large  number  of  the  makers  of  this 
class  of  goods  who  will  be  reluctant  to  sur- 
render a  good  profitable  business  ahead  of 
them  and  will  be  disposed  to  combat  any  in- 
terference with  their  rights.  A  combination 
that  does  not  include  all  will  fail  of  Its  ob- 


ject, and  a  combination  that  does  Include 
all  will  be  a  very  heavy  undertaking  and 
open  the  field  for  new  business.  If  amicable 
arrangements  can  be  entered  into  whereby 
prices  can  be  maintained  with  those  who  do 
not  wish  to  surrender  their  business  rights 
and  yet  who  will  live  up  to  an  agreement 
reached  of  this  kind,  then  the  pool,  trust, 
combination,  or  whatever  name  be  given  to 
It,  would  be  most  welcome  and  would  in- 
fuse new  life  into  the  trade;  but  any  combi- 
nation looking  to  the  extermination  of  the 
outside  manufacturer  would  soon  meet  a 
condition  of  things  worse  than  that  of  '97 
or  '98,  when  bankrupt  wheels  kept  the  trade 
poor  and  demoralized  not  only  the  makers 
and  dealers,  but  the  Individual  rider  also. 

In  the  general  acceptance  of  the  term 
trust,  it  is  a  proposition  not  favored  by  the 
people  as  a  class,  and  yet  a  combination 
that  will  permit  moderate  returns  of  capital 
invested,  give  stability  and  permanence  to 
the  trade,  means  much  to  the  community. 
It  means  regular  wages  and  steady  employ- 
ment to  the  thousands  who  are  in  work- 
shops, safety  and  security  to  the  investor, 
and  a  benefit  to  the  rider,  who  will  be  as- 
sured of  honest  work  and  faithful  guaran- 
tees with  his  purchase.  We  know  nothing 
of  the  proposed  trust,  nor  of  its  contem- 
plated way  of  dealing  with  the  situation 
now  confronting  the  trade,  but,  from  the 
high  standing  of  those  whose  names  are 
prominently  mentioned,  we  believe  some 
happy  medium  can  be  reached  whereby  none 
may  be  injured  and  all  who  believe  In  true 
business  methods  may  be  benefited.  Owing 
to  the  many  labor  saving  devices  controlled 
by  this  company  and  having  a  good  finan- 
cial backing,  we  feel  that  we  are  able  to 
compete  with  any  conditions  that  may 
arise;  yet  we.  In  common  with  all  others, 
feel  the  ill  effects  caused  by  the  weak  con- 
cerns and  unfortunate  conditions.  With  this 
in  view,  we  would  be  glad  to  see  some  plan 
perfected  that  would  be  to  the  mutual  in- 
terest of  all. 

National  American  Cycle  Co. 
Akron. 

Will  Benefit  All  Concerned. 

We  are  Inclined  to  favor  such  a  movement 

and  would  lend  it  our  support  if  it  can  be 

carried  out  on  a  sound  basis.    It  cannot  be 

doubted  that  it  will  affect  beneficially  all  the 

interests  concerned. 

Leaguk  Cycle  Works. 
Milwaukee. 

Everything  Depends  on  Hanagement. 

We    prefer    to   suspend   judgment    on    the 

question    of    the    proposed    $50,000,000   bicycle 

manufacturing    combination   until    we    have 

all   of   the    facts   accurately    before  us.     A 

combination  of  this  kind  properly  and  ably 

devised  and  executed  would  prove  of  great 

benefit  to  all  concerned;  otherwise  a  curse. 

Day  Mpg  Co.  , 
Lake  View,  N.  Y. 

Would  Join  Only  for  Protection. 

We  view  with  alarm  combinations  of  cap- 
ital In  all  branches  of  trade,  as  It  Is  a 
menace  to  the  people  of  the  United  States. 
We  would  only  join  a  combination  of  this 
kind  for  self-protection. 

Adirondack  Cycle  Co. 
Buffalo. 

Price  Cutting  is  Rampant. 

The   present   season,    as   well  as   previous 

years,    h,as   witnessed ,  quite   a    considerable 

cutting  in  prices  in  bicycles  to  the  dealers 

and  jobbers,   and   In  many  cases  below  the 

point    of    making  any    profit.    We    believe 

something    ought   to    be    done    to    stop    this 

wholesale  cutting  of  prices. 

Thomas  Mfg.  Co. 
Springfield,  O. 

Would  Meet  With  Success  if— 

While  the  writer  does  not  feel  disposed  to 
offer  an  opinion  as  being  that  of  the  Albany 
Mfg.  Co.,  personally  I  am  of  the  opinion 
that  a  combination  composed  of  the  manu- 
facturers of  bicycles   and   bicycle   sundries, 

(Continued  on  page  638.) 


634 


The  Cycle  Age  and  Trade  Review 


Crescent  Construction 


^^^ 


% 


The  building  of  a  strong,  light  and  beautiful 
bicycle  at  an  honestly  moderate  price,  is  best  ex- 
ennplified  in  the  history  of 

Crescents 

The  actual  record  of  Crescent  endurance  proves 
them  the  studied  product  of  skilled  hands.  The 
best  materials  in  the  best  hands  make  Crescents 
what  they  are  recognized  to  be — a  Mechanically 
Perfect  Wheel. 


CATALOGUE  No.  2  FREE 


....Chicago— WESTERN  WHEEL  WORKS— New  York 


^^# 


NEW    TESTIMONIALS     EACH    WEEK.  ^^| 

MILNA/AUKEE  TIRES 

PUNCTURE  PROOF^= 


Pneumatic 


Resilient 


le  Tube 


COPYRIGHT 

PRESENTING 
ncCUTCHEON,  PAYNE  &  CO.,  Wholesale  Bicycles  and  Supplies. 

El  Paso,  Texas,  Pebruary.iBth,  1899. 
Milwaukee  Patent  PuNcnjRE-PKOOP  Tire  Co.,  Milwauiiee,  Wis. 

Gentlemen:— We  received  a  card  from  you  on  which  was  printed  a  testi- 
monial from  a  cycle  dealer  in  San  Antonio,  which  we  think  is  very  good, 
but  as  ihls  is  a  very  much  harder  place  on  tires  than  that  part  of  the  state, 
we  beg  to  say  a  good  word  in  behalf  of  the  MILWAUKEE  TIRES.  They  are 
the  BEST  that  money  can  buy.  We  have  had  the  smallest  tire  you  turn  out 
on  a  Road  Tandem,  and  it  has  never  been  punctured  and  has  been  in  ser- 
vice for  one  year.  We  have  the  best  and  most  reliable  wheelmen  iti  El  Paso 
ridin?  the  tire  and  never  any  sign  of  a  puncture.  People  that  we  used  to 
get  from  one  to  two  dollars  a  month  from,  that  are  now  riding  Milwaukee 
Tire>,  never  call  for  any  repairs  at  all,  and  it  is  common  for  the  tires  to  go 
from  oue  to  six  months  without  pumping  No  one  using  MILWAUKEE 
TIRES  in  El  Paso  will  hesitate  to  recommend  them  upon  request.     Yours, 

McCUTCHEON,  PAYNE  &  CO. 


Easy  Riding 


698     BY  MILWAUKEE  PATENT  PUNCTURE  PROOF   TIRE  CO. 

TESTIMONIALS. 

WAGNER  &  CHABOT,  Wholesale  Bicycles  and  Supplies. 

San  Antonio,  Texas,  February  6th,  1899. 
Milwaukee  Patent  Punctube-Peoof  Tire  Co.,  Milwaukee,  Wis. 

Gentlemen: — We  are  pleased  to  state  that  the  pair  of  tires  you  sent  us  about 
six  mo  ths  ago  have  been  giving  excllent  satisfaction.  We  btlieve  the 
hardest  test  on  a  tire  is  to  put  same  on  the  rear  wheel  of  a  tandem.  We  put 
one  of  the  tires  on  the  rear  wheel  of  our  tandem  and  the  other  on  the  rear 
wheelof  a  Collector's  wheel,  who  uses  his  wh.  el  very  hard.  Neither  of  these 
tires  has  yet  had  a  puncture  and  are  giving  excellent  satisfaction. 

We  believe  you  to  have  tht*  best  tires  of  their  kino  made  and  for  this  reason 
have  taken  the  ex<lusive  agency  for  this  section.    As  we  have  duplicated 
our  order  to  you  within  the  last  30  days  you  can  know  we  are  doing  well. 
Will  be  pleased  to  recommend  same  at  any  time.    Yours  truly, 
WAGNER  &  CHABOT. 


Representatives  Wanted.    Write  for  Prices  and  other  Information... 


Ikft 


MILWAUKEE  PATENT  PUNCIURE-PROOF  TIRE  CO.,  MILWAUKEE.  WIS,,  U.  S.  A 


J 


The  Cycle  Age  and  Trade  Review 


«35 


Entered  at  the  Chicago  Postoffice  as  Second-Class  Matter. 

Published  every  Thursday  at  324  Dearborn  Street,  Chicago. 
Eastern  Offices,  American  Tract  Building,  New  York  City. 

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All  remittances  should  be  made  to  The  Cycle  Age  Company. 


If  there  is  any  metthod  of  uniting  one  thin 
BRAZED  OR  steei  tube  with  another  that  combines 
MECHANICAL  strength  with  lightness  in  as  high  a  degree  as 
TniNT^  brazing,  neither  the  manufacturing  world  nor 

the  public  have  yet  arrived  at  the  point  of 
believing  in  it  with  that  deep  faith  which  prompts  final  and  de- 
cisive action.  There  may  be  a  lingering  hope  of  some  day  see- 
ing a  perfect  mechanical  joint,  but  in  all  the  English,  German 
or  American  mechanical  joints,  which  have  so  far  seem  the  light 
of  publicity — except  perhaps  the  "hydraulic"  joint  which  has 
other  disadvantages — there  has  been  a  plain  showing  of  special 
provisions  against  rupturing  the  very  tubing  or  lugs  which  were 
to  be  joined,  and  these  provisions  always  meant  an  addition  of 
metal  and  weight  which  did  not  strengthen,  the  bicycle  frame 
to  endure  the  work  for  which  it  was  built,  but  acted  solely  to 
resist  new  strains  which  were  permanently  put  into  the  frame 
and  made  part  of  its  constitution  by  the  joining  process. 

Small  binding  surface  with  its  attending  dangers  of  rupture, 
or  superfluous  weight  massed  at  the  joints  with  the  unavoidable 
accompaniments  of  disagreeable  vibrations  and  "dead"  running 
of  the  bicycle,  have  in  the  public's  judgment  appeared  to  be 
objections  fully  as  important  as  any  that  may  be  raised)  against 
brazing,  even  in  England  where  the  somewhat  general  use  of 
tubing  of  small  diameter  and  heavy  gauge  makes  the  mechan- 
ical joint  more  acceptable  than  it  would  be  here. 

Liquid  brazing  has  now  further  removed  the  only  valid  ob- 
jection which  from  the  rider's  standpoint  may  be  raised  against 
brass  as  a  joining  agent.  The  danger  of  burning  the  steel 
tubing  has  been  almost  completely  eliminated  by  the  dipping 
process;  and  there  seems  to  be  little  doubt  that  the  process  will 
be  developed  to  the  point  where  only  a  uniformly  thin  coating 
— if  any — ^will  be  left  on  the  joints  and  tubing  externally.  If 
this  coating  may  then  further  be  used  as  a  substratum  for  nick- 
eling or  other  forms  of  finish,  there  would  seem  to  be  little  use 
for  any  other  manner  of  making  joints,  even  from  the  manufac- 
turer's point  of  view. 

The  whole  question  of  frame  building,  however,  will  of 
course  ultimately  be  determined  by  the  relative  economy  of  the 
diifferent  working  methods  by  which  generally  satisfactory  re- 
sults may  be  obtained.  If  a  mechanical  joint  were  devised  which 
would  Inspire  the  public  with  confidence  and  would  merit  it, 
and  it  also  proved  preferable  for  turning  out  a  lai-ge  quantity 
of  bicycles  In  a  short  time  or  gave  a  better  chance  for  attract- 
ive finish  or  relieved  the  small  builder  of  the  necessity  of  having 
a  brazing  equipment,  it  would  undoubtedly  gain  popularity.  ThiS' 
time  may  be  far  off  yet,  but  the  following  communication  from 
Henry  Souther,  well  known  to  the  trade  as  an  expert  on  steel 
tubes  and  bicycle  tests.  Will  show  that  the  idea  of  supplanting 
all  brazing  in  bicycle  frames  with  mechanical  joints  is  not  con- 
sidered as  premarf;ure  by  all  to  whose  opinion  pracitical  connec- 
tion with  the  bicycle  industry  and  scientific  training  lend  weight. 
Mr.  Souther  writes  as  follows: 

To  the  Editor: — In  your  Issue  of  March  16  you  have  rather  an  In- 
teresting article  on  a  so  called  new  way  to  remove  brass  from  a 
brazed  joint.  A  year  or  two  ago  while  I  was  in  the  employ  of  the 
Pope  Company  a  thing  of  that  sort  was  hinted  to  me  and  finally 
thought   out  and  tried.  ) 

Ordinary  nitric  acid  attacks  brass  very  rapidly,  so  It  does  steel. 
Very  strong  nitric  acid  attacks  brass  even  more  rapidly  than  the 
weak.  If  possible,  and  strange  enough  does  not  attack  steel  at  all 
if  kept  cold.  If  action  once  sets  In,  however  (It  will  If  the  acid  Is 
heated),  the  reaction  Is  very  violent,  approaching  the  nature  of  an 
explosion,  or  at  any  rate  being  so  violent  as  to  cause  the  solution  to 
boll  over  from  a  containing  vessel. 

Here  then  was  a  process  that  seemed  perfect  and  likely  to  be  a 
bonanza.     It  was  tried;   the  thin  layers    of   brass    were    removed 


perfectly;  but  there  were  some  large  lumps  of  brass  at  several 
points  as  is  usually  the  case.  To  get  these  off  the  whole  Joint  was 
left  in  the  acid;  they  came  off  all  right,  but  while  the  acid  was  eat- 
ing them  off  it  ate  Itself  Into  the  nicely  brazed  joints  where  it  was 
not  wanted.  The  process  was  therefore  a  failure  under  the  exist- 
ing condition  of  things.  If  someone  will  only  braze  so  as  to  leave  a 
thin  uniform  layer  of  brass  where  It  is  not  wanted,  then  the  above 
scheme  will  do  the  work.  It  will  be  disagreeable  to  the  workman 
and  troublesome  as  all  pickling  methods  are;  but  the  manufactur- 
ers are  so  accustomed  now  to  such  troublesome  things  that  they  are 
regarded  as  being  unavoidable  and  the  only  practical  way.  The 
best  way  to  get  rid  of  the  brass  left  on  the  tubing  after  brazing  Is 
to  do  away  with  the  brazing.  With  it  will  disappear  pickling  and 
filing. 

Many  so  called  mechanical  joints  have  been  made  and  tested  here 
and  abroad  and  have  proved  mechanical  successes.  As  far  as  I 
know  they  have  not  proved  commercial  successes  and  It  Is  quite 
possible  that  the  trade  is  not  yet  ready  for  this  radical  change. 

I  cannot  think  that  the  manufacturer  or  the  consumer  will  con- 
tinue to  believe  much  longer  In  the  barbarous  method  of  brazing 
with  its  necessary  pickling  and  filing.  In  connection  with  brazing 
the  delicate  tubing  used  Is  submitted  to  the  worst  forms  of  mal- 
treatment possible.  First  a  high  heat  in  contact  with  melted  brass 
without  subsequent  treatment  to  restore  It  to  the  fine  condition  In 
which  it  was  when  it  reached  the  brazer.  Second  pickling,  which  Is 
most  Injurious  to  steel,  and  a  fact  acknowledged  by  all  those  familiar 
with  the  process.  Finally  the  file,  which  at  one  misplaced  stroke 
may  cut  half  way  through  the  thin  walls  of  the  tube,  and  then 
be  skillfully  covered    up    by    some  careful   filing. 

Believing  as  I  do  in  the  intelligence  of  our  manufacturers,  I  can- 
not think  they  will  continue  this  method  with  the  easy  way  of 
avoiding  it  above  referred  to,  even  if  they  have  to  modify  their  com- 
mercial wishes  for  a  while. 


It  seems  not  impossible  that  capitalists  whose 

CAPITAL  FOR     participation  in   the   motor  vehicle   industry 

MOTOR  ^^^  been  solicited  in  favor  of  steam,  gas  or 

VPHTPT  FS  electric  vehicle  construction  may  have  been 
deterred  by  observing  the  aggregation  of 
moneyed  forces  which  are  engaged  to  boom  compressed  air  mo- 
tors— an  alleged  competitor  among  forms  of  driving  power.  Cap- 
italists are  not  anxious  to  enter  into  competition  with  a  capital 
that  overshadows  their  own. 

It  is  also  said  that  mercantile  houses  which  had  figured  on 
replacing  their  horse  stables,  teamsters  and  freight  wagons  with 
automobile  vans  have  halted  in  their  deliberations  and  negotia- 
tions under  the  impression  that  the  auto-truck  syndicates  in 
process  of  formation  might  soon  be  in  position  to  contract  for 
hauling  merchandise  at  a  figure  which  no  individual  firm  could 
afford  to  overlook.  All  anxiety  on  this  score  seems,  however, 
absolutely  unwarranted,  when  it  is  realized  that  air  motor  syn- 
dicates have  no  more  to  do  with  the  motor  vehicle  industry  than 
have  the  fluctuations  in  cable  car  or  trolley  line  street  rail- 
way stocks.  The  money  which  has  been — conditionally — sub- 
scribed for  the  syndicates  is  enlisted  in  the  noble  art  of  franchise 
grabbing.  The  political  deals  which  lie  back  of  them  are  organ- 
ized .with  a  view  to  insuring  the  votes  of  city  fathers  and  the 
freedom  of  city  streets.  The  locomotion  contemplated  is  rail 
locomotion,  preferably.  The  auto-trucks  and  air  motor  carriages 
stand  in  the  background  as  words  to  conjure  with,  but  represent 
in  reality  a  form  of  automobilism  which  would  not  draw  any  cap- 
ital on  their  commercial  and  mechanical  merits,  as  compared 
with  electric  or  other  self-propelled  vehicles.  Were  it  otherwise, 
the  stock  of  the  syndicates  would  not  have  fluctuated,  as  It  did, 
before  any  vehicles  had  been  completed.  The  fluctuations  would 
have  waited  on  public  and  indisputable  tests  of  fitness. 

There  is  undoubtedly  a  large  business  in  store  for  successful 
builders  of  self-propelled  freight  wagons.  In  the  large  cities 
stable  room  is  costly,  and  the  expenses  go  on  from  day  to  day 
independently,  or  almost  so,  of  the  variations  in  volume  of  work. 
Many  commercial  houses,  therefore,  prefer  to  contract  for  their 
freighting  with  companies  that  make  this  class  of  work  their 
exclusive  business.  But  the  inconveniences  of  this  system  are 
many  and  grievous.  The  automobile  freight  van  promises  re- 
lief. 

Its  advantages  are  strictly  those  which  recommend  it  for 
individual  ownership,  and  it  seems  extremely  doubtful  if  any 
syndicate  will  be  able  to  offer  sufficient  inducements  to  secure 
hauling  contracts  from  any  but  very  small  wholesale  houses, 
after  once  the  competition  among  motor  vehicle  constructors 
shall  have  produced  a  choice  of  suitable  vehicles  for  this  class  of 
work.  In  this  competition  the  compressed  air  syndicates  hold 
the  most  remote  chance  of  coming  out  ahead. 


636 


The  Cycle  Age  and  Trade  Review 


REPAIR  PRICE  SCHEDULES 


Adopted  by  Organized  Dealers   and  Repairmen  in  ilinne- 
apolis,  Buffalo  and  Des  floines 


evenings,  50  cents,  afternoons,  50  cents;  one 
day  and  evening,  $1;'  one  week,  |3;  one 
month,  18. 

Sundays— Single  machines:  First  hour,  35 
cents;  each  additional  hour,  20  cents;  one 
day,  $1.25;  afternoon,  75  cents;  evening,  50 
cents. 

Week  days— Tandems:  First  hour,  50  cents; 
each  additional  hour,  30  cents;  one  day,  $2; 
one  week,  $5;  afternoons,  |1;  evenings,  $ir 
one  month,  $12. 

Sundays— Tandems:  One  day,  $2.50;  after- 
noon, $1.50;  evening,  $1. 


Minneapolis,  March  20. — At  a  recent 
meeting  of  the  bicycle  dealers  and  re- 
pairers of  this  city  a  strong  organization 
was  effected  under  the  name  of  the  Min- 
neapolis Cycle  Trade  Association.  Fully  80 
per  cent,  of  the  dealers  and  repairmen  of 
the  city  have  already  signed  the  constitu- 
tion and  by-laws  of  the  association,  and 
the  majority  of  the  others  have  signified 
their  intention  to  do  so. 

The  object  of  the  organization  is  to 
promote  the  common  interests  of  the 
members.  A  schedule  of  prices  has  been 
adopted,  which  is  fair  both  to  the  dealer 
and  rider,  and  every  member  of  the  asso- 
ciation is  required  to  deposit  a  specified 
sum  with  the  treasurer  as  security  for 
the  payment  of  fines  that  may  be  as- 
sessed by  the  committee  appointed  for 
this  purpose  for  any  breach  of  rules  of 
the  association. 

•   Only  Members  Secure  Dealer's  Pricts. 

Membership  cards  will  be  issued  which 
will  entitle  all  members  to  the  privileges 
of  the  association  and  secure  for  them 
dealers'  prices  from  local  jobbers  who 
are  co-operating  with  the  movement. 

One  object  of  the  organization  will  be 
to  induce  jobbers  to  sell  only  to  members 
of  the  association  who  are  in  good  re- 
pute, and  some  system  will  probably  be 
adopted  of  reporting  to  the  association 
those  wholesale  dealers  who  sell  to  non- 
members  at  dealers'  prices. 

Meetings  will  be  held  the  second  Tues- 
day in  each  month,  and  a  suitable  meet- 
ing place  will  be  decided  upon  that  may 
develop  into  a  general  rendezvous  for  the 
bicycle  trade. 

Dues  and  membership  fees  are  provided 
for,  which,  with  fines  assessed,  will  fur- 
nish a  liberal  fund  for  carrying  on  the 
work  of  the  association. 

Adopted  Schedule  of  Repair  Prices. 

The  following  list  of  repair  prices  has 
been  signed  by  sixty-six  dealers  and  re- 
pairers of  this  city,  and  the  association  is 
hopeful  of  having  them  generally  lived  up 
to.  Various  a,ssociations  in  other  parts  of 
the  country  have  secured  copies  and  in- 
tend to  duplicate  them.  It  is  quite  cer- 
tain that  the  cycle  dealers  of  St.  Paul 
will  adopt  the  schedule  complete: 

Frame  Repairs,  Enameling  Extra. 

Cutting  down  frame  and  Increasing 

drol ^5-2X"P 

Cutting  down  frame,  no  drop 4.0U 

Putting  in  new  tube ,nn^,  nn 

Brazing  broken  tube  z.mg)6.w 

Joint   ^•"" 

Rear  fork  ends,   each —  1.50@2.50 

Rear  stay  tip  1-50 

New  head  in  3.50  up 

•  New  seat  post  bracket  in 3.50 

Rear  bent  fork  stay  In 3.00 

New  upright  stay  in 3.00 

And  finishing  new  crank  bracket.  5.00 
Lining  up  frame  75@2.00 

Repairs  to  Forks. 

New  fork  stem   $2.50 

New  fork  sides,  each 1.50@2.50 

New  fork  crown  3.00 

Repair  fork  side  1.00 

Repair  fork  stem 1.00@1.50 

New  tips,  each   1.00@1.50 

Truing  fork  front    50 

Fork  front  and  head  stem 75 

Head  stem .50 

Enameling. 

Plain  enamel  $3.00 

Transfers  (extra)   .50 

Rims  (extra) 1.00 

Lacing  and  Fitting  Dress  Guards. 

Lacing  ladles'  machine  all  over $  .75 

■Mud  guard • .50 

Chain  guard 35 

(These  prices  include  mohair  cord.) 


Fitting  wire  chain  guard 25 

Rear  wheel  guard  and  chain  guard    .75 

Repairs  to  Chains. 

New  link $  .25 

New  link,  each,  additional 15 

Cleaning  chain  25 

riending  Handle  Bars. 

(Materials  extra.) 

New  stem  $  .75 

Turning  over  bar  (nickeling  extra).     .75 

Making  new  bar,  finished 3.50 

Cementing  one  grip  on 10 

Two  grips  on 15 

Sprocket  Repairs. 

New   front   sprocket,    22   teeth   and 

less  $2.50  up 

New  rear   sprocket 1.50@2.00 

For  each  additional  tooth  in  each, 
extra  10 

Brazing  sprocket  to  shaft 1.00 

Repairs  to  Wheels. 

New  front  hub,  at  list;  labor  extra. $2. 00 

Read  hub,  at  list;  labor  extra 2.50 

Set  best  grade  spokes,  front 2.00 

Set  best  grade  spokes,  rear 2.50 

Rim  and  best  grade  spokes 3.00 

Rim  put  in,  plain 2.00 

Rim  put  in,  laminated 2.50 

Rim  put  in,  enameled,  extra 50 

Rim  put  In,  G.  &  J.  and  Dunlop..  2.50 

Truing  wheel 25@1.0O 

Cleaning  flachine  and  Bearings. 

Cleaning  wheel  bearing $  .25 

Hanger   50  up 

All  bearings 1.00 

Outside  and  oiling 25 

Putting  in  Spokes. 

One  spoke  $  .25 

Each  additional  spoke 10 

(Extra  charges  for  special  spokes.) 

Cranks  Finished. 

Plain  crank  $  .75  up 

Spider  crank  1.25 

Two-piece  crank 1.50@2.50 

Special    two  -  piece    crank,    at    list, 

time  charge 60 

Crank  key  put  in .25 

Straightening  crank 25 

Straightening  pedal  pin 25 

Plugging  or  welding  crank  end 75 

Splicing  crank 75@1.00 

Replacing  Axles  With  New. 

Hanger  axles  $1.50@2.00 

Wheel  axles,  each 50 

Lathe  Work. 

Old  cones,  dressed  down $  .50 

New  cones  75@1.00 

Ball  cups .75@1.50 

Bolts   .25®  .50 

Nuts 10@  .25 

Pedal  pins 75@1.00 

Crating  Bicycles. 

Uncrating  and  adjusting  new  ma- 
chine   $  .50 

Crating  machine 1.00 

Tire  Repairs 

Vulcanizing  one  place,  tire  on  bicy- 
cle   $  .75@1.00 

One  place,  tire  off  bicycle 50@  .75 

Old  stem  hole  and  inserting  new 

stem  .75 

Each    additional    place    on    same 
tire   35 

Plugging,  any  tire 25 

Each  additional  hole '. .     .15 

Patching  inner  tube,  tire  on  rim 35  up 

Inner  tube,  tire  off 35 

Inner  tube,  and  recementing  tire..     .50 
Clincher  tire  on  rim 25 

New  valve  and  stem  on  inner  tube 

tire  50 

Cap  05 

Inserting  metal  stem   50 

Common  valve  25 

New  inner  tube  put  in,  add  to  list!!     .25 

New  end  on  inner  tube 50 

Cementing  on  tire  .'.    '25 

Storing  Bicycles. 

Per  month,  not  cleaned $  .50 

Per  month,  cleaned  75 

Rental  Rates. 

Week  days— Single  machines:    First  hour, 
30    cents;    each    additional    hour,    20    cents; 


BRIGHT  PROSPECTS  IN  IOWA 


Improved  Industrial  Conditions  and  Reduced  Lists 
Will  Increase  Sales— Agents  Hustling. 


Des  Moines,  March  20.— -Present  trade 
conditions  indicate  that  more  standard 
bicycles  will  be  sold  here  this  season 
than  cheaper  grade  machines.  Agents 
are  disposed  to  carry  a  better  grade  of 
machines  than  they  have  for  the  past 
two  years.  This  is  brought  about  appar- 
ently by  the  trouble  and  expense  they 
have  been  put  to  in  keeping  the  cheap 
Avheels  formerly  handled  by  them  in  con- 
dition. In  certain  localities  where  noth- 
ing but  cheap  machines  have  been  sojd 
heretofore,  however,  an  honest  high  grade 
bicycle  is  hard  to  find. 

Laboring  Men  Become  Purchasers. 

Indications  also  point  to  many  more 
sales  of  bicycles  this  year  than  hereto- 
fore. About  1,500  new  bicycles  were  sold 
in  Des  Moines  last  year  and  the  trade  will 
probably  increase  fully  twenty-five  per 
cent.  Laboring  men  are  all  employed  and 
at  higher  prices  than  have  been  paid  for 
some  years.  Since  the  prices  have  been 
reduced  they  are  buying  bicycles.  Busi- 
ness generally  is  in  good  condition  and 
bicycle  agents  are  using  every  means  to 
increase  sales.  Some  of  them  are  send- 
ing their  salesmen  out  to  canvass  from 
store  to  store  for  possible  purchasers. 

Bicycles  retaining  at  from  $35  to  $50 
will  sell  best  here.  No  curbstone  agents 
have  arrived  on  the  scene  so  far  this  sea- 
son. Thirty-inch  wheel  bicycles  are  not 
being  sold  nor  does  the  prospect  look  en- 
couraging for  this  model.  More  chainless 
bicycles  will  be  sold  than  last  year,  how- 
ever, on  account  of  the  reduction  in  price. 

Experienced  Dealers  Have  Reduced  Lines. 

Fourteen  agents  are  now  carrying  bi- 
cycles in  stock,  each  handling  from  two 
to  thirty-four  different  makes.  But  agents 
with  years  of  experience  in  the  bicycle 
business  are  carrying  but  two  or  three 
standard  makes,  believing  it  easier  to 
talk  more  intelligently  on  these  than  on 
two  or  three  dozen.  Many  customers  be- 
come confused  when  taken  through  a 
store  and  shown  many  lines  at  different 
prices  and  varied  construction. 

Most  of  the  dealers  have  all  their  '99 
samples  on  the  floor  and  a  fair  number  of 
sales  have  been  made.  As  soon  as  bright, 
warm  days  come  large  numbers  of  sales 
are  anticipated. 

Renters  Will  Become  Buyers. 

Since  the  prices  of  bicycles  have  been 
reduced  the  returns  from  renting  of  Sin- 
gles and  tandems  will  be  materially  less 
because  riders  who  used  to  rent  them 
will  buy  their  own  machines. 

A  great  many  second-hand  bicycles 
were  taken  in  exchange  or  as  part  pay-  , 
ment  for  new  ones  last  year,  and  the 
prices  that  were  allowed  were  generally 
too  high,  necessitating  agents  to  sell 
them  at  no  fixed  price,  which  resulted  in 
losses  to  many.  This  year  the  dealers 
have  united  and  pledged  themselves  not 
to  allow  more  than  $15  for  any  second- 
hand bicycle  taken  in  trade. 

Schedule  of  Repair  Prices  Adopted. 

The  following  schedule  of  repair  prices 
was  adopted  by  the  local  dealers  and  re- 
pairmen, and  there  has  been  very  little 


The  Cycle  Age  and  Trade  Review 


637 


deviation  from  them  since  the  schedule 
went  into  force: 

Axles,  front  or  rear,  die  made f  .50 

Front  or  rear,  lathe  made 25 

Crank,   plain  1.50@2.00 

Cleaning  all  over  1.00 

Crank  hanger  bearings   25@  .50 

Front  wheel  bearings  25 

Rear  wheel  bearings  25 

Head  bearings 25 

Pedal  bearings 40 

Chain  and  oiling  25 

Cranks,  each 1.25@1.75 

Cementing  on  tires,  each  25 

Cone,  crank  hanger,  stationary,  not 

threaded  75 

Crank  hanger,  threaded 1.00 

Crank  hanger,  stationary,  thread- 

.      ed  1.00 

Crank  hanger,  adjusting   1.00 

Front  or  real  wheel 75 

Chain  link  or  part  of  link  put  In 25 

Cotter  pins,  each,  put  in 25 

Enameling  frame  4.00 

Rims  or  refinishing  same  1.00 

Fork  tips,  each  1.00 

Per  pair 1.50 

Straightening  fork 75@1.00 

Lining  rear  fork 75@1.00 

Fork  sides,  each  1.50 

Per  pair  2.50 

Grips,  per  pair  25 

Each   15 

Pair,  put  on 35 

Each,  put  on 20 

Repairing  broken  handle  bar,  with- 
out plating 1.00 

Repairing   broken   handle   bar   and 

plating 1.50 

Lacing  chain  guard 25 

Rear  mud  guard 25 

Punctures,  per  hole  25 

Rims,  plain 50 

Laminated  1.00 

Plain,  put  on 2.25 

Laminated,  put  on 2.75 

Spokes,  each  s 05 

Per  dozen  50 

Single,  put  in 25 

Two  put  in  40 

Three  put  in  50 

All  new,  single  wheel 2.00 

All  new,  two  wheels 4.00 

Sunbeam,  single  wheel 2.50 

Sunbeam,  two  wheels 5.00 

Steering  head  repaired  when  broken  1.00 

Striping  frame 1.00 

Vulcanizing,  single  hole 75 

Valve  stem  1.00 

Valve  stems,  metal,  put  in 75 

M.  &  W.,  put  in 35 

Valve,  M.  &  W.,  put  In 25 


REPAIR  PRICES  IN  BUFFALO 

Dealers'  and  Repairers'  Association    Adopts  Last 
Year's  Schedule  with  Few  Changes. 

Plugging  single  tube  tires $  .25 

Vulcanizing,  plugs  50 

Patches  or  rim  cuts 50  to  $1 

Valve  stems 50 

Valve  stems  and  new  valve 75 

Metal  base  valves  put  in 50 

Patching  double  tube  tires 50 

Putting   in   new   inner   tubes,    tube 

not  included 50 

Valve  caps  and  washers 10 

Valve  springs  and  plungers 15 

Cementing  on  tires  25 

Inserting  tire  fluid,  each .50 

New  valves  put  In 25 

Axles,  front  and  rear,  each 75 

Crank  axle  2.00 

Brazing,  frame  and  fork  (when  set 

up  complete)  1.50 

One  new  tube  In 3.00 

Two  new  tubes  In '. 4.00 

Enameling  above 1.50 

Brazing  fork  stem  .-. 1.50 

New   fork  crown,    enameling   and 

nickeling    3.00 

One  new  fork  side 2.00 

Two  new  fork  sides 2.50 

One  fork  tip  1.00 

Two  fork  tips 1.50 

One  joint  in  frame  and  enameling  3.50 

Chain  bolt 10 

Seat  post  bolt 15  up 

Handlebar  bolt 15  up 

Building  frame,  material  furnished.  6.00 

Chain  link 25 

Chain  link,  extra 10 

Cones,  each  75  up 

Cases,  each 75  up 

Cranks,  plain  75 

Cranks  straightened 25 

Cotter  pin  put  In 25 

Cementing  grips,  pair .10@15 

Cleaning  wheels  1.25 

Enameling  frame  and  fork,  plain...  2.25 

Frame  and  fork,  striped 2.50- 

Frame  and  fork,   white  and  deli- 
cate colors,  plain 3.25 

Frame  and  fork,   white  and  deli- 
cate colors,  striped 3.50 

Frame  and  work,  white  and  deli- 
cate colors,  transfer 3.75 

Enameling  fork  40 

Rims 75 

Spokes  50 


Guards 25 

Frames  remodeled  6.00 

New  fork  nickeled  and  enameled —  3.50 

Guards,  dress,  with  fittings 75 

Chain,  with  fittings  1.00 

Dress,  laced  50 

Chain,  laced 35 

-Chain,  laced  all  over 75 

Hubs   put  in,   price  of  hub  not  in- 
cluded, each 1.75 

Lining  frame  1.00 

Front  fork  50 

Nickeling,  fork  crown  and  tips 50 

Fork  crown  35 

Fork  crown,  fork  complete 1.00 

Sprocket  50 

Handlebar 50 

Single  crank  25 

One-piece  crank 50 

Spokes   02 

Seat  post  25 

Hubs,  per  pair 75 

Pedals,  per  pair 50 

Cases  and  cones 10 

All  nickel  parts  of  machine 5.00 

And  enameling  whole  machine 7.00 

And    enameling    whole    machine, 

less  wheels  5.00 

Rims  put  in  2.00 

Sprockets,  rear  75  up 

"With  spider 2.50 

Put  on,  price  of  sprocket  not  In- 
cluded   50 

Spokes 10 

Truing  wheels  25  up 

Time,  per  hour  50 


WINONA  GETS  IN  LINE 


Forms  an  Association  Including  Every  Dealer  But 
One -Repair  Price  Schedule  Adopted. 


The  bicycle  repairers  of  Winona, 
Minn.,  have  met  and  organized  the  "Wi- 
nona Bicycle  Dealers'  Association,  the 
object  being  to  maintain  a  just  schedule 
of  prices  on  repairs.  The  following  offi- 
cers were  elected:  President,  "W.  A.  Sorg; 
vice-president,  E.  J.  Davis;  secretary, 
Frank  "Vila;  treasurer,  T.  J.  Heller.  Every 
bicycle  dealer  in  town  with  one  excep- 
tion has  joined  in  the  movement,  even  in- 
cluding the  department  store.  In  addi- 
tion to  regulating  repair  prices  the  asso- 
ciation has  arranged  a  system  of  check- 
ing up  the  delinquent  purchasers,  so  that 
every  dealer  can  have  a  complete  list  of 
bad  customers  in  his  vest  pocket. 

The  use  of  a  pump  will  be  freely  grant- 
ed to  riders,  but  a  charge  will  be  made 
for  pumping  up  tires. 

The  list  of  repair  prices  is  as  follows: 

Axles,  front  or  rear  $  .50 

Bolts  in  handle  bar  clamps 25 

In  seat  post  cluster  25 

Balls,  sizes  up  to  %,  each 02% 

%  and  up,  each  05 

Putting  In  Extra 

Chain  adjusters,  stampings,  each...     .25 

Forgings,   each  25 

Chain,    one    link   put   in,    block   or 
sides  20 

Taking  out  one  link  10 

Cotter  pin,  one,  sold  at  retail 10 

Put  in  and  fitted  15  up 

Cup,  for  common  hub  50 

Made  to  order  1.00 

Cone,  common  hub,  made  to  order.     .75 

For  crank  hanger,  made  to  order, 
each  1.00 

All  adjusting  cones  made  to  order  1.00 
Cups  for  head,  made  to  order 1.00 

For  head  sold  at  retail 50 

"Welding  cranks,  each   1.00 

Cranks,  new,  each  1.00 

Crank  shaft,  old  style,  2  key  way..  2.00 

Adjusting  nut  on  35 

Cleaning  bicycle,  inside  and  out   ...  1.00 

Outside  and  oiling 25 

Oiling  only 10 

Cleaning  spokes  when  rusty 25 

Dress  guard,  lacing  same 50 

Chain  guard,  lacing  same 25 

Dress  and  chain  guard,  lacing  both    .75 

Chain  guard  put  on 75 

Dress  guard  put  on 75 

Fork   stems  spliced  75 

New  fork  steps  1.50 

Fork  crowns,  arched 1.50 

Plate  crowns  2.00 

Fork  sides,  each 75 

Fork  tips,  each 75 

Forks,  complete  3.50 

Enameling  forks,  extra 50 

Head  lock  nut  and  washer 50 

Upper   tube   2.50 

Lower  tube   2.75 

Seat  post  tube 3.50 

New  head  lug 2.25 

Rear  stays  spliced  2.00 

New  rear  stays   2.50 

Seat  post  cluster 3.00 

Hanger  bracket  4.50 

Rear  fork  ends,  each  1.00 

Braces  in  the  rear  forks 75 

Splicing  seat  post  or  handle  bars..    .50 


Common  grips  25 

Leather,  turned  or  covered 50 

Puncture,   double  tube  tire,   wheels 

in  frame  50 

Double    tube    tire,    wheel    out    of 

frame 35 

"When  inner  tube  is  out  of  casing    .25 
Patching  inner  lube  when  hole  Is 

3'located  10 

Clinchers  on  wood  rims 25 

All  other  clinchers,  by  the  hour 

Punctures,   single  tube  tires 25  up 

Puncture  cure,   one  tire   50 

Two  tires  '. 75 

Front  sprockets  2.00  up 

Rear  sprockets  1.25  up 

One    new    rim    put    on,     with    old 

spokes  and  hub  2.00 

Enameled  rims,  extra 35 

Clincher  rim  put  on  with  old  spokes 

and  hub  2.50 

Rim  and  spokes  2.75 

Per  pair  5.25 

One   spoke,   front   wheel 25 

Two  spokes,  front  wheel 35 

Three  spokes,  front  wheel 45 

Each  additional  spoke   05 

One  spoke,  rear  wheel   25 

Two  spokes,   rear  wheel 40 

Three  spokes,  rear  wheel   50 

Each  additional  spoke,  rear  wheel.     .05 
Full    set    of    spokes    for    a   pair    of 

wheels   2.00 

Spokes  sell  retail  for  the  first  five, 

each  05 

Each  additional  after  first  five 02 

Sunbeam    spokes,    double    price    at 

present   

Truing  up  wheels,  per  hour 40 

Tires  cemented  on  rims,  each 15 

Two  for  25 

Inner  tubes,   plain,   put  on 1.50 

Quick  repair,  put  on 1.75 

"When  not  put  on,  inner  tubes  sell 
for  25c  less. 

Vulcanizing  75  up 

Valve  and  stem 50 

Metal  base 50 

Valve  only  25 

Valve  stem  only 25 

Using  old  valve  35 

Rent  of  Bicycles— First  hour 25 

Three  hours 50 

One-half  day 75 

From  7  a.  m.  to  6  p.  m 1.00 

Evening   50 

Tandems,  double  rate. 


REFUSE  TO  COMBINE. 

Dealers  of  Lynn  Decline  to  Join  rtovement  in  Sur= 
rounding  Towns  to  Uphold  Repair  Prices. 


The  bicycle  dealers  of  Lynn,  Mass., 
have  been  approached  by  representatives 
of  a  combine  formed  by  the  dealers  of 
Salem,  Beverly,  Danvers,  Peabody,  and 
other  surrounding  towns,  but  the  Lynn 
men  have  refused  to  join.  The  object 
is  to  insure  a  uniform  rate  of  prices  for 
repairing  bicycles  and  furnishing  stock. 

The  repair  business  is  very  important 
to  Lynn  dealers,  as  many  riders  pass 
though  the  city.  Two  previous  attempts 
to  form  a  combine  of  the  Lynn  dealers 
proved  ineffectual.  The  prices  adopted 
by  the  dealers  of  the  neighboring  cities 
and  towns  are  as  follows,  on  the  repairs 
most  generally  called  for: 

Repairing  puncture,  50  cents;  plugging 
or  guicksealing  punctures,  25  cents;  ne-^ 
inner  tubes,  butt  ended,  $1.50;  endless  in- 
ner tubes,  $2;  new  spokes,  25  cents  apiece, 
for  two;  over  two,  15  cents  apiece;  new 
chain  links,  25  cents;  enameling,  from 
$.3  to  $5,  according  to  the  fancy  work; 
cleaning,  $1.50. 

Lynn  dealers  will  not  make  repairs  on 
manufacturers'  guarantee.  All  parts  of 
standard  bicycles  will  be  furnished  at  cat- 
alogue prices,  with  the  labor  added,  but 
new  machines  will  be  sent  to  the  manu- 
facturers for  repairs. 


Warwick  Creditors  to  Receive  Dividend. 

The  Warwick  Cycle  Manufacturing 
Company  of  Springfield  has  been  ordered 
by  court  to  pay  a  5  percent  dividend  to 
its  creditors  in  addition  to  the  10  percent 
dividend  previously  ordered.  All  pre- 
ferred creditors  not  paid  were  ordered 
paid  in  full. 


The  Colorado  legislature  has  a  bill  be- 
fore it  which  provides  that  the  second 
Saturday  in  June  shall  be  a  public  holi- 
day, to  be  known  as  ""Wheelman's  Day." 


638 


The  Cycle  Age  and  Trade  Review 


BICYCLE  MAKERS  TO  COMBINE 


(Continued  from  pag^e  633) 


with  proper  officers  and  judicious  manage- 
ment, could  not  fail  to  meet  with  success. 
But  it  should  be  the  purpose  of  a  corpora- 
tion of  this  magnitude  not  to  endeavor  to 
obtain  extortionate  prices  to  realize  ficti- 
tious profits,  as  in  all  cases  of  this  charac- 
ter it  is  usually  only  a  question  of  time  that 
they  become  failures.  I  am  of  the  opinion 
that  combines  should  rather  be  a  means  of 
lowering  prices  to  a  fair  and  legitimate 
profit  than  otherwise,  and  when  carried  out 
on  that  line  it  cannot  help  but  succeed,  and 
at  the  same  time  prevents  irresponsible 
concerns  without  capital  or  credit  from  en- 
tering into  the  business  with  only  one  view, 
and  that  to  ruin  prices,  obtain  all  of  the 
goods  they  can  on  credit  and  wind  up  with 
an  assignment  before  the  close  of  the  sea- 
son. I  believe  a  combine  such  as  is  con- 
templated will  do  away  largely  with  just 
such  concerns  and  keep  them  out  of  trade, 
for  they  certainly  are  of  no  benefit  either 
to  the  public  or  other  manufacturers. 

There  can  also  be  a  great  saving  in  the 
running  and  management  of  a  plant  or 
plants  of  this  character  in  many  ways  too 
numerous  to  mention.  I  had,  before  enter- 
ing into  the  tube  buiness,  about  twenty 
years'  experience  in  the  jobbing  trade,  and 
I  am  well  satisfied  that  our  profits  could 
have  been  largely  increased  and  goods  sold 
at  a  closer  margin  had  there  been  a  com- 
bination in  our  line  such  as  the  one  contem- 
plated. Albany  Mfg  Co. 

Albany,  Ind. 

A  Combination  That  Would  Win. 

We  have  not  heard  much  of  the  proposed 
combination  of  bicycle  manufacturers. 
There  are  combinations  which  succeed  and 
those  which  do  not.  We  believe  a  combina- 
tion in  the  Interests  of  the  bicycle  manufac- 
turers which  would  maintain  a  regular 
price,  regulate  the  number  of  bicycles  to  be 
manufactured,  cut  off  a  large  number  of 
traveling  men,  reduce  the  expense  of  sell- 
ing, and  thereby  reduce  instead  of  increase 
the  cost  to  the  consumer,  would  be  a  good 
thing  for  all  interested  parties,  and  would 
be  a  combination  which  would  win.  We  do 
not  believe  in  a  combination  which  throws 
a  lot  of  watered  stock  on  the  market  for 
the  benefit  of  a  promoter  which  must  be 
paid  for  by  an  increased  cost  to  the  con- 
sumer, if  paid  for  at  all.  We  do  not  see 
that  such  a  combination  would  affect  tire 
makers  one  way  or  the  other. 

India  Rubber  Co. 

Akron,  0. 

Would  Help  the  Rim  Business. 

Relative  to  a  combination  of  bicycle  man- 
ufacturing interests,  wish  to  say  our  opinion 
is  that  it  would  be  a  good  thing.  Have  not 
the  time  to  give  our  reason  and  arguments, 
but  we  have  a  lot  of  them.  We  think  it 
would  help  the  rim  business,  and  it  is  much 
in  need  of  help. 

Eaton,  Ind.  Eaton  Mfg.  Co. 

Combination  Will  Benefit  Everybody. 

We  are  heartily  in  favor  of  such  a  move. 
We  believe  it  will  check  the  growing  ten- 
dency to  run  down  the  bicycle  business  and 
establish  it  on  a  firmer  basis.  We  are  cer- 
tain it  will  be  a  benefit  in  the  end  to  every 
manufacturer,  jobber  and  retail  dealer.  It 
will  prevent  cutting  of  prices  and  equalize 
prices. 

Black  Diamond  Cycle  Co. 

Kutztown,  Pa. 

All    the  Year  Round  Manufacture. 

It  would  undoubtedly  produce  a  stability 
in  the  manufacture  of  bicycles  which  would 
enable  bicycle  makers,  as  well  as  those 
who  manufacture  accessories,  to  run  their 
establishments  through  the  entire  year,  and 
In  that  way  be  an  advantage  not  only  to  the 
manufacturers,  but  also  to  the  laborers  em- 


ployed in  the  various  establishments.  So 
far  as  its  effect  upon  the  line  that  we  manu- 
facture is  concerned,  we  think  it  would  be 
an  advantage,  because  we  would  not  be 
obliged  to  run  our  establishment  over  time 
during  six  or  eight  months  of  the  year,  but 
could  make  the  goods  with  more  delibera- 
tion by  working  the  entire  year. 

Western  Automatic  Machine  Screw  Co. 
Elyria,  O. 

riuch  rioney  Required  to  Control. 

We  have  so  few  details  in  regard  to  the 
proposed  combination  of  bicycle  manufac- 
turing interests  that  we  are  not  in  a  posi- 
tion to  speak  intelligently  upon  the  subject. 
The  newspaper  accounts  differ  so  material- 
ly that  we  are  unable  to  understand  just 
what  the  combination's  objects  are. 

A  combination  of  manufacturers  to  con- 
trol the  bicycle  manufacturing  business 
would  find  It  very  difficult  to  accomplish 
the  desired  end.  It  would  seem  to  us  that  It 
would  be  necessary  to  control  not  only  the 
output  of  tubing  In  this  country,  but  also 
the  European  products.  Unless  this  were 
accomplished  it  would  be  necessary  to  buy 
out  all  of  the  fittings  people,  as  there  are 
so  many  houses  who  inside  of  a  week  could 
commence  building  bicycles.  There  are 
many  factories  making  complete  fittings  for 
bicycles,  and,  with  a  stock  of  tubing,  noth- 
ing would  prevent  their  manufacturing 
wheels  in  quantities. 

Heavily  capitalized  trusts  or  combinations 
in  any  line  of  business  are  usually  of  great 
benefit  to  the  controlling  interests;  that  Is, 
the  larger  concerns  swallow  up,  as  it  were, 
the  smaller  ones,  giving  stock  in  the  syndi- 
cate for  appraised  value  and  business  of  the 
smaller  concerns  and  controlling  this  stock 
as  they  may  see  fit  In  the  future.  Small 
concerns,  as  a  rule,  are  much  better  off  to 
stay  out  of  large  comblnnatlons,  unless  they 
can  sell  out  for  cash.  Stock  Issued  by  a 
syndicate  may  or  may  not  be  valuable,  and 
is  often  manipulated  to  the  extent  that  the 
smaller  holders  are  compelled  to  dispose  of 
their  stock. 

We  cannot  state  what  the  effect  of  the 
proposed  combination  will  be  upon  any  part 
of  the  bicycle  industry  until  we  have  fuller 
details  than  we  now  possess.  The  bicycle 
industry  is  spread  over  so  large  a  field  that 
it  would  in  our  opinion  require  a  great  deal 
of  cash  capital  to  control  It. 

Chicago.  Gfokgt?  O.  Brandenburg. 

Difficulty  of  Adjustin(r  Values. 

We  have  an  idea  that,  owing  to  the  prob- 
able difficulty  of  satisfactorily  adjusting 
values,  the  combination  will  hardly  mate- 
rialize. However,  as  to  its  effect  on  build- 
ers and  the  cycle  trade  in  general,  in  our 
opinion  It  would  affect  neither  to  any  great 
extent  as  long  as  the  demand  for  wheels 
and  the  excellent  financial  condition  of  the 
country  continue  as  at  present. 

W.  E  Kflly  Mfg.  Co. 

Cleveland,  O. 

Hostile  to  Parts  Makers. 

We  hardly  think  that  the  combination 
could  be  accomplished,  especially  when  the 
parts  men  are  offering  to  all  who  have 
money  to  pay  any  individual  part  or  com- 
plete parts  for  a  bicycle  at  such  prices  as 
now  prevail.  It  is  certainly  ridiculous  the 
way  things  are  going  in  the  bicycle  trade. 
We  know  of  mechanics  working  In  iron 
works  sending  for  parts  and  making  their 
own  wheels.  All  repairmen  are  now  manu- 
facturers of  bicycles.  Tou  cannot  crush 
these  out.  After  the  combination  they  will 
spring  up  like  mushrooms  all  over  the  coun- 
try, and  there  is  enough  of  them  now  in 
every  town  to  supply  local  trade. 

Tf  the  combination  of  bicycle  Interests, 
with  a  capital  of  $50,000,000,  could  crush  out 


the  parts  people,  both  finished  and  unfin- 
ished, it  would  be  a  good  thing,  but  we  do 
not  think  that  could  be  accomplished.  Still, 
there  is  no  knowing  what  can  be  done  until 
a  trial  is  made.  The  gratuitous  distribu- 
tion of  promiscuous  parts  through  the  guar- 
antee does  much  to  demoralize  the  bicycle 
trade.  Ninety-nine  bids  fair  to  be  worse 
than  '98  as  '98  was  worse  than  '97;  what  the 
end  will  be  is  hard  to  say. 

Cycloid  Cycle  Co. 
Grand  Rapids. 

Other  Combines  May  Arise. 

Any  objections  on  the  part  of  non-inter- 
ested parties  would  be  of  no  avail  whatso- 
ever, as  the  era  of  trusts  and  combines  Is 
upon  us  and  there  is  no  way  of  escaping 
its  baneful  influence,  its  consummation  be- 
ing inevitable.  Every  large  Interest  will 
eventually  be  controlled  by  a  trust  of  some 
character,  especially  for  the  purpose  of  re- 
ducing general  expenses,  an  item  which  in 
itself  will  Indirectly  Increase  prices,  al- 
though an  advance  will  not  actually  take 
place. 

This  combination,  if  accomplished,  will 
naturally  force  other  branches  of  the  In- 
dustry to  adopt  similar  tactics  in  order  to 
protect  their  Individual  Interests  against  the 
possible  dictatorial  manifestos  ol"  the  other 
combine.  It  is  but  a  question  of  the  saying, 
"The  big  fish  eat  the  small,"  being  changed 
to  "The  whale  eating  the  big  fish,"  when 
trusts  will  have  become  general  and  the 
policy  of  "everybody  for  himself  and  the 
devil  take  the  hindmost"  will  be  exemplified 
in  an  organized  plan. 

Indianapolis  Drop  Forging  Co 
Indianapolis. 

Would  Not  Care  to  Enter  Combine. 

We  do  not  think  that  we  would  care  to 
enter  a  combine  and  be  tied  down  to  doing 
business  on  the  basis  that  the  combination 
seems  to  lay  down.  For  instance,  they  seem 
to  be  inclined  to  agree  to  not  sell  their 
wheels  below  a  certain  price.  Our  objec- 
tion to  such  a  proposition  as  that  would  be 
this:  While  we  know  our  goods  are  just  as 
good  and  better  than  a  great  many,  at  the 
same  time  the  fact  of  these  people  who 
compose  the  combination  having  lots  and 
lots  of  capital  at  their  disposal,  they  would 
have  the  advantage  over  the  manufacturer 
who  did  not  have  unlimited  capital  to  back 
him  up  In  pushing  his  goods  to  the  extent 
these  other  people  are  able  to  do.  We  would 
not  have  capital  enough  to  advertise  so  ex- 
tensively, nor  to  hire  traveling  men  to  cover 
every  piece  of  territory  that  these  people 
could  aiford  to  do;  so  therefore  we  think 
we  would  be  putting  our  neck  In  a  noose  by 
tying  up  on  any  such  agreement. 

We  do  not  think  that  they  can  make  a 
success  of  it  without  the  trust  buys  up  the 
smaller  manufacturers  and  the  parts  men, 
or  have  some  combination  formed  with  the 
parts  men  to  prevent  them  from  selling  to 
the  small  dealers.  We  feel  that  It  Is  Imma- 
terial to  us  whether  they  form  a  combine  or 
not,  as  we  are  pretty  certain  that  we  can 
hold  our  own  with  the  best  of  them  In  re- 
gard to  quality  of  goods  and  price.  We 
think  really  if  they  form  a  combination,  we 
shall  find  it  beneficial  to  us  If  we  keep  out 
of  it,  as  we  certainly  would  be  able  to  get 
lots  of  business  that  the  members  of  the 
combination  would  have  to  refuse. 

Chicago.  Soudan  Mfg.  Co. 

Saddle  Makers  Are  Silent. 

We  are   only   manufacturing  bicycle   sad- 
dles and  are  not  in  a  position  to  give  an  In- 
telligent opinion  In  regard  to  the  proposed 
formation  of  a  combination. 
Chicago.  Cutting-Kaestnkr  ro. 

Would  be  Productive  of  General  Good. 

The  proposed  combination  of  cycle  manu- 
facturers. In  our  opinion,  would  result  In 
good  to  the  general  trade.  Prices  can  be 
maintained,  which  will  assure  a  living- 
profit:  many  undesirable  trade  features  can 
be  eliminated;  options,  which  do  no  earthly 
good   and   create  endless   expensive  compli- 


The  Cycle  Age  and  Trade  Review 


639 


TRADE 
MARK 


a 


V 


100 


MANUFACTURERS   ARE   FURNISHING 

DUNLOP  DETACHABLE  TIRES 


On  their  wheels  AT  NO  EXTRA  COST,  either  wholesale  or  retail. 
Agents  should  see  that  the  manufacturers  whom  they  represent  are 
among  this   number.     Write  us  about  it.         ....         . 

^^  J899  WILL  BE  A  DUNLOP  YEAR  ot^ 


THE  AMERICAN  DUNLOP  TIRE  COMPANY 

BELLEVILLE,  N.  J.  CHICAGO,  ILL. 


TRADE 
MARK 


The  Sterling 


(( 


5UILT  LIKE  A  WATCH 


i» 


ANYONE  CAN  BUILD  A  BICYCLE, 

Run  a  hotel,  paint  a  picture,  or  play  a  trombone, 

BUT  THERE    IS    A  DIFFERENCE. 


Paint  and  plate  will  doctor  a  cheap  bicycle  into  an  excellent  imitation  of  the  high  grade 
article,  but  a  month's  usage  of  each  will  discover  a  difference,  the  parallel  of  a  donkey  to  a 
race  horse. 

The  intelligent  purchaser  will  not  be  deceived  into  squandering  his  money  upon  an  un- 
known cheap  wheel,  when  an  acknowledged  high  grade  can  be  bought  for  a  few  extra  dollars. 

STERLINGS  are  known  as  the  HIGHEST  STANDARD  and  the  agency  is  a  valuable 
franchise.     Would  you  like  to  have  our  agency  proposition? 


STERLING  CVCLE  ^VORKS 

KENOSHA,  >VIS. 


6'^0 


The  Cycle  Age  and  Trade  Review 


cations  alike  to  manufacturer,  jobber  and 
retailer,  can  be  restricted.  The  guarantee 
can  be  held  at  a  point  which  will  be  fair  to 
all.  In  short,  we  can  see  where  even  a 
partial  unity  of  interests  will  be  productive 
of  advantage  alike  to  manufacturers  and 
the  general  public  and  will  certainly  do  no 
harm  to  the  dealer,  as  it  will  assure  him  a 
fair  profit  and  fair  competition,  which  •  he 
can  not  depend  upon  under  existing  condi- 
tions. 
Toledo.  CoLTON  Cttcle  Co. 

Interests  Are  Too  Diversified. 

Anything  that  would  lift  the  bicycle  busi- 
ness, or  help  to  do  so,  from  its  present  con- 
dition would  be  a  blessing.  Nothing  that  we 
can  think  of  can  do  it  further  harm,  as  it 
has  already  received  all  the  body  blows  that 
in  our  imagination  could  come  to  it.  If  the 
idea  could  be  carried  out  it  would  steady 
prices  and  regulate  a  lot  of  existing  evils, 
but  we  hardly  think  it  feasible,  as  the  inter- 
ests are  too  diversified. 

Chicago.  Manson  Cycle  Co. 

Waiting  for  an  Invitation. 

Personally  I  am  very  much  in  favor  of  a 
combination  of  bicycle  manufacturing  inter- 
ests, and  I  hope  that  we  will  be  extended 
an  invitation  to  join. 

North  Buffalo  Wheel  Co. 

BufCalo. 

Much  Interested  in  the  Project. 

As  this  combination  has  just  come  to  our 
notice,  we  are  really  not  in  a  position  to 
state  our  opinion  until  we  are  more  familiar 
with  the  details  of  the  project.  We  are 
much  interested  in  the  outcome  of  this  com- 
bination, but  do  not  feel  that  we  can  offer 
any  arguments  for  or  against  the  project. 
WOKCESTER  Ferrule  &  Mfg  Co. 

"Worcester,  Mass. 

Combinations  Are  Fashionable. 

We  have  no  comments  to  make,  other  than 

such  combinations  appear  to  be  fashionable. 

Akron,  0.  Diamond  KuBBtR  Co.i' 

No  Opinion  to  Express. 

We  have  no  opinion  to  express  concerning 
the  proposed  combination. 
Dayton,  O.  Davis  Sewing  Machine  Co. 

Chain  Makers  Remain  Neutral. 

Since  we  are  merely  manufacturers  of  one 
of  the  parts  used  in  connection  with  bicy- 
cles, we  deem  it  advisable  to  remain  neu- 
tral, and  refrain  from  expressing  any  opin- 
ion whatever. 

Indianapolis  Chain  &  Stamping  Co. 

Indianapolis. 

Strongly  Approve  the  Project. 

Without  having  time  to  give  the  proposed 
combination  of  bicycle  manufacturing  inter- 
ests a  great  deal  of  thought,  our  opinion  is 
this:  We  know  of  no  trust  already  formed 
whicH  would  show  as  good  results,  on  a 
capital  such  as  proposed,  as  the  bicycle 
trust,  providing  all  the  large  makers,  or 
nearly  so,  are  included  in  it.  The  saving  in 
the  expense  of  doing  business  of  itself 
would  pay  quite  a  dividend  on  the  capital. 
It  certainly  would  be  a  good  thing  for  those 
entering  a  trust  of  this  kind  if  admitted  on 
a  proper  basis.  It  would  not  increase  the 
price  of  well  made  bicycles  to  the  consumer, 
and  we  are  at  a  loss  to  see  any  losers  in  the 
formation  of  such  a  trust.  Vast  amounts 
of  money  are  spent  by  large  makers  in  self- 
defense,  creating  expenses,  because  com- 
petitors do  likewise.  It  certainly  would  put 
the  bicycle  business  on  a  firm  basis,  so  that 
each  year  the  trade  would  not  be  upset  at 
the  beginning  or  during  the  bicycle  season 
by  promiscuous  quotations  from  unreliable 
houses,  who  quote  in  hopes  of  delivering  the 
goods,  but  who  find  they  can  not  after  mak- 
ing the  contracts  or  receiving  orders. 

As  to  how  the  combination  will  affect  the 
bicycle  industry  and  the  retail  trade,  we 
should  say  that  it  would  be  better  for  the 
rider  as  well  as  for  the  maker.  Houses  like 
ourselves,  who  are  capable  of  making  large 
quantities  of  bicycles,  pedals,  hubs  and  all 
kinds  of  bicycle  parts,  would  be  converted 


into  the  manufacture  of  what  they  could 
do  best  and  most  economically;  other  houses 
of  the  same  nature  would  work  on  what 
they  could  do  best,  and,  in  consequence,  the 
factories  would  be  running  the  year  around, 
making  parts  and  bicycles  for  their  own 
people,  instead  of  making  them  up  in  large 
quantities  ahead,  before  they  know  to  whom 
they  are  to  be  sold.  This  would  probably  do 
away  with  the  manufacture  of  wheels  with 
antiquated  parts,  which  are  put  on  the 
market,  and  which  the  rider  or  agent  would 
never  be  able  to  find  parts  for  to  make  re- 
pairs. Agents  would  be  shown  their  samples 
early  in  the  season  and  they  would  be 
ready  to  place  their  orders  at  any  time, 
which,  we  think,  would  be  a  great  advan- 
tage to  all. 

We  are  heartily  in  favor  of  a  combination 
of  this  kind,  providing  every  concern  is  ad- 
mitted on  a  reasonable  basis,  and  that  there 
is  no  underwriting-  or  extravagant  money 
paid  to  promoters  on  the  outside. 

Worcester,  Mass.  Speirs  Mfg.  Co. 

Makers  Could  Not  be  Controlled. 

Regarding  the  proposed  combination  of  bi- 
cycle manufacturing  interests,  we  beg  to 
say  that  we  cannot  see  how  a  combination 
of  this  sort  is  practical.  Manufacturers  of 
bicycle  parts  and  fittings  are  so  numerous 
that  it  would  be  impossible  to  hold  them  all 
in  line.  They  could  not  be  controlled.  Fur- 
thermore, the  manufacture  of  bicycles  can 
be  engaged  in  with  too  much  facility  to  do 
more  than  correct  trade  abuses.  Any  mate- 
rial advance  in  price,  or  effort  to  maintain 
prices  above  the  natural  competitive  level, 
would  result  in  new  people  coming  in.  They 
would  get  the  business,  and  the  members  of 
the  trust  would  find  they  had  defeated  the 
very  end  they  sought  to  secure.  Whether 
the  attempt  is  made  to  control  the  prices  of 
bicycles  in  general,  or  of  chainless  only,  the 
result  would  be  the  same. 

Very  few  patents  can  afford  absolute  pro- 
tection, even  when  the  owner  of  them  has 
unlimited  capital  with  which  to  fight  his 
case.  As  there  always  have  been  goods  of 
varying  qualities  for  sale  at  varying  prices, 
so  there  always  will  be  in  the  bicycle  busi- 
ness as  well  as  any  other,  and  any  attempt 
to  restrict  production,  hold  up  or  advance 
prices  in  a  business  so  easily  engaged  in  as 
the  manufacture  of  bicycles  will  result  dis- 
astrously to  the  trade  In  the  end. 

M.  D  Stebbins  Mfg  Co. 

Springfield,  Mass. 


EFFECT  UPON  ENGLISH  TRADE 


Possibilities  Afforded  by  the  Proposed  Consolidation 
of  American  Bicycle  Manufacturing  Concerns. 


Among  the  arrivals  from  England  on 
Saturday  last  was  F.  E.  Baker,  a  mem- 
ber of  the  Cycle  Engineers'  Institute,  who 
as  editor  of  the  Cycle  Referee  in  London 
made  a  close  study  of  American  methods 
and  products  and  is  better  qualified,  per- 
haps, than  any  other  man  connected  with 
the  trade  to  express  a  reliable  opinion  on 
the  possible  effect  of  the  cycle  combina- 
tion on  the  British  industry  and  its  pros- 
pects of  success  in  the  market.  Indeed, 
one  of  the  objects  of  his  visit  is  to  con- 
sult with  an  American  manufacturer  who 
purposes  the  establishment  of  a  branch  in 
London.    Mr.  Baker  writes  as  follows: 

In  order  that  the  possible  effect  upon  En- 
glish trade,  and  the  probabilities  of  an  ex- 
tension of  exports  of  American  bicycles  to 
that  country  as  a  result  of  a  consolidation 
of  American  capital  and  manufacturing  fa- 
cilities, may  be  fully  considered,  it  is  neces- 
sary to  first  arrive  at  a  conclusion  as  to  the 
dominant  characteristics  of  English  trade 
from  individual  and  collective  standpoints. 

First  in  importance  must  be  cited  the 
radical  differences  between  the  origin  and 
nature  of  the  factory  methods  of  the  two 
countries.  The  repetition  production  of 
American -cycle  factories  is,  presumably,  the 
outcome  of  the  unique  developments  of  the 
same  system  of  manufacture  in  the  watch, 
typewriter  and  sewing  machine  factories. 
On  the  other  hand,  the  practices  adopted 
in  the  English  machine  shops  are  the  direct 
outcome  of  traditions  and  experiences  of  the 
early    school    of    English    engineers.      That 


means  that  the  shop  equipment  at  first  con- 
sisted, and  in  some  cases  still  consists, 
largely  of  ordinary  screw  cutting  and  sliding 
lathes,  modified  of  course  in.  some  instances 
by  the  ingenuity  of  the  charge  hands  em- 
ployed. Until  recently,  and  even  now  in  at 
least  one  notable  instance,  the  method  of 
production  followed  was  entirely  similar  to 
that  pursued  in  English  engine  practice, 
where  a  fitting  shop  is  interposed  between 
the  machine  shop  and  finishing  department. 
In  this  fitting  shop  the  bicycles  were  assem- 
bled in  the  grey— that  is,  prior  to  enameling 
or  plating.  When  completed,  each  machine 
was  stripped  and  the  parts  numbered;  so 
that  when  finally  assembled  after  finishing 
the  same  set  of  parts  could  be  located  in 
the  same  order. 

It  will  be  observed  that  this  method  was 
tantamount  to  the  construction  of  individ- 
ual machines,  and  as  a  natural  consequence 
it  was  customary  to  build  each  bicycle  in 
accordance  with  each  individual  customer's 
requirements  and  specifications.  Tiravellng 
men,  instead  of,  as  in  modern  times,  start- 
ing out  to  sell  a  standard  output,  called 
upon  agents  and  collected  detailed  specifica- 
tions of  customers'  requirements.  This  will 
serve  to  indicate  the  manner  in  which  the 
cost  of  production  of  English  bicycles  has 
been  far  in  excess  of  the  requirements  of 
the  public. 

The  customs  referred  to  have  had  another 
and  equally  disastrous  effect  upon  the  mar- 
ket. The  ordinary  buyer  in  England  has 
become  the  most  exacting  in  his  demands, 
so  far  as  detail  of  refinement  in  construc- 
tion and  equipment  is  concerned,  of  any 
buyer  in  the  world.  This  disposition  on  his 
part  has  been  further  encouraged  by  the 
development  of  the  assembler.  This  latter 
is  a  modern  factor  in  the  economies  of  the 
English  cycle  business,  and,  owing  to  the 
progressive  policy  pursued  by  manufactur- 
ers of  parts,  there  Is  excellent  reason  for 
believing  that  the  aggregate  output  of  as- 
sembled bicycles  exceeds  that  of  the  factory 
made  machine.  The  parts  are  produced  by 
repetition  methods  in  splendidly  equipped 
factories,  none  of  which  probably  is  sur- 
passed in  America.  The  parts  are  better 
designed,  are  more  elegant  and  contain  more 
talking  points  than  the  products  of  the 
average  bicycle  maker.  The  English  method 
of  construction  from  machined  fittings  lends 
itself  to  the  easy  assembling  of  parts  and 
trivial  adaptations  demanded  by  the  idio- 
syncrasies of  the  builder  or  customer. 

If  the  foregoing  assertions  are  analyzed 
It  will  appear  that  the  only  possible  deduc- 
tions from  the  conditions  at  present  prevail- 
ing are:  First,  that  among  educated  cyclists, 
as  distinct  from  the  new  buyer,  the  demand 
is  such  that  repetition  methods  or  produc- 
tions are,  if  not  impossible,  at  least  in- 
capable of  being  utilized  to  complete  ad- 
vantage except  in  the  production  of  parts; 
second,  that  a  bicycle  produced  by  repeti- 
tion means  will  not  meet  with  as  complete 
success  in  England  as  in  other  markets.  A 
superficial  study  of  these  statements  might 
lead  to  the  conclusion  that,  consolidation 
or  no  consolidation,  the  field  for  the  ex- 
ploitation of  American  cycles  in  England 
will  always  prove  limited.  Such,  however, 
would  be  an  entirely  erroneous  assumption; 
which  fact  I  will  endeavor  to  demonstrate. 

An  Englishman  will  view  with  equanimity 
a  diminution  of  home  production  In  any  in- 
dustry, granted  that  the  product  itself  is 
cheapened  when  delivered  to  the  customer, 
the  basis  of  the  argument  being  that  it  is 
advisable  to  produce  only  such  goods  as  can 
be  manufactured  more  cheaply  than  they 
can  be  purchased.  Should  any  given  article 
be  produced  in  a  foreign  country  at  a  price 
with  which  the  home  producer  cannot  com- 
pete, the  latter  will  gradually  divert  his 
energies  into  channels  where  they  can  be 
more  profitably  employed  in  the  production 
of  goods  which  will,  either  directly  or  in- 
directly, be  traded  for  that  product  which 
first  engaged  his  attention. 

It  Is  at  this  point  that  the  possibilities  af- 
forded by  the  proposed  consolidation  of 
American  bicycle  companies  become  appar- 
ent. There  is  in  England  a  huge  population, 
of  athletic  and  healthy  temperament  but 
comparatively  restricted  wage  earning  capa- 
city, which,  at  the  present  moment,  offers 
an  unexploited  field  to  men  of  enterprise 
who  can  and  will  place  on  the  market  in 
sufficient  numbers  an  efficient  bicycle  to  re- 
tall  at  prices  ranging  between  ?25  and  $50. 
Those  figures  are  well  within  the  reach  of 
American  makers,  although,  at  present,  al- 
most impossible  for  the  English  manufac- 
turers. 

It  goes  without  saying  that  in  order  to  in- 
sure success  the  same  must  be  deserved. 
The  requirements  and  natural  prejudices  of 
the  market  should  necessarily  receive  strict 
attention.  In  that  connection  one  Is  bound 
to  recognize  an  exceptional  opportunity  af- 
forded the  proposed  company,  inasmuch  as 
with  the  unique  facilities  at  Its  disposal  it 
would  be  in  a  position  to  employ  at  least 
one  of  its  factories  on  goods  expressly  de- 
signed and  exclusively  manufactured  for  the 
market  under  consideration. 

It  is  not  for  the  writer,  an  Englishman 
with  a  strong  national  bias,  to  enlarge  on 
the  possible  consequences  of  such  a  pro- 
cedure if  backed  by  ample  capital,  aggres- 
sion and  organization,  but  with  a  knowledge 
of  the  facts  already  referred  to,  the  possi- 
bilities appear  illimitable. 


The  Cycle  Age  and  Trade  Review 


641 


PUBLIC    REFUSES     THE    BAIT 


BIQ    BARGAINS    FAIL   TO    DRAW 


Sellers  of  Low  Grade  Bicycles  In  Buffalo 

Becoming  Desperate— Trying  Hard 

to  Unload. 


Buffalo,  March  20.— Judging  from  the 
fairy  stories  that  are  being  told  in  the- 
adveirtising  columns  of  the  local  press  by 
the  concerns  selling  the  cheaper  grades 
of  bicycles  and  the  amount  of  space  tak- 
en up  in  expatiating  upon  the  virtues  of 
their  respective  cycles,  trade  with  these 
Arms  is  in  a  very  bad  way.  Meanwhile 
the  public  continue  to  "fight  shy"  of  the 
much  lauded  bargain  bicycles,  realizing 
the  fact,  as  one  man  put  it,  "that  some- 
thing is  very  much  amiss  when  it  requires 
so  much  advertising  to  sell  an  article  for 
which  there  is  the  universal  demand  that 
exists  for  the  bicycle." 

The  advertisement  of  a  recent  addi- 
tion to  the  retail  ranks  reads  as  follows: 

This  is  the  time  of  the  year  when  almost 
everyone  Is  looking  for  a  wheel,  and  the  fact 

that  has  cut  the  price  on  every  wheel 

in  his  store  has  set  the  people  thinking  and 
the  dealers  wondering. 

Last  week  he  sold  a  carload  of  $30  wheels 
for  $17.50  each.  This  week  he  has  just  re- 
ceived a  carload  of  very  fine  high-grade 
wheels  that  sell  for  $45  and  decided  to  offer 
these  wheels  on  Friday  and  Saturday  at  the 
low  price  of  $26.85. 

The  dealers  will  all  tell  you  that  they  are 
no  good,  and  that  they  won't  wear.  But 
just  remember  that  we  are  a  responsible 
house,  and  that  we  guarantee  every  wheel 
we  sell. 

Our  line  is  the  largest  and  finest  in  the 
city  and  no  matter  what  dealers  tell  you,  we 
want  you  to  call  and  examine  them. 

We  want  to  sell  3,000  wheels  and  we  want 
to  make  just  $3.00  on  every  wheel,  so  come 
and  take  your  choice. 

We  sell  on  easy  terms. 

Looks  Qloomy  for  Cheap  Dealers. 

That  the  riding  public  is  not  to  be 
tempted  with  the  same  bait  twice,  seems 
to  be  just  dawning  upon  these  people. 
They  are  beginning  to  see  the  handwrit- 
ing on  the  wall  now,  however,  and  an 
epidemic  of  fear  has  spread  among  them 
and  as  a  last  resort  the  advertising  col- 
umns of  the  newspapers  are  pressed  into 
service  with  all  sorts  of  ridiculous  stories 
in  the  hope  that  the  public  can  be  made 
to  believe  that  "no  better"  bicycles  were 
ever  made  and  that  they  are  "going  so 
fast"  that  the  supply  will  be  exhausted 
before  dilatory  buyers  arrive  to  claim  the 
"bargains." 

The  following  is  a  fair  example  of  the 
desperate  straits  in  which  the  dealers  in 
this  class  of  machine  find  themselves,  and 
of  what  may  be  expected  later  on: 

A  $50  BICYCLE  FOR  $25. 
With  Complete  1899  Equipment.— Guaranteed 
Tires,  choice  of  Gear,  Handle  Bars  and  Col- 
ors. If  you  can't  spare  the  cash,  we'll  give 
you  time.  It  will  cost  a  trifie  more,  but  it 
will  be  a  big  bargain  just  the  same.  $5.00 
down,  the  balance  at  $1.50  per  week. 

These  wheels  are  going  fast.  Come  quick 
if  you  want  one.  Bring  along  your  5-dollar 
bill  and  take  your  wheel. 

Buyers  Want  Quality  Now. 

But  the  people  have  been  through  all 
this  before  and  are  no  longer  tempted  by 
such  bait.  They  know  where  good,  repu- 
table bicycles  can  be  bought  and  they  are 
not  looking  for  the  other  kind  at  any 
price.  Last  week  the  "big  store"  came 
out  with  the  announcement  that  it  had 
already  sold  5,000  bicycles  of  its  make 
at  wholesale  and  that  its  bicycles  were: 

NEW  BICYCLES  FOR  $25. 
Not  old  wheels  carried  over  from  last  year, 
but  new,  up-to-date  machines  of  our  own 
manufacture  and  only]  just  from  the  fac- 
tory. For  years  we've  been  setting  the  pace 
in  regard  to  bicycles— this  spring  a  greater 
stride  ahead  than  ever  before.  We  insist 
■  that  we  have  as  good  a  wheel  at  $25.00  as 
any  machine  made  anywhere  at  any  price. 

Invited  to  Join  the  Combine. 

Among  the  Buffalo  makers  who  have 
beem  asked  to  go  into  the  projected  bi- 


cycle combination  is  the  Buffalo  Cycle 
Manufacturing  Company.  George  C. 
Sweet,  vice  president  of  the  company, 
when  approached  on  the  matter,  said:  "I 
am  not  at  liberty  to  give  much  informa- 
tion in  regard  to  the  combination.  It  is 
in  an  embryonic  state  as  yet,  but  inside  of 
a  week  or  two  we  may  be  better  able  to 
give  some  definite  news." 

"Have  you  given  an  option  on  your 
plant?"  he  was  asked. 

"Not  exactly.  We  have  been  asked  to 
go  into  the  deal.  It  is  too  early  to  dis- 
cuss the  details  of  the  plan.  There  is  no 
intention  on  the  part  of  the  promoters  to 
raise  the  price  of  bicycles.  The  sole  ob- 
ject is  to  reduce  the  expenses  of  the  busi- 
ness. Only  the  strongest  companies  will 
be  invited  to  go  in." 

A  few  other  Buffalo  makers  have  been 
asked  to  go  into  the  combination.  They 
declined  to  discuss  the  question  because 
negotiations  had  not  progressed  far 
enough  for  them  to  speak  intelligently  or 
for  them  to  give  options  on  their  plants. 


Retribution  Came  Quickly. 

Buffalo,  March  20.— Patrolman  Schultz 
of  the  Buffalo  police  force  shot  and  seri- 
ously wounded  the  driver  of  a  moving 
van  last  Friday.  Schultz  and  his  wife 
were  run  down,  while  riding  their  bi- 
cycles, by  the  van  driven  by  the  injured 
man,  which  was  racing  with  another  van. 
The  patrolman,  who  was  in  citizen's  at- 
tire, attempted  to  arrest  the  driver  for 
violating  the  city  ordinances,  and  was 
struck  on  the  head  with  a  piece  of  gas 
pipe  used  for  moving  pianos,  making  a 
six-inch  scalp  wound.  The  ofiioer  was 
knocked  to  the  ground,  and  while  in  this 
position  drew  his  revolver  and  shot  the 
driver. 

Overman  Declines  to  Talk. 

Springfield,  Mass.,  March  20. — A.  H. 
Overman,  president  of  the  Overman 
Wheel  Company,  when  seen  by  a  Cycle 
Age  representative  regarding  the  pro- 
posed trust  of  bicycle  makers,  refused  to 
discuss  the  matter.  He  declined  to  state 
whether  or  not  he  favored  a  combination 
of  makers  such  as  is  reported  to  be  in 
progress  and  also  to  give  any  information 
as  to  whether  the  Overman  company  had 
been  approached  in  the  matter  or  not. 
Just  now,  he  said,  he  was  intensely  in- 
terested in  his  motor  vehicle. 


Week's  Exports  from  New  York. 


Exports  of  cycles  and  cycle 
from  the  port  of  New  York  for 
ending  March  14  are  recorded  as 

Bicycles. 

Germany   $17,836 

France    15,320 

Denmark    10,291 

England    11,307 

Sweden   11,873 

Russia   2,074 

Africa   6,078 

Belgium    4,670 

Italy   1,847 

Holland    2,267 

Argentine   Republic    2,325 

British  East   Indies    2,568 

Brazil   1,712 

British  West  Indies   1,280 

Australia    

Hong  Kong   

New  Zealand    

Cuba    

Ireland    

Chile    -. . . 

Uruguay    

Danish  West   Indies    

Mexico    

British    Guiana    

U.  S.  of  Colombia  

Turkey     

Porto  Rico   

Austria   , 


material 

the  week 

follows: 

Materials. 

$  4,882 

4,358 

2,256 

1,557 

315 

10,781 

99 

1,048 

3,672 

1,57.5 


720 
801 
240 
487 
289 
40 
130 
100 


146 
391 
639 


459 
113 


170 


57 
38 
26 
21 


72 
60 


Totals  $94,397 


$32,593 


Austria's  production  of  cycles  rose  in 
1898  to  70,000  machines.  Her  exports  in- 
creased 69  per  cent,  over  the  previous 
year,  and  the  imports  37  per  cent,  for  the 
same  time. 


COMPETING  WITH  THE  SPECIAL 


PROFIT   IN  BUILDING  TO   ORDER 


Dealers  can  Retain  Trade  and  Make  Re= 

pair  Department  Pay  by  Catering 

to  Customers'  Whims. 


Great  inroads  into  the  retail  bicycle 
business  have  been  made  by  the  Repair 
Shop  Special.  The  business  done  by  the 
small  repairmen  in  these  "bicycles  built 
to  order"  is  inconsequential  in  individual 
cases,  but  amounts  to  considerable  in  the 
aggregate,  a  fact  that  is  readily  apparent 
from  the  great  volume  of  business  done 
by  jobbers  of  fittings  and  supplies  in  ca- 
tering to  just  this  class  of  trade.  The  re- 
pairman has  been  able  to  divert  this  cur- 
rent of  trade  to  himself  by  building  to 
suit  the  personal  preferences  and  whims 
of  the  riders  without  making  exorbitant 
charges  for  such  special  work,  being  en- 
abled to  compete  with  the  larger  builders 
possessing  better  facilities  and  obtaining 
lower  prices  on  material  and  equipment 
by  placing  a  low  valuation  on  his  time. 
Can  Be  Made  a  Source  of  Profit. 

While  this  repair  shop  building  was  in 
its  infancy  it  was  ignored  by  the  regular 
agent  and  dealer  in  standard  machines  as 
too  insignificant  to  be  worthy  of  atten- 
tion, but  since  it  has  grown  to  such  large 
proportions  regular  dealers  have  begun 
to  take  cognizance  of  it  and  to  think  that 
if  there  is  money  in  it  for  the  repairer 
it  should  afford  a  profit  for  the  dealer 
also,  who  enjoys  a  greater  prestige,  is 
more  favorably  located  and  has  larger 
resources  at  his  command,  and  that  in 
the  work  of  building  special  machines  to 
order  may  be  found  the  solution  to  the 
vexed  question  of  how  to  make  the  re- 
pair department  pay  expenses.  As  the 
dealer  is  under  the  necessity  of  maintain- 
ing a  repair  shop  in  conjunction  with  his 
store,  the  labor,  space  and  tools  that  are 
otherwise  idle  a  portion  of  the  time  and 
unproductive  of  returns,  could  in  this  way 
be  made  profit  earning,  while  at  the  same 
time  the  dealer  would  be  combating  a 
steadily  growing  competition  that  is  cut- 
ting into  his  own  trade. 

In  several  of  the  larger  cities,  where 
75  to  100  of  the  special  makers  present  a 
style  of  competition  that  is  hard  to  com- 
bat, some  of  the  dealers  have  adopted 
tactics  that  would  seem  to  offer  a  satis- 
factory solution  of  the  matter.  This  con- 
sists of  meeting  the  repairman  oh  his 
own  ground,  and  when  a  customer  is 
found  who  insists  upon  having  a  "spe- 
cial" they  make  it  for  him. 

Large  riakers  Recognize  the  Demand. 

The  lower  prices  on  standard  machines 
this  year  and  the  general  tendency  of 
manufacturers  to  include  30-inch  wheel 
machines  and  other  unusual  construc- 
tions that  have  before  come  under  the 
head  of  "specials"  in  their  lines,  have 
brought  the  business  to  a  point  where 
many  makers  of  special  machines  see 
the  futility  of  competing.  As  a  conse- 
quence these  assemblers  have  taken  the 
agency  of  one  or  more  lines  and  will  give 
the  selling  portion  of  their  business  more 
of  their  attention  than  the  manufactur- 
ing. Particularly  is  this  so  in  the  smaller 
towns,  where  the  "special"  maker  never 
has  thrived  as  well  as  in  the  big  centers. 


Converts  to  Fast  Freight. 

To  the  Editor: — We  are  in  such  hearty 
accord  with  the  protests  against  the  ex- 
orbitant charges  of  the  express  com- 
panies and  with  the  proposal  to  use  fast 
freight  that  we  now  use  the  latter  when- 
ever we  can. 

Indiana.  Stewaet  Bros. 


Cyclists  in  an  Austrian  town  hav©  been 
forbidden  to  hold  meetings  in  order  to 
protest  against  the  cycle  tax  imposed. 


642 


The  Cycle  Age  and  Trade  Review 


EXPERiriENTAL  STORE  LIGHTING 


Satisfied  User  of  Acetylene  Gas  Volunteers  Facts  for  Re- 
tailers— Points  in  Its  Favor 


To  the  Editor:— The  last  editorial  para- 
graph in  the  Cycle  Age  for  March  9,  anent 
the  "Cost  of  Illuminating  Stores,"  reflects 
with  noteworthy  timeliness  the  lack  of  exact 
and  satisfactory  knowledge  upon  the  sub- 
ject named  among  the  great  majority  of  re- 
tall  cycle  dealers,  and  presents  an  opportu- 
nity heretofore  less  directly  and  broadly  of- 
fered by  a  representative  publication  of  its 
class  for  the  contribution  of  individual  opin- 
ion and  experience  to  the  trade's  discussion 
of  illumination  and  illuminants.  The  mat- 
ter is  of  prime  present  and  future  impor- 
tance, not  only  to  the  retail  wing  of  the 
American  cycle  industry,  but  to  nearly 
every  branch  of  general  merchandizing. 
That  further-extended  consideration  should 
be  bestowed  upon  the  question  of  illumina- 
tion by  those  whose  business  makes  them 
the  majority  among  the  readers  of  your  pa- 
per is  evident,  since  sales  of  a  great  many 
bicycles  and  sundries  are  made  in  the  even- 
ing—especially In  the  smaller  towns  and 
rural  districts.  I  herewith  contribute  my 
experience  with  acetylene.  w.  P.  H. 

Boston,  March  17. 

Nature  and  Properties  of  Calcium  Carbide. 

In  detailing  an  individual  experience 
with  acetylene  gas  for  illuminating  pur- 
poses in  cycle  stores,  it  would  be  preju- 
dicial to  clearness  and  completeness  to 
take  for  granted  an  exact  knowledge  on 
the  part  of  the  retailer  of  all  the  facts 
concerning  the  nature  and  operation  of 
this  latest  gaseous  product,  for  there  are 
many  districts  far  from  the  large  cities 
where  acetylene  and  its  application  are 
known  by  name  and  in  theory  only. 

Acetylene  gas,  though  it  has  been 
known  to  chemists  for  a  long  time,  is  in 
the  practical  sense  new,  since  the  method 
of  producing  calcium  carbide  at  a  cost 
which  permits  its  common  use  was  dis- 
covered only  recently  and  by  accident.  As 
this  compound  has  very  marked  advan- 
tages over  what  is  familiarly  known  as 
"gas,"  it  has  been  coming  very  rapidly 
into  use  during  the  past  twelve  or  eight- 
een months.  In  its  normal  condition  the 
carbide  is  grayish  black  in  color,  having 
a  roughish  surface  of  apparent  porous- 
ness, and  resembling  gas  coke  in  appear- 
ance. It  is  a  very  unstable  compound, 
having  a  greedy  affinity  for  moisture, 
which  it  will  absorb  from  the  air  unless 
kept  tightly  closed. 

The  action  of  water  upon  carbide  is  in 
reality  a  double  decomposition,  each  dis- 
turbing the  other;  the  carbide  has  its 
carbon  separated  from  the  basic  calcium, 
and  the  water  in  turn  has  its  oxygen 
and  hydrogen  separated,  the  reason  being 
that  when  the.  four  are  brought  into  com- 
pany, each  of  them  finds  a  new  associa- 
tion which  it  prefers  to  the  old  and 
promptly  "dissolves"  in  order  to  reunite. 
The  carbon  of  the  carbide  and  the  hydro- 
gen of  the  water  seize  hands  (figuratively 
speaking),  forming  the  hydro-carbon  gas 
known  as  acetylene;  the  calcium  in  the 
carbide  joins  the  oxygen  of  the;  water  to 
form  the  residuum  of  slacked  lime,  the 
apparent  character  of  this  refuse  depend- 
ing on  the  proportion  of  water  used. 

There  are  several  apparatuses  for  bring- 
ing water  and  carbide  together.  These 
are  broadly  distinguished  as  "wet"  and 
"dry"  generators.  In  the  former,  a  small 
quantity  of  carbide  is  brought  into  a  large 
quantity  of  water;  in  the  latter,  the  water 
is  allowed  to  come  periodically  in  small 
quantities  into  contact  with  a  maximum 
quantity  of  carbide.  Each  method  has  its 
evident  advantages  and  disadvantages,  its 
advocates  and  its  opponents.  Sometimes 
the  gas  pressure  itself  is  made  to  auto- 
matically regulate  the  flow  of  water  to 
the  carbide,  by  opening  and  closing  the 
channel  through  which  the  water  flows; 


sometimes  the  pressure — in  "wet"  gener- 
ators— is  made  to  regulate  the  periodical 
dumping  of  small  fixed  charges  of  car- 
bide into  a  mass  of  water;  again,  the 
pressure  is  made  to  open  and  shut  the 
water-supply  cock;  sometimes  there  are 
reservoirs  or  gasholders,  and  sometimes 
(especially  when  the  apparatus  is  on  a 
small  scale,  as  in  a  bicycle  lamp),  the 
gas  is  consumed  as  fast  as  made. 

Description  of  Generator. 

When  the  writer  installed  an  acetylene 
gas  generator  more  than  a  year  ago,  the 
project  was  in  the  nature  of  an  experi- 
ment, or  ticklish  venture,  and  the  for- 
mer means  of  illumination  was  retained 
for  use  in  case  of  emergency — which  has, 
however,  as  yet  failed  to  materialize.  The 
Criterion  Automatic  generator,  manufac- 
tured by  J.  B.  Colt  &  Company  of  New 
York  city,  was  chosen.  The  type  was  that 
listed  at  $100,  No.  20,  the  dimensions  be- 
ing: Height,  6%  feet;  floor  space  re- 
quired, 3x5  feet;  number  of  %-foot  burn- 
ers, 25;  charge  of  carbide,  20  pounds. 

The  following  additional  information 
is    carefully   condensed   from   the     com- 


Tnt  CitiLt  ^Oi- 


Fig.  1.— Plan  Diagram  of  Generator. 
A— Stand.  J— Water  regulator. 

B— Radial  arms.  N— Lever. 

C — Bolt  screws.  P — Lever  link. 

D— Carbide  holders.        Q— Gasometer. 
H— Gas    pipe    to    con-  R— Guide  arms. 

denser.  S— Tank  of  gasometer. 

Fig.  2— Detail  of  Water  Regulator, 
a— Sliding  rod.  c— Guide, 

b— Pin.  d— Fork  arm. 

pany's  circular  which  prompted  the  pur- 
chase and  trial  of  the  machine — a  descrip- 
tion which  is  doubtless,  in  its  essential 
features,  typical  of  first-class  generators 
as  a  whole:  This  generator  consists  of  a 
stand  for  carrying  the  carbide  holders, 
and  a  gasometer  for  regulating  the  sup- 
ply of  water,  keeping  the  gas  pressure 
constant  and  taking  care  of  the  surplus 
gas.  (  See  plan  diagram.)  A  condenser 
for  cooling  the  gas  is  at  the  base  of  the 
gasometer.  The  water-regulator  is  placed 
on  the  side  of  the  gasometer,  from  which 
the  water  supply  is  taken,  except  in  very 
large  generators,  in  which  a  separate 
water  tank  is  used.  The  carbide  holders 
are  made  in  various  sizes  and  are  at- 
tached to  the  stand  by  pipes  which  radi- 


ate from  a  central  upright,  but  each  hold- 
er is  on  a  different  level  from  the  others; 
four,  eight  or  twelve  of  these  holders, 
according  to  size,  can  be  conveniently 
arranged  in  sets  of  four,  one  set  above  the 
other,  the  gasometer  being  of  the  same 
capacity  for  any  number  of  holders  of  a 
given  size.  The  gasometer  is  of  the  ca- 
pacity best  suited  to  the  number  of  burn- 
ers and  the  size  of  the  carbide  holders.  A 
suitable  blow-off  is  provided  in  case  the 
gasometer  should  rise  too  high,  thus  al- 
lowing any  extra  gas  to  pass  off  outdoors. 
This,  however,  rarely  occurs.  The  con- 
denser has  ample  surface  for  cooling  the 
gas,  and  its  size  is  large  enough  to  allow 
the  products  of  condensation  to  accumu- 
late for  some  time;  they  can  then  be 
conveniently  removed  by  means  of  a  stop- 
cock. The  water  regulator  is  especially 
designed  so  as  to  move  with  the  greatest 
ease;  it  is  perfectly  free  from  sticking, 
and  leakage  is  prevented  by  having 
double  openings,  so  that  two  leaks  must 
occur  at  the  same  time  before  any  water 
can  get  into  the  carbide  holders  when 
the  regulator  is  off.  The  latter  is  so  ar- 
ranged that  in  case  of  a  large  leak  of  gas, 
or  in  case  more  burners  are  used  than 
the  generator  is  intended  for,  it  will  shut 
off  the  supply  of  water,  and  electric  con- 
tact can  then  be  provided  so  as  to  give 
warning  of  the  fact. 

Observations  on  Results. 

The  generator  was  placed  in  the  cellar 
immediately  under  the  store,  and  careful 
and  studious  attention  was  given  to  the 
directions  sent  with  it.  I  was  much 
pleased  to  discover  that  no  especial 
knowledge  was  required  for  its  operation, 
and  that  in  fact  only  a  few  minutes'  care 
at  the  most  convenient  time  during  the 
day  was  sufficient  to  prepare  for  an  even- 
ing's lighting.  The  system  was  absolutely 
clean  and  not  troublesome;  and  soon  it 
became  a  permanent  instead  of  an  experi- 
mental part  of  the  store. 

The  gas  was  found  to  be  of  light  spe- 
cific gravity,  as  gases  usually  are.  Its 
photometric  gauge — or  degree  of  intensity 
of  its  light — is  very  high,  making  it  the 
most  powerful  illuminant  yet  known, 
the  electric  arc  excepted.  It  burns  almost 
without  smoke  or  residum  and  is  in- 
tensely white,  being  as  whit©  as  the 
electric  arc,  or  as  ordinary  gas  when 
used  with  the  Welsbach  mantle  at  its 
best;  and,  like  both  of  them,  the  acety- 
lene light  is  unpleasantly  strong  to  the 
eyes  when  directly  faced.  It  is  poisonous 
to  inhale,  but  its  peculiar  odor  gives  in- 
stant warning  of  its  presence.  This  odor 
impresses  different  people  differently. 
Some  are  exceedingly  hostile  to  it,  but 
the  writer  (who  has  handled  carbide  con- 
siderably) finds  it  much  less  disagreeable 
and  noxious  than  ordinary  natural  or  ar- 
tificial illuminating  gas.  Strange  to  say, 
its  flame  is  less  hot  than  that  of  ordinary 
gas;  on  the  other  hand,  the  decomposi- 
tion of  the  carbide  produces  heat.  This  is 
so  noticeable  that  merely  rolling  a  hand- 
ful of  carbide  lumps  about,  with  no 
moisture  present  but  that  ordinarily  in 
the  atmosphere,  will  soon  produce  the 
sensation  of  warmth  by  the  oxidation  of 
their  surfaces. 

5ome  Objections  Answered. 

Many  objections  are  still  urged  against 
the  use  of  acetylene  gas.  The  most  com- 
mon one  is,  of  course,  that  it  is  danger- 
ous, which  It  certainly  is — so  is  every 
other  gas  or  illuminating  agency.  It  is 
explosive,  when  mixed  with  air  in  cer- 


Badlant 

Cost  per 
thousand 

C.P. 
Hours 

C.  P.  Hours 
for  51.00 

Cost  of  1,000 
C.  P.  Hours 

Equal  to 
City  Gas  per 
thousand  at 

Saving 
in  favor  of 
Acetylene 

City  Gas,  Argand,  Cubic  feet 
Gasoline,  Arsand,  Cubic  feet 
Electricity,  Watts 

$1.25 
.75 
.25 

7  60 

3,200 

2,400 

400 

50,000 

2,560 
3,200 
1,600 

6,700 

.39 
.31 
.62 

.15 

$1.25 
1.00 
2  00 

.48 

Per  Cent  fK 
-      62 
52 

s:  76 

Acetylene,  open  flame.  Cubic 
feet 

The  Cycle  Age  and  Trade  Review 


643 


By  Cbi$  Stamp 


Vou  may 

Know 

Cftcin** 


ripilHEN  you  see  an  attrac- 
IT.TJ  tive  saddle  you  gener- 
»AM  ally  look  for  the  name 
I  of  the  maker,  and  near- 
ly every  time  you  find  that  it 
bears  one  or  another  of  the  fa- 
miliar stamps  here  shown. 

A  saddle  to  be  satisfactory 
must  have  beauty,  style,  dura- 
bility and  correct  shape.  These 
attributes  are  absent  unless  the 
goods  are  manufactured  by  ex- 
perienced workmen  under  the 
supervision  of  men  who  make  a 
study  and  have  a  thorough 
knowledge  of  the  business,  and 
who  have  the  capital  and  the 
facilities  to  put  together  the 
finest  materials  in  the  best  man- 
ner known  to  the  art. 

The  American  Saddle  Com- 
pany makes  saddles  that  satisfy. 

The  evidence  of  it  lies  in  the 
fact  that  such  an  overwhelming 
majority  of  the  riders  buy  them, 
ride  them  and  believe  in  them. 

It  is  safe  to  trust  the  judg- 
ment that  is  so  nearly  universal 
and  be  governed  by  it  in  laying 
in  your  stock. 

Buy  the  products  of  the  Am- 
erican Saddle  Company  and  you 
will  need  few  others. 


Jliiierican 
Saddle  Company 

American  Trust  Building 

(Cleveland,  Ohio 


644 


The  Cycle  Age  and  Trade  Review 


tain  proportions,  tout  so  is  any  liydro- 
carbon.  The  most  ready  and  natural 
use  of  it  is  in  isolated  places  where  other 
gas  is  not  available  or  is  excessively 
costly,  in  which  cases  it  is  an  easy  mat- 
ter to  pipe  a  house  or  a  store  and  install 
a  generator  in  the  cellar  or  yard.  There 
is  a  choice  of  generators  and  a  choice  of 
positions  for  placing  it.  The  generator  is 
hardly  supposed  to  have  been  perfected 
yet,  and  the  subject  is  still  in  course  of 
evolution  as  to  its  underwriting  hazards. 
It  is  unnecessary  to  go  further  into  the 
details  of  generating  plants,  but  one 
broad  and  eternal  warning  should  be  ob- 
served with  all — namely,  use  intelligent 
care,  not  fear,  when  handling  acetylene 
gas.  Say  to  yourself  concerning  a  gener- 
ator as  you  would  to  a  customer  con- 
cerning a  lamp  working  on  a  smaller 
scale,  though  on  much  the  same  princi- 
ple, "Whoever  wishes  to  try  it  should  be- 
gin not  by  being  afraid  of  it,  but  by 
using  a  little  care  and  patience  to  under- 
stand, at  least,  the  instructions  for  use." 

The  Matter  of  Cost. 

As  to  cost,  my  experience  leads  me  to 
believe  that  acetylene  gas,  after  the  plant 
has  once  been  installed,  is  the  cheapest 
of  all  satisfactory  lights  for  dwellings  or 
stores.  The  following  tables  are  clipped 
from  the  already  named  circular  of  J.  B. 
Colt  &  Company.  The  percentages  of  sav- 
ings named  "in  favor  of  acetylene"  are 
of  course.  Inspired  to  the  superlative  de- 
gree toy  the  natural  enthusiasm  of  its 
makers  seeking  to  awaken  the  utmost  in- 
terest in  their  products.  Divided  by  2, 
however,  my  experience  leads  me  to  en- 
dorse the  percentages  as  being,  in  my 
opinion,  practically  correct.  "So-much-a- 
night"  calculations  are  not  reliable  and 
show  such  striking  variations  as  are 
noted  in  the  paragraph  in  the  Cycle  Age 
which  called  forth  this  response.  Hav- 
ing established  the  fact  of  its  cheapness 
over  other  forms  of  lighting,  its  friends 
can  afford  to  rest  their  case  in  that  par- 
ticular and  leave  the  verdict  to  be  ren- 
dered toy  individual  judgment. 


Store  Lighting  Without  Cost. 

To  the  Editor.— We  have  experimented 
with  several  lighting  methods,  including 
a  number  of  acetylene  gas  generators, 
which  did  not  give  satisfaction,  but  we 
have  a  generator  now  that  pleases  us.  It 
gives  no  trouble,  as  it  works  automatic- 
ally and  needs  no  chimneys,  mantles  or 
fixtures  and  it  costs  only  half  a  cent  an 
hour  to  run  a  half  foot  burner,  which 
makes  a  beautiful  light. 

We  purchase  our  calcium  carbide  very 
cheap  and  expect  to  purchase  carbide  for 
less  than  half  what  we  are  now  paying, 
which  would  make  the  expense  of  light- 
ing in  proportion  to  the  price  of  carbide. 
We  sell  large  quantities  to  riders  who 
use  gas  lamps.  We  make  more  than  a 
double  profit  and  figure  that  our  lights 
do  not  cost  us  anything,  as  the  extra 
profit  on  carbide  more  than  pays  the 
expense;  in  other  words,  the  profit  on 
carbide  would  soon  pay  for  the  gener- 
ator, which  can  be  bought  at  dealers' 
prices  by  taking  the  agency. 

Any  party  buying  acetylene  gas  gener- 
ators will  expect  to  purchase  their  car- 
bide from  the  dealer,  and  through  the 
sales  of  generators  and  carbide  dealers 
will  make  more  money  than  they  can  in 
handling  bicycles,  as  there  is  a  demand 
for  better  and  cheaper  light. 

Indiana.  PoT^^R  Cycle  Co. 


Grand  Rapids  Dealers  Adopt  List. 

The  dealers  of  Grand  Rapids,  Mich., 
have  entered  into  an  agreement  to  regu- 
late prices  for  the  season.  Nearly  every 
dealer  in  the  city  has  signed  the  agree- 
ment. Among  those  whose  names  are 
found  on  the  list  are:  Heth  Bros.,  Jarvis 
&  Daniels,  Perkins  &  Richmond,  Grant  & 


Co.,  W.  P.  Stadel,  A.  M.  Maris,  C.  J.  Bron- 
son,  Beelbee  &  Phippen  and  about  twenty 
others.  The  selling  prices  of  chains, 
sprockets,  seat  posts,  nuts,  pins,  guards, 
etc.,  will  remain  about  the  same  as  last 
year. 

The  list  of  the  prices  which  have  al- 
ready gone  into  effect  has  been  printed 
and  will  toe  hung  up  in  all  the  shops  in 
the  city.  Charges  for  the  most  common 
repairs  are  as  follows:  New  quick  re- 
pair doutole  tutoe  tires,  put  on,  $7;  pair 
plain  inner  tutoes  put  in,  $3.50;  new  cas- 
ings put  on,  $2.25;  valve  and  stem,  25 
cents  extra;  punctures  repaired,  25  cents 
and  up;  vulcanizing,  50  cents  and  up;  re- 
spoking  one  wheel,  $1.50;  single  spoke  put 
in,  5  cents;  straightening  fork,  35  cents 
and  up;  new  fork  stem,  $1. 


Low  Range  of  Trading=ln  Prices. 

Trading-in  prices  on  second-hand  ma- 
chines will  not  range  high  in  Chicago  this 
season  if  the  figures  quoted  by  one  of  the 
leading  agencies  in  the  city  are  to  be 
taken  as  a  criterion.  On  the  best  high 
class  machines  the  maximum  limit  will 
be  $12,  it  is  said,  and  this  amount  will 
be  allowed  only  on  a  machine  of  last 
year's  production  which  has  had  the  very 
best  of  care.  From  this  figure  the  prices 
will  range  down  to  $5,  below  which  noth- 
ing will  be  handled.  No  second-hand  ma- 
chines will  be  accepted  in  exchange  on 
chainless  models,  which  must  toe  paid  for 
in  cash.  On  all  other  models  trades  will 
be  made.  Orders  for  twenty  chainless 
machines  have  already  been  booked  toy 
this  one  agency  and  in  all  cases  the  pur- 
chase has  toeen  for  cash. 


Indianapolis  Dealers  Reorganize. 

The  Indianapolis  Cycle  Trade  Associa- 
tion has  been  reorganized,  the  following 
ofiicers  being  re-elected:  President, 
Thomas  Hay;  vice-president,  C.  G.  Fish- 
er; secretary,  Frank  Staley;  treasurer,  F. 
I.  Willis;  directors,  Arthur  McKee,  E.  S. 
Sterne,  Frank  Bissell,  Conrad  Mueller 
and  John  B.  Orman.  It  was  decided  to 
keep  the  stores  open  at  night  until  the 
summer  months  set  in.  The  matter  of 
giving  sundries  to  purchasers  of  ma- 
chines, the  question  of  credits,  and  other 
matters  of  interest  to  the  trade,  were  re- 
ferred to  an  executive  committee.  The 
general  expression  of  the  dealers  at  the 
meeting  was  one  of  confidence  in  an  ex- 
cellent season. 

German  Gas  Lamp  Prices  to  Rise. 

According  to  the  report  of  a  German 
contemporary,  the  prices  of  acetylene 
lamps  will  increase,  on  account  of  a  rise 
in  the  prices  of  the  material,  especially 
brass,'  the  price  of  which  has  increased  50 
per  cent.,  while  the  metal  used  for  braz- 
ing is  now  60  per  cent,  dearer.  The  latter, 
however,  will  make  little  difference  as  the 
quantity  used  is  small.  German  manufac- 
turers have  already  taken  steps  for  com- 
bined action  looking  to  increasing  the 
price  of  lamps. 


Replevin  Against  Eck  and  Johnson. 

H.  A.  Lozier  &  Co.  began  an  action  in 
replevin  in  the  district  court  at  Minneap- 
olis last  Thursday  against  Thomas  W. 
Eck  and  John  S.  Johnson  to  recover  pos- 
session of  twenty-two  bicycles,  tandems 
and  triplets,  etc.,  the  value  being  placed 
at  $1,500.  Stiles  &  Stiles,  attorneys  for 
the  plaintiffs,  state  that  Eck  had  stored 
a  portion  of  the  machines  with  Johnson, 
who  was  unwilling  to  give  them  up  with- 
out an  order  from  Eck,  which  accounts 
for  Johnson's  connection  with  the  case. 


supplies  and  repairers  of  toicycles."  This 
includes  all  dealers  engaged  in  the  sale 
of  toicycles  in  the  city  and  was  passed  as 
a  counter  move  against  the  new  state 
law  requiring  toicycle  companies  in  the 
state  to  pay  a  tax  for  each  agent  handling 
their  machines,  which  is  held  to  relieve ' 
the  dealers  from  municipal  taxes. 


Germany's  Excess  of  Exports. 

According  to  oflScial  statistics,  the  ex- 
ports of  German  toicycles  for  the  first  nine 
months  of  1898  amounted  to  $3,010,700. 
The  same  exports  for  the  corresponding 
period  in  1897  were  $2,094,400.  It  is  esti- 
mated that  the  exportation  of  German 
bicycles  exceeds  the  importations  toy 
about  50  per  cent.  From  this  it  would  ap- 
pear that  the  demands  for  an  increase  of 
the  present  tariff  to  benefit  German  man- 
ufacturers are  not  well  grounded. 


Favor  Cycle  Tax  for  Sidepaths. 

Pennsylvania  wheelmen  are  interesting 
themselves  in  favor  of  the  passage  of  the 
bill  recently  introduced  in  the  legislature 
providing  for  a  tax  on  bicycles  to  con- 
struct cycle  paths  along  public  highways. 
County  organizations  and  individual 
wheelmen  are  using  their  influence  with 
members  of  the  senate  and  ^ouse  to  ef- 
fect its  passage.  A  monster  petition  is  to 
be  circulated  among  wheelmen  of  the 
state  as  a  memorial  praying  for  the  pas- 
sage of  the  act. 


Stranded  Troupe  of  Poor  Cyclists. 

The  Girl  from  Paris  theatrical  com- 
pany stranded  in  Toledo  early  last  week. 
Six  members  of  the  troupe  had  toeen  pro- 
vided with  Columtoia  chainless  wheels  for 
use  on  the  stage,  and  when  they  found 
themselves  without  work  or  money  they 
sold  them  at  "bargain  rates"  to  the  local 
Columbia  agency. 


English  Exports  for  One  Week. 

Cycle  exports  from  England  for  the 
week  ending  February  24  are  recorded 
as  follows: 

Adelaide  ?     ^ 

Aden 235 

Albany    345 

Alexandria    ™ 

Auckland ,  ™ 

Bombay  4.™ 

Boulogne    2,055 

Bremen ^J 

Calcutta   1.575 

Cape  Town 400 

Durban    1.240 

East   London   750 

Flushing    2,085 

Foochow  160 

Freeman  tie    100 

Ghent    780 

Hamburg  45 

Hobart  225 

Hong   Kong    460 

Kurrachee  35 

Madras  575 

Marseilles    35 

Mauritius    500 

Melbourne   10,445 

Mombassa  185 

Mossel  Bay  515 

Nelson 50 

New  Plymouth 30 

New   York    275 

Oamaru  . 120 

Ostend    60 

Otago  100 

Penang    700 

Perth 1,750 

Port  Elizabeth  1,290 

Shanghai    295 

Singapore    110 

Sydney    360 

Total   ■. 134,530 


Savannah  to  License  Dealers. 

An  ordinance  has  been  passed  in  Savan- 
nah, Ga.,  making  the  payment  of  a  license 
compulsory  on  "dealers  in  toicycles  and 


A  bicycle  dealer  in  a  Massachusetts 
town  is  openly  offering  to  every  purchaser 
of  a  machine  a  reduction  of  10  percent  of 
his  list  price  as  well  as  a  similar  commis- 
sion on  all  machines  he  may  induce  his 
acquaintances  to  touy. 

The  municipal  council  of  Leipsic  has 
voted  $4,500  to  establish  good  cycling 
roads  round  the  town. 


The  Cycle  Age  and  Trade  Review 


645 


COnnERCE  IN  FOREIGN  HARKETS 


English  made  cycles    are 

^OUR  BICYCLES       distinctly  the  most  popu- 

POPULAR  lar    in     Calcutta    among 

IN  INDIA  the  better  class,  of  riders, 

although  the  Americans 
are  pushing  their  machines  very 
strong.  Owing  to  the  competition  of 
Indian  society,  the  appointment  of  Lord 
Curzon  as  viceroy  is  not  altogether  an 
unmixed  blessing  to  the  English  cycle 
trade.  The  nationality  of  Lady  Curzon 
is  causing  a  run  upon  everything  Ameri- 
can, and  just  at  the  moment  the  Ameri- 
can firms  are  getting  a  better  chance  than 
they  have  had  before.  Still,  there  is  al- 
ways the  innate  affection  for  England 
and  things  English,  and,  while  the  feel- 
ing may  perhaps  give  the  trade  in  Amer- 
ican machines  a  spurt,  as  long  as  English 
makers  maintain  the  quality  of  their 
goods  they  will  be  able  to  secure  the  bulk 
of  the  trade  in  India.  The  demand  is  for 
light  machines,  not  necessarily  cheap,  but 
the  lighter  the  better;  and  more  than  that 
the  demand  is  growing.  Makers  should  be 
careful  to  mark  their  prices  in  Indian 
currency,  and  make  an  allowance  for  va- 
riations in  the  rate  of  exchange. 


The  carrying  of  samples 
CARRYING  in  the  South     American 

SAMPLES  IN  market  is  a  question  of 
SOUTH  AMERICA  considerable  importance, 
especially  if  the  traveler 
wishes  to  cover  an  extensive  territory. 
Indeed,  the  extra  cost  incurred  during 
a  limited  trip  through  Argentina,  Uru- 
guay and  Brazil  by  a  mistake  in  this  par- 
ticular will  increase  one's  expense  ac- 
count greatly. 

In  many  foreign  countries  it  is  permis- 
sible regularly  to  bond  the  samples  of  a 
commercial  traveler  for  a  limited  period, 
the  obligation  of  the  bondsman  being  re- 
leased when  the  samples  are  cleared  in- 
tact at  the  original  port  of  entry.  In 
Brazil  the  custom  house  authorities  will 
not  allow  any  such  procedure.  The  trav- 
eler there  must  pay  the  regular  duties  on 
all  samples  which  are  in  a  salable  condi- 
tion, and  he  must  be  careful  or  he  may 
be  obliged  to  pay  the  duties  more  than 
once,  or  be  put  to  considerable  delay  and 
expense  in  having  the  matter  rectified. 

Neither  can  travelers'  samples  be  bond- 
ed in  Uruguay.  The  traveler  will  find 
the  Uruguayan  custom  house  authorities 
more  liberally  inclined  than  in  Brazil, 
and  with  the  aid  of  an  influential  broker 
privileges  can  be  secured  which  other- 
wise would  be  impossible  in  that  coun- 
try. Montevideo  being  the  only  custom 
port  of  entry  of  importance  in  Uruguay, 
there  will  be  no  occasion  to  prove  that 
duties  have  been  paid  in  another  port  of 
the  same  republic.  Such  samples  as  are 
required  may  be  taken  out  of  customs 
and  the  balance  placed  in  storage  until 
ready  to  leave;  or  should  only  a  very 
limited  number  of  samples  be  needed  as 
a  test  of  their  possible  sale,  the  authori- 
ties will  allow  them  to  be  selected  and 
passed  through  without  charges  if  the 
valuation  is  small. 

At  Buenos  Ayres,  in  Argentina,  both 
the  laws  and  those  who  carry  them  out 
are  very  liberal  in  this  particular.  By 
signing  a  solicitation  after  landing,  in- 
dorsed by  any  local  business  firm  regis- 
tered in  the  municipal  books  as  taxpay- 
ers, the  traveler  can  have  the  free  use 
of  his  samples  during  a  term  of  from 
thirty  to  ninety  days  under  a  bond  equal 
to  the  amount  of  the  duties.  Should  the 
use  of  the  samples  be  desired  for  a  longer 
period,  it  is  possible  to  have  the  bond 


extended  by  making  the  proper  applica- 
tion. The  signer  of  the  solicitation 
therefore  becomes  the  bondsman  and 
he  would  be  held  responsible  for  the 
amount  of  the  duties  should  the  samples 
be  sold  in  the  Argentine  without  notify- 
ing the  authorities  or  should  the  traveler 
fail  to  report  their  clearance  for  another 
country.  It  is  necessary  that  the  work 
of  securing  these  privileges  be  done  by 
a  custom  house  broker,  as  the  applica- 
tion must  be  signed  by  many  officials  in 
various  departments  and  go  through  a 
tiresome  routine  which  an  inexperienced 
person  could  not  find  out  in  a  month's 
time.  There  are  several  custom  house 
brokers  in  Buenos  Ayres  who  will  both 
sign  travelers'  bonds,  put  the  application 
through  and  afterwards  release  and  clear 
samples  for  a  fee  equivalent  to  about  5 
per  cent  of  the  value  of  the  goods. 

The  bonding  of  samples  in  the  Argen- 
tine has  the  disadvantage  of  being  a  slow 
process,  often  requiring  ten  days  from 
date  of  disembaikment  before  the  goods 
are  delivered  into  the  traveler's  posses- 
sion. By  paying  the  duties  outright  usu- 
ally six  days  can  be  saved.  It  therefore 
resolves  itself  down  to  a  matter  of  arith- 
metic, i.  e.,  whether  the  duties  to  be  as- 
sessed amount  to  more  than  a  six  days' 
hotel  bill  and  expenses  in  addition  to  5 
per  cent  brokerage  commission  on  the 
valuation  of  the  samples.  In  favor  of  the 
bonding  process  it  may  be  stated  that 
the  additional  time  can  readily  be  well 
expended  in  making  the  acquaintance  or 
interviewing  the  trade  and  thus  gradu- 
ally bring  them  up  to  the  purchasing 
point — a  matter  which  requires  consid- 
erable time  in  any  part  of  South  Amer- 
ica. 

In    the   border   towns  of 

THE  BICYCLE        Cape     Colony,     such     as 
AMONG  King  Williamstown    and 

NATIVE  AFRICANS  Grahamstown,  the  native 
Africans  have  for  many 
years  taken  their  share  in  all  branches 
of  athletics,  but  it  is  only  recently  that 
they  have  added  cycling  to  their  other  ac- 
complishments, and  the  first  native  who 
had  sufficient  nerve  to  ride  through  the 
town  on  his  wheel  created  a  big  sensa- 
tion. When,  however,  the  same  fellow, 
faultlessly  attired  in  regulation  knickers, 
made  his  second  appearance,  and  this 
time  accompanied  by  a  native  lady,  the 
excitement  became  intense,  and  the  local 
paper  devoted  a  column  to  the  incident. 
This  occurred  about  eighteen  months  ago 
and  since  then  the  number  of  Kaffirs  who 
cycle  has  increased  by  leaps  and  bounds. 

The  Kafflj-s  in  King  Williamstown  and 
Grahamstown  now  have  their  own  cy- 
cling clubs,  and  on  Saturdays  and  Sun- 
days they  may  be  seen  taking  jatmts  into 
the  neighboring  country. 

In  Natal,  there  are  now  three  native 
clubs.  When  these  were  first  established 
they  met  with  strong  opposition  from  the 
Europeans,  for  the  Natalian  does  not  be- 
lieve in  allowing  the  Kaffir  much  liberty. 
However,  this  feeling  gradually  dimin- 
ished, and  the  Natal  Kaffir  now  stands  on 
a  footing  with  his  colonial  brother  so  far 
as  the  bicycle  is  concerned. 

In  Zululand  the  wheel  has  also  caught 
on,  and  many  of  the  missionaries  own 
machines.  Several  of  the  native  teach- 
ers, too,  have  bicycles  on  which  they  visit 
the  members  of  their  congregations.  For 
this  state  of  affairs  Zululand  has  to  thank 
a  speculative  Australian,  who  traveled 
into  the  country  on  his  bicycle  and  took 
orders  at  all  the  trading  stores  and  mis- 
sion stations  he  came  across.  It  was  a 
most  successful  venture,  and  after  he  re- 


turned to  his  native  country  the  seed  he 
had  sown  took  firm  root,  and  the  bicycle 
is  as  much  appreciated  in  Zululand  today 
as  it  is  in  any  more  enlightened  country. 

The  South  African  native  is  of  a 
thrifty  disposition  and  puts  by  every  pen- 
ny he  earns,  and  those  who  turned  their 
attention  to  cycling  were  sufficiently  well 
provided  with  funds  to  supply  themselves 
with  the  necessary  outfit.  The  machines 
used  by  the  natives  are,  as  a  rule,  the 
best  that  can  be  obtained,  as  one  individ- 
ual of  a  speculative  turn  of  mind,  who 
invested  in  a  stock  of  broken-down  ma- 
chines which  he  tried  to  unload  on  the 
tmsophisticated  natives,  found  to  his 
cost.  The  Kaffirs  would  not  even  look  at 
his  goods,  and  at  length  in  despair  he  de- 
posited his  goods  in  an  empty  shed  for 
•safe  keeping"  and  shook  the  dust  of  the 
too  enlightened  town  from  his  feet. 

An  attempt  was  made  about  nine 
months  ago  by  two  Kaffirs  of  unusually 
adventurous  disposition  to  introduce  the 
bicycle  among  their  brethren  in  Johannes- 
burg. The  result  was  not  all  that  could 
have  been  desired,  from  the  natives'  point 
of  view  at  any  rate,  as  the  first  policeman 
they  encountered  promptly  put  a  stop  to 
the  proceedings  by  knocking  the  "dar- 
kies" off  their  machines,  and  then  taking 
the  machines  into  the  charge  office.  The 
bicycles  were  eventually  returned  to  their 
owners,  but  they  were  given  to  under- 
stand that  cycling  was  not  for  such  as 
them  but  for  their  betters,  and  were  or- 
dered not  to  transgress  in  this  way  again. 

In  the  island  of  Guadelope 

BICYCLES  a   possible    opening    pre- 

IN^  sents  itself  for  the  sale  of 

GUADELOUPE        American  bicycles.   There 

is  now  under  construction 
in  the  principal  public  square  a  bicycle 
track,  at  the  city's  expense.  The  duty  on 
French  bicycles  is  25  francs  paper,  or 
about  $3.80,  each;  on  American  bicycles, 
50  francs  paper,  or  about  $7.60.  The 
freight  on  a  bicycle  from  Paris  amounts 
to  about  65  francs  gold,  or  about  $12.40, 
while  from  New  York  the  freight  is  from 
$1  to  $2  each;  thus  leaving  a  good  mar- 
gin for  the  AmericaxL  machine.  The 
French  machines  are  of  a  grade  that  per- 
mits them  to  be  retailed  for  a  cash  price 
of  350  to  400  francs  paper,  or  from  $53 
to  $60;  but  the  usual  mode  is  to  sell  them 
on  monthly  instalments  of  10  francs,  or 
$1.50,  charging  from  450  to  500  francs  in 
such  case,  or  from  $68  to  $75. 

Sales  of  a  medium-priced  machine  could 
be  made  here.  Bicycles  should  be  light, 
strong,  shovsy,  and  of  good  workmanship. 
Probably  the  best  way  to  introduce  them 
would  be  to  send  a  certain  number  of 
machines,  packed  six  in  a  crate,  in  light 
crates,  to  some  reputable  merchant,  al- 
lowing him  to  sell  them  on  instalments 
of,  say,  $3  a  month. 

The     Austrian     customs 
AUSTRIAN         authorities  have  just  is- 
CYCLE  IMPORTS     sued   returns   relating  to 
INCREASE         the  imports  and  exports 
of  cycles  during  the  past 
year.     They  show  that  the  imports  into 
Austria   during   1898   amounted  to  4,494 
machines,    valued    at  $287,616,   as   com- 
pared with  only  2,190  machines  valued  at 
$266,240  in  the  preceding  year. 

The  exports  show  a  somewhat  irregu- 
lar result,  the  number  of  machines  hav- 
ing increased,  while  the  value  has  de- 
creased. The  total  for  1898  is  8,625  ma- 
chines, of  an  aggregate  value  of  $345,- 
000,  as  against  only  8,160  machines,  but  of 
a  value  of  $366,000  in  1897. 


646 


The  Cycle  Age  and  Trade  Review 


SAQER  GEAR  AND  FITTINGS 


Four  Popular  Forms  of  Bicycle  Gear — Generated  Gears  and 
Roller  Gears — Design  of  Fittings 


The  four  principal  forms  of  power 
transmission  gears  which  will  he  in  more 
or  less  general  use  during  the  coming 
season  are  the  chain  and  sprocket  gear, 
the  hevel  gear,  the  Sager  gear  and  the 
various  roller  gears.  The  last  named  form 
a  class  to  which  the  Sager  gear  does  not 
really  belong,  although  it  is  provided 
with  roller  studs  in  the  form  which  it  is 
before  the  public  and  is  commonly  called 
the  Sager  roller  gear.  There  is  the  im- 
portant difference,  however,  that  the 
Sager  gear  would  run  almost  as  well  with- 
out rollers  as  with  them.  The  rollers  do 
not  belong  to  its  constitution  but  merely 
compensate  for  such  inaccuracies  as  are 
inseparable  from  all  practical  manufac- 
ture. 

A  gear  wheel  with  fifteen  teeth  may  be 
designed  with  such  curves  on  its  teeth 
that  it  will  roll  perfectly  in  mesh  with, 
say,  another  gear  wheel  with  fifty  teeth, 
but  if  it  were  brought  in  engagement 
with  a  third  gear  wheel  with  twenty 
teeth,  though  the  pitch  be  the  same,  the 
curves  on  its  teeth  would  be  slightly  in- 
accurate. Straight  faced  gear  wheels  and 
bowl  faced  gear  wheels  do  not  possess 
their  boasted  scientific  accuracy  and  per- 
fect roller  motion  unless  they  are  mated. 
They  should  be  made  and  sold  and  used 
in  pairs. 

A  change  of  gear  in  a  bevel  gear  bi- 
cycle or  a  Sager  gear  bicycle  should  be 
accomplished  by  changing  two  gear 
wheels;  one  is  not  sufficient. 

Line  Contact  in  Generated  Gears. 

It  is  the  characteristic  of  scientific 
gears  that  they  are  generated  by  the 
action  of  planers  or  cutters  which  imi- 
tate the  motion  of  the  intended  mate  for 
the  gear.    The  form  of  the  teeth  is  not 


7>IC  CrcLL  ^OL^ 


Pig.  1— Hanger  Mechanism. 

arbitrarily  chosen,  as  is  the  form  of  the 
teeth  in  real  roller  gears,  but  is  the  re- 
sult of  the  abrasion  caused  by  a  milling 
cutter  which  is  gradually  brought  into 
the  same  relations  to  the  gear  blank  as 
the  teeth  of  the  mating  gear  would  hold. 
The  contact  in  such  gears  is  therefore 
line  contact.  In  true  roller  gears  the 
contact   is  point  contact,   more   or   less 


obscured  through  the  choice  of  form  of 
the  rollers. 

It  is  another  characteristic  of  the  gen- 
erated gears  that  they  do  not  become 
absorbed  and  inoperative  when  their 
angles  are  near  to  the  limit.  The  bevel 
gear  blends  into  a  spur  gear  as  the 
angle  approaches  zero  and  into  a  crown 
gear  when  the  angle  approaches  180 
degrees.  The  Sager  gear  is  a  straight 
faced  cam  meshing  with  a  pin  gear 
at  one  extreme,  and  at  the  other 
limit  again  merges  into  the  same  form. 
The   intermediate   stages   represent   the 


casing  which  encloses  the  gear  wheel  and 
the  roller  pinion  on  the  front  end  of  the 
driving  shaft. 

The  aluminum  plate  which  slips  on 
over  the  crank  and  closes  the  face  of 
the  casing,  is  left  out  in  this  illustration 
as  well  as  in  Fig.  4.  It  is  simply  a 
flanged  plate  with  a  circular  opening  for 
the  crank  boss  and  abuts  against  a  felt 
ring  on  the  face  of  the  gear  wheel. 

The  construction  of  the  crank  shaft 
will  be  recognized  as  essentially  the  same 
that  is  used  in  Orient  bicycles.  Before 
the  crank  shaft  is  inserted  in  the  hanger, 
the  gear  casing  is  placed  in  position  on 
the  latter  and  secured  by  three  screws, 
the  holes  for  which  are  plainly  indicated 
in  Fig.  2  in  the  three  lugs  extending 
from  the  band  which  surrounds  that  end 
of  the  hanger  and  carries  the  double  fork 
arms.  The  casing  for  the  roller  pinion, 
being  in  one  piece  with  drive  wheel  cas- 
ing, is  at  the  same  time  pressed  into  its 
position  to  the  rear  of  the  ball-bearing 
in  which  the  driving  shaft  front  cone  is 


TneCyCLZ. 


Fig.  2— Showing  Shaft,  Knions,  and  Frame. 


Sager  gear  as  it  is  known,  which  is  gen- 
erated by  rotary  corrugated  cylindrical 
cutters  eating  their  way  into  a  blank 
while  both  the  blank  and  the  disk  hold- 
ing the  series  of  cylindrical  cutters  are 
revolved  on  their  respective  axes  in  con- 
tact with  each  other  and  without  slip. 

The  rollers  on  one  of  the  interacting 
pinions  of  the  finished  gear  need  not  re- 
volve in  order  to  mesh  properly,  if  the 
rotary  cutters  have  done  their  work,  but 
they  serve  the  useful  practical  purpose 
of  permitting  a  very  close  adjustment  of 
the  gear  in  the  bicycle  so  that  the  back- 
lash, or  play  between  the  gear  teeth,  may 
be  reduced  to  a  point  where  vibration 
and  chattering  ceases. 

The  Waltham  Company's  Design. 

The  application  to  bicycles  of  the 
Sager  gear  was  brought  most  prominent- 
ly before  the  public  when  the  world's 
mile  record  was  lowered  on  a  machine 
which  was  provided  with  this  gear  and 
was  designed  by  the  Waltham  Mfg.  Com- 
pany especially  for  this  gear. 

The  Imperial  Company  of  Boston  has 
since  then  undertaken  to  market  and 
eventually  manufacture  the  gear  fittings 
of  this  patented  design  as  shown  in  the 
accompanying  illustration  and  The  Cycle 
Age  is  indebted  to  this  company  for  the 
opportunity  to  sketch  the  parts  and  thus 
give  the  cycle  trade  at  large  the  first  pub- 
lic presentation  of  the  construction. 

To  enter  into  all  the  minor  details  of 
this  construction  would  be  superfluous 
and  tedious.  In  this  progressed  stage  of 
cycle  manufacture  it  is  a  matter  of 
course  that  bearings,  locknuts,  washers, 
etc.,  are  employed  by  every  first  class 
manufacturer  in  accoi'dance  with  best 
usage  in  various  places  where  they  obvi- 
iously  belong.  The  following  descrip- 
tion has  therefore  reference  only  to  those 
features  which  must  be  specially  men- 
tioned in  order  to  understand  the  work- 
ings of  the  construction. 

Front  Portion  of  riechanism. 

In  Fig.  1  is  shown  the  crank  shaft 
mechanism  with  the  toothed  driving  gear 
secured  to  it,  and  below  it  the  aluminum 


received.  In  this  position  the  case  abuts 
against  a  fiange  on  the  fork  arm  fitting. 
A  lid  covering  the  rear  end  of  the  case 
is  shown  resting  against  the  shaft  in  Fig. 
2. 

Longitudinal  adjustment  of  the  front 
pinion  on  the  shaft  in  relation  to  the 
drive  gear  wheel  is  secured  at  the  fac- 
tory and  may  in  any  emergency  be  read- 
justed as  the  pinion  is  threaded  on  a 
sleeve  brazed  to  the  side  shaft. 

The  ball  cups  in  the  hanger  are  firmly 
connected  by  a  sleeve  surrounding  the 
shaft,  and  the  left  cup  is  threaded  in  the 
hanger  so  that  when  it  is  screwed  in  or 
out  the   cup   on   the  gear  side   follows. 


TnC  Cru  t  4oE^ 

Fig.  3— Rear  Hub  and  Axle. 

By  this  arrangement  the  lateral  adjust- 
ment of  the  crank  shaft  gear  in  relation 
to  the  side  shaft  pinion  may  be  regulat- 
ed, independently  of  ball-bearing  adjust- 
ment which  is  accomplished  by  the  ad- 
justable cone  on  the  left  end  of  the  crank 
shaft. 

At  the  hanger  it  is  the  lateral  adjust- 
ment which  is  the  most  important,  and 
at  the  rear  hub  the  longitudinal  adjust- 
ment, and  these  are  therefore  the  ad- 
justments which  are  placed  most  readily 


The  Cycle  Age  and  Trade  Review 


647 


FINISH.... 


The  finish  of  the  '99  BARNES  BICYCLES  is  in 
keeping  with  the  excellent  material^  mechanical  features 
and  improved  methods  used  in  their  construction. 

The  white  enameled  frames  with  royal  purple  steer- 
ing heads  and  fork  crowns  have  set  the  fashion  for  the 


RIDE  THE  ELEGANT 


BARNES 


The  Agency  for 

the  Barnes  is  a  Valuable  One. 

Write  Us. 


THE  BARNES  CYCLE 
COMPANY^ 

SYRACUSE,  N.  Y. 


within  reach  of  the  rider.  Longitudinal 
adjustment  at  the  hanger  and  lateral  ad- 
justment at  the  huh  are  never  vital  to 
the  running  of  the  gear. 

Rear  Part  of  Gear. 

The  rear  pinion  is  a  toothed  gear  wheel 
smaller  than  but  otherwise  similar  to  the 
drive  gear.  It  is  hored  out  to  receive  a 
hearing  cup  and  balls.  This  bearing,  like 
all  the  other  ones,  isprovided  with  a  ball 
retainer. 

When  the  front  cone  upon  the  driving 
shaft  has  been  inserted  in  its  bearing, 
bringing  the  front  pinion  into  its  casing 
and  its  rollers  in  conect  mesh  with  the 
crank  shaft  gear,  the  rear  end  is  adjust- 
ed by  means  of  the  cone  which  operates 
in  the  rear  bracket  as  shown  in  Fig  2. 
This  cone  is  a  solid  piece  of  cylindrical 
steel,  cone  shaped  at  the  front  end,  and 
screw  threaded  in  a  bearmg  sleeve  that 
forms  part  of  the  bracket.  At  its  rear 
end  it  has  a  square  hole  into  which  fits 
a  lug  on  the  wrench  which  is  furnished 
with  each  set  of  gear  fittings.  A  lock 
nut  is  threaded  onto  the  rear  end  of  the 
cone  piece  and  bears  against  the  sleeve. 

The  double  fork  arm  and  the  right  up- 
per stay  of  the  bicycle  are  brazed  to  the 
bracket  piece,  and  the  two  screw  holes, 
above  and  below  on  the  bracket  indicate 
how  the  rear  gear  casing,  shown  in  Fig. 
3,  is  fastened. 

Rear  Hub  and  Axle. 

In  Fig.  3  are  also  shown  the  rear  hub 
with  its  gear  and  the  rear  axle.  In  the 
hub  is  noticed  the  cup- shaped  extension 
of  the  right  spoke  flange.  By  adopting 
this  design  a  double  object  has  been  at- 
tained. In  the  first  place  it  makes  it  pos- 
sible to  spread  the  spokes  on  the  gear 
side  just  as  much  as  on  the  other  side,  so 
that  the  wheel  is  not  flatter  on  one  side 
than  on  the  other,  and  secondly  the  cup- 
shape  protects   the   junction   where    the 


hub  revolves  in  contact  with  the  circular 
edge  of  the  gear  case  against  mud  and 
water.  A  felt  washer  is  further  used  to 
render  this  junction  dustproof  and  when 
this  felt  washer  is  of  the  right  thickness 
to  bring  it  in  contact  with  the  edge  of  the 
casing,  the  protection  at  this  difficult 
point  should  be  very  eflicient. 

Dust  Proof  Casings. 

Dust  proof  casings  are  among  the  most 
important  properties  of  chainless  bi- 
cycles. Where  revolving  parts  are  not  in 
contact,  as  where  the  casing  shown  in 
Fig.  3  are  screwed  against  the  rear 
bracket,  as  shown  in  Fig.  4,  or  where  the 
axle  pierces  the  casing,  the  dust  is  read- 
ily excluded  by  the  use  of  a  little  rubber 
solution  at  the   meeting  edges.     Where 


ing  shaft,  and  can  be  adjusted  in  and  out 
on  the  sleeve  so  as  to  bring  the  hub  pin- 
ion in  exactly  correct  relations  to  the 
shaft  pinion,  longitudinally.  The  adjust- 
ment is  accomplished  by  a  differential 
screw-bolt  which  enters  into  a  threaded 
hole  in  the  bracket  with  its  coarse- 
threaded  front  end  while  the  fine-thread- 
ed portion  operates  through  the  upper 
lug  on  the  clamping  sleeve.  Screwing 
the  bolt  in,  therefore,  draws  the  axle 
nearer  to  the  bracket  and  brings  the  gear 
in  closer  engagement.  Lateral  adjust- 
ment is  provided  by  the  manufacturer 
and  need  never  be  tampered  with.  In 
case  of  necessity  it  may,  however,  be 
easily  accomplished  by  adjusting  both 
cones  on  the  axle. 
When  the  clamping  sleeve  is  in  posi- 


Fig.  4^A£sembled  Mechanism 

there  is  a  rotary  contact  in  these  Sager 
gear  fittings — at  the  hub — the  two  shaft 
ends  and  around  the  crank  boss  the 
forms  of  the  meeting  edges  have  been 
adapted  to  produce  good  protection 
against  anything  but  fine  dust,  and  felt 
washers  saturated  with  thick  oil  are  used 
for  excluding  the  dust. 

The  Clamping  Sleeve. 

To  the  right  hand  end  of  the  axle  is 
permanently  secured  a  clamping  sleeve, 
as  seen  in  Figs.  3  and  4,  by  which  the 
axle  is  secured  to  the  bearing  sleeve 
carrying  the  rear  shaft  cone.  This  clamp- 
ing sleeve  is  at  an  angle  with  the  axle 
corresponding  to  the  angle  of  the  driv- 


Minus  Forward  Face  Cover. 

tion  on  the  cone-bearing  sleeve  of  the 
bracket  the  axle  remains  automatically 
parallel  with  the  crank  shaft  when  the 
gears  are  adjusted,  but  it  must  of  course 
be  observed  that  the  axle  nut  on  the  op- 
posite end  is  left  loose  while  gear  ad- 
justment is  made,  so  as  not  to  strain  the 
parts.  Similarly  the  clamping  screw  at 
the  extremity  of  the  clamping  sleeve 
must  not  be  tightened  till  adjustment  Is 
made,  lest  the  thread  of  the  differential 
screw  should  be  stripped.  With  these 
simple  precautions  the  adjustments  are 
readily  made  by  any  intelligent  rider, 
the  order  in  which  they  are  mentioned 
in  this  article  being  observed. 


648 


The  Cycle  Age  and  Trade  Review 


CHANGEABLE  BEVEL  GEAR 


Jocelyn's  Construction  of  a  Bevel  Gear  Bicycle  with  Two 
Speeds  and  Neutralized  Lateral  Strains 


As  a  result  of  the  studies  and  work  of 
A.  H.  Jooelyn  of  319  Hancock  street, 
Brooklyn,  N.  Y.,  a  new  bevel-gear  bi- 
cycle construction  has  passed  the  scru- 
tiny of  patent  examiners  and  has  been 
launched  on  the  market  with  seventeen 
distinct  claims  to  novelty  and  merit, 
which  may  be  summed  up  in  the  follow- 
ing objects  which  it  has  been  the  aim  of 
the  inventor  to  realize:  To  remove  lat- 
eral strains  from  the  front  bevel  gear 
and  free  the  crank  shaft  from  stresses 
due  to  this  cause,  and  thereby  be  en- 
abled to  construct  these  parts  much  light- 
er than  in  other  bevel-gear  bicycles;  to 
connect  the  driving  power  with  pinions 
on  either  side  of  the  rear  hub  and  there- 
by produce  a  changeable  gear;  to  mount 
and  adjust  all  of  the  gearing  independent- 
ly of  the  bicycle  frame,  to  provide  a 
compensation  for  wear  of  gears  and  bear- 
ings; to  make  the  gears  more  readily  ac- 
cessable  than  in  other  chainless  machines 
while  yet  protecting  them  against  dirt 
and  dust;  and  by  the  same  construction 
facilitate  repairs. 

Mr.  Jocelyn  places  his  invention  at  the 
disposal  of  manufacturers  on  the  royalty 
plan. 

The  accompanying  illustrations  show 
the  construction  as  follows:  Fig.  1  gives 
a  horizontal  cross  section  through  the 
bearing  parts.  Fig.  2  is  a  side  view  of 
the  lower  end  of  the  frame  bars  with 
the  parts  of  casings  which  are  attached 
thereto.  These  require  no  special  expla- 
nation. Fig.  3  is  a  side  view  of  the  gear 
boxes,  which  are  attached  to  the  casings. 
Fig.  4  represents  the  clutch  shifter  em- 
ployed to  change  the  power  transmis- 
sion from  the  pinion  on  one  side  of  the 
hub  to  that  on  the  other  side  and  thereby 
change  the  gear. 

Quard  Flanges— An  Innovation. 

The  crank  shaft  bevel  gear  is  central 
and  double-faced  meshing  with  pinions 
on  both  sides,  and  the  inventor  provides 
guard  flanges  extending  to  the  pitch  lines 
of  the  teeth  on  all  the  pinions  and  in- 
tended to  roll  in  contact.  These  flanges 
working  upon  opposite  sides  of  the  large 
gear  entirely  balance  the  lateral  strain 
upon  the  gear  and  prevent  end  thrust 
upon  the  crank  shaft. 

The  inventor  does  not  mention  that  any 
special  material  is  to  be  used  for  these 
flanges  which  it  may  prove  somewhat  dif- 
ficult to  machine  so  accurately  for  use  in 
a  bicycle  if  steel  or  other  metal  is  used, 
that  the  projected  rolling  contact  will  be 
uniform  and  continuous. 

Change  Gear  Mechanism. 

To  operate  the  changeable  gear  each  of 
the  rear  pinions  is  fitted  movably  upon 
the  hub  and  provided  with  notches,  and 
the  hub  has  clutch  teeth  upon  which  the 
notches  fit.  The  pinions  are  coupled  by 
tie  rods  which  extend  movably  through 
perforations  in  collars  secured  to  the 
hub  and  these  collars  thus  serve  as 
guides  to  the  transverse  movements  of 
the  pinions  while  carrying  them  around 
continuously  with  the  hub.  A  shifting 
collar  is  attached  to  the  rods  and  when 
pushed  in  one  or  another  direction  by 
the  shifting  lever  of  which  the  lower  at- 
tachment is  shown  in  Fig.  4,  brings  one 
or  the  other  pinion  in  engagemant  with 
the  clutch  teeth  on  the  hub  and  in  mesh 
with  the  shaft  pinion  on  the  same  side. 
The  shifter  may  be  held  in  three  differ- 
ent notches  at  its  upper  end  correspond- 
ing to  the  two  gears  and  an  intermediate 


position  that  disengages  both  hub  pinions 
and  permits  the  rider  to  coast  with  his 
feet  on  the  pedals. 

It  is  worth  observing  that  in  this 
change-gear  mechanism  the  notches  in 
the  hub  pinions  are  always  In  line  with 
the  teeth  on  the  hub  so  that  there  is  no 
wear  on  either  and  a  change  of  gear  may 
be  effected  while  the  machine  is  in  slow 
motion  without  much  danger  of  breaking 
gear  teeth.  It  is  another  question  if  bevel 
gea